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Financial Plan 2. The extent to which commercial-generated traffic contributes to peak-hour conges- tion. For example, AM peak-hour traffic generated by retail development generally - occurs after the wOrk-trip commute peak hour. These fees are illustrative of the level of impact fees required but are not meant to be - final calculations. The TVTC must go beyond this plan to develop an impact fee program that would establish a legal nexus between development levels and fees charged and also clarify many ancillary issues. At a minimum, the program needs to consider the following issues: · Land Use Categories. Will there be one fee for all residential development or will it vary with density? Similarly, how many commercial categories will be used? ' Jurisdictions typically use three categories: retail, industrial, and office. Would even more categories be useful? "' · Credits. Should certain projects that have already contributed regional improve- ments, such as Hacienda Business Park, be entitled to a fee credit? ' · Exemptions. Should certain project with significant social value, such as low- income housing, be exempt from fees? What about projects that significantly enhance the area's economic development? · Fee Collection. How and by whom should the fees be collected? Who will bank the funds and contract for transportation projects? · Transfer of Funds Between Jurisdictions. A subregional fee collected among the seven jurisdictions of Tri-Valley could potentially result in a situation where funds - collected in one jurisdiction were expended on the construction of regional projects in another jurisdiction. The concept of a subregional fee for the Tri-Valley will need to address the acceptability and magnitude of cross-jurisdictional transfers of ._ fee revenues. TVTC has established that it does not wish for any regional fee revenues collected in Tri-Valley to be expended on projects outside of the Tri- Valley subarea. · Relationship to Future Countywide or Regionwide Fee Programs. If in the future, a countywide or regionwide (nine-county Bay Area) fee program is established, the relationship of those programs to the Tri-Valley regional fee will need to be ' addressed, especially with regard to crediting an in-place Td-Valley fee toward a countywide fee. ' · Impact of the Fee on Growth. Fee levels that are too high for either residential or nonresidential development may adversely affect the efforts of TVTC jurisdictions to promote economic growth or affordable housing opportunities. To address the concerns, the TVTC will seek the assistance of the Association of Bay Area Governments to evaluate the economic impacts of a regional transportation impact fee on economic and residential growth in the Tri Valley area. " Barton-Aschman Associates, Inc. 154