HomeMy WebLinkAbout3992ORDINANCE NO. 3 9 tj' :1__
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending Kent City
Code Chapter 12.14 to clarify change of use
language and attendant fee allocations, to exempt
certain properties whose transportation impacts
have already been determined, to el1m1nate the
cap on the time for credit for a prior use for vacant
buildings, and to eliminate the automatic fee
escalation prov1s1ons.
RECITALS
Smee originally enacting the city's Transportation Impact Fee
ordinance, City Council, staff, and the development community have had
an opportunity to review the ordinance's application to various
development proposals and determined that there 1s a need to amend the
ordinance to clarify change of use language and attendant fee allocations,
to exempt certain properties whose transportation impacts have already
been determined, to el1m1nate the cap on the time for credit for a pnor
use for vacant buildings, and to el1m1nate the automatic fee escalation
prov1s1ons.
NOW THEREFORE, THE CI1Y COUNCIL OF THE CI1Y OF KENT,
WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
1 Transportation Impact Fees
Amend KCC 12.14
ORDINANCE
SECTION 1. -Amendment. Kent City Code Chapter 12.14 1s hereby
amended as follows:
Sec. 12.14.010. Title. This code chapter shall be hereinafter
known as the city of Kent Transportation Impact Fees.
Sec. 12.14.020. Purpose and Intent. The purpose and intent of
this chapter 1s for the collection of transportation impact fees for streets
and roads, and providing for certain other matters in connection therewith.
Sec. 12.14.030. Findings and Authority. The city council of the
city of Kent hereby finds and determines that development act1v1t1es,
including but not l1m1ted to new res1dent1al, commercial, retail, office, and
industrial development 1n the city of Kent will create add1t1onal demand
and need for system improvements in the city, and the council finds that
such new growth and development should pay a proportionate share of
the cost of system improvements needed to serve the new growth and
development. The city of Kent has conducted extensive research
documenting the procedures for measuring the impact of new
developments on public facilities, has prepared the "Rate Study for
Transportation Impact Fees," city of Kent, dated May 2010 ("Rate Study"),
attached as Exh1b1t 1, and incorporates that Rate Study into this chapter
by this reference. In recogn1t1on that fewer trips are generated and
average trip lengths are reduced to and from Downtown Kent, as
hereinafter defined, the city has also prepared a memorandum entitled
"Impact Fee Rate Adjustment for Downtown Kent," dated June 28, 2010
("Downtown Kent Rate Memorandum"), attached as Exh1b1t 2, and
incorporates that memorandum into this chapter by this reference. The
Rate Study and the Downtown Kent Rate Memorandum utilize a
methodology for calculating transportation impact fees that incorporate,
2 Transportation Impact Fees
Amend KCC 12.14
among other things, all of the requirements of RCW 82.02.060(1). A copy
of the most current versions of the Rate Study and the Downtown Kent
Rate Memorandum shall be kept on file with the city clerk and are
available to the public for review. Therefore, pursuant to Chapter 82.02
RCW, the council adopts this chapter to assess transportation impact fees
for streets and roads. The prov1s1ons of this chapter shall be liberally
construed 1n order to carry out the purposes of the council in providing for
the assessment of transportation impact fees.
Sec 12.14.040. Definitions. The following words and terms shall
have the following meanings for the purposes of this chapter, unless the
context clearly requires otherwise. Terms otherwise not defined herein
shall be defined pursuant to RCW 82.02 090, or given their usual and
customary meaning.
A. Bulfdmg Permit means an off1c1al document or cert1f1cat1on
which 1s issued by the city and which authorizes the construction,
alteration, enlargement, conversion, reconstruction, remodeling,
rehab11itat1on, erection, demol1t1on, moving, or repair of a bu1ld1ng or
structure or any portions thereof.
B. Capital Fac1!tt1es Plan means the capital fac1ilt1es element of
the city's Comprehensive Plan adopted pursuant to RCW 36. 70A and such
plan as amended.
C. City means the city of Kent.
D. Council means the city council of the city of Kent.
E. Department means the city's Department of Public Works.
F. Development Act1v1ty means any construction or expansion of
a bu1ld1ng, structure, or use, any change 1n use of a building or structure,
or any changes m the use of land, that generates at least one P.M. peak
hour trip.
3 Transportation Impact Fees
Amend KCC 12.14
G. Development Approval means any written authorization from
the city of Kent which authorizes the commencement of a development
activity.
H. Director means the Public Works Director or the Director's
designee.
I. Downtown Kent means that area shown on the map
incorporated into the Downtown Kent Rate Memorandum. A legal
description of Downtown Kent will be prepared and kept on file with the
Downtown Kent Rate Memorandum for further reference.
J. Downtown Kent Rate Memorandum means t;A-at---the Exhibit 2
memorandum entitled "Impact Fee Rate Adjustments for Downtown Kent,"
dated June 28, 2010, or as hereinafter amended.
K. Encumbered means to reserve, set aside, or otherwise
earmark the transportation impact fees 1n order to pay for commitments,
contractual obl1gat1ons, or other l1ab1l1t1es incurred for system
improvements.
L. Feepayer is a person, corporation, partnership, an
incorporated assoc1at1on, or any other s1m1lar entity, or department or
bureau of any governmental entity or mun1c1pal corporation commencing a
development act1v1ty which creates the demand for add1t1onal system
improvements and which requires the issuance of a building permit or a
permit for a change of use. Feepayer includes an applicant for a
transportation impact fee credit.
M. Heanng Exammer shall mean that person or persons
appointed by the mayor pursuant to KCC 2.32.
N. Independent Fee Calculat/On means the transportation impact
fee calculation, and/or economic documentation prepared by a feepayer,
to support the assessment of a transportation impact fee other than by
the use of the rates published pursuant to KCC 12 14.190, or the
calculations prepared by the Director where none of the fee categories or
fee amounts published pursuant to KCC 12.14.190 accurately describe or
4 Transportation Impact Fees
Amend KCC 12.14
capture the impacts of the development act1v1ty on public facilities.
0. KCC means the Kent City Code or, when followed by a
numerical des1gnat1on, a prov1s1on of the Kent City Code.
P. Owner means the owner of record of real property, although
when real property 1s being purchased under a real estate contract, the
purchaser shall be considered the owner of the real property 1f the
contract 1s recorded.
Q. Permit for change of use or change of use permit means an
off1c1al document which 1s issued by the city which authorizes a change of
use of an ex1st1ng building or structure or land.
R. PM. Peak Hour means the sixty-minute period between 4:00
and 6:00 p.m. which experiences the highest volume of traffic on a road
or street or passing through a road or street intersection.
S. P.M. Peak Hour Trips means the total vehicular trips entering
and leaving a place of new development act1v1ty on the adjacent public
road or street during the P.M. peak hour.
T. Pro1ect Improvements means site improvements and fac1l1t1es
that are planned and designed to provide service for a particular
development pro1ect, are necessary for the use and convenience of the
occupants or users of the project, and are not system improvements. No
improvement or facility included 1n a capital fac1l1t1es plan adopted by the
council shall be considered a project improvement.
U. Public Fac1/1tles, for purposes of this chapter, means the
following capital fac1l1t1es owned or operated by the city of Kent or other
governmental ent1t1es: public streets and roads
V. Rate Study means the Exh1b1t 1 "Rate Study for
Transportation Impact Fees," city of Kent, dated May 2010, or as
hereinafter amended.
W. Smgle Family Residential Permrt means a permit for a "smgle-
fam1ly dwelling" as that term 1s defined in KCC 15.02.115.
X. Street or Road means a public right-of-way and all related
5 Transportation Impact Fees
Amend KCC 12.14
appurtenances, including lawfully required off-site mitigation, which
enables motor vehicles, transit vehicles, bicycles, and pedestrians to travel
between destinations, and affords the principal means of access to
abutting property. For purposes of this chapter, public streets and roads
are collectively referred to as "transportation."
Y. System Improvements, for purposes of this chapter, means
public transportation fac1l1t1es that are included 1n the city of Kent's capital
facilities plan, and such plan as amended, and are designed to provide
service to the community at large, 1n contrast to proJect improvements.
Z. Transportat10n means public streets and roads and related
appurtenances.
AA. Transportat/On Impact Fee means a payment of money
imposed by the city of Kent on development act1v1ty pursuant to this
chapter as a condition of granting development approval. "Transportation
impact fee" does not include a reasonable permit fee, an appl1cat1on fee,
the admm1strat1ve fee for collecting and handling impact fees, or the cost
of reviewing independent fee calculations.
BB. Transportat10n Impact Fee Account(s) means the separate
accounting structure(s) within the city's established accounts which
structure(s) shall 1dent1fy separately earmarked funds and which shall be
established for the transportation impact fees that are collected. The
account(s) shall be established pursuant to KCC 12.14.100, and shall
comply with the requirements of RCW 82.02.070.
Sec. 12.14.045. Establishment of Service Area.
A. The city hereby establishes, as the service area for
transportation impact fees, the city of Kent, including all property located
within the corporate city l1m1ts.
B. The scope of the service area 1s hereby found to be
reasonable and established on the basis of sound planning and
eng1neenng principles, and consistent with RCW 82 02.060.
6 Transportation Impact Fees
Amend KCC 12.1.4
Sec. 12.14.050. Transportation Impact Fees Methodology
and Applicability. The transportation impact fees published pursuant to
KCC 12.14.190 are generated from the formulae for calculating
transportation impact fees set forth in the Rate Study and the Downtown
Kent Rate Memorandum. Except as otherwise provided for independent
fee calculations m KCC 12.14.070, exemptions m KCC 12.14.080, and
credits in KCC 12.14.090, all new development act1v1ty in the city will be
charged the transportation impact fee applicable to the type of
development listed 1n the fee schedule adopted pursuant to KCC
12.14.190.
Sec. 12.14.060. Collection of Impact Fees.
A. The city shall collect transportation impact fees, based on the
rates published pursuant to KCC 12 14.190, from any applicant seeking
development approval from the city for any development act1v1ty within
the city, when such development act1v1ty requires the issuance of a
building permit or a permit for a change in use, and creates a demand for
add1t1onal public facli1t1es.
B. Maximum allowable transportation impact fees are
established by the Rate Study and the Downtown Kent Rate Memorandum.
The rate ffif---tfte year July 1 1 2010 through June 30, 2011 shall be 30% of
the maximum allowable amount. The rate for the year July 1, 2011
through June 30, 2012 shall be 41.67%; for the year July 1, 2012 through
June 30, 2013 shall be 53.33%, for the year July 1, 2-0-1-3 through June
30, 2014 shall be 65%; for the year July l, 2014 through June 30, 2015
shall be 76.67%, for the year July 1, 2015 through June 30, 2016 shall be
88 33% and from July 1, 2016 and thereafter shall be 100%1.
C. Annually, and pnor to the first day ofon Januaryttly 1st of each
calendar year, the director shall adjust the fees by -the same percentage
change as 1n the most recent annual amendment to the Washington State
Department of Transportation Construction Cost Index. The director shall
7 Transportation Impact Fees
Amend KCC 12.14
make the percentage calculations required by KCC 12.14.060(6), 'INhen
applicable, alter making the transportation construction cost index
changes.
D. When a transportation impact fee, pursuant to KCC
12.14.060(A), applies to a change of use permit, the transportation impact
fee shall be the applicable transportation impact fee for the land use
category of the new use, less any transportation impact fee previously
paid for the land use category of the prior use. For purposes of this
_Qrov1s1on. a change of use should be reviewed based on the land use
category provided in the Rate Study that best captures the broader use of
the property under development. Changes in use or tenancy, 1f consistent
with the general character of the bu1ld1ng or building aggregations (1.e ..
"industrial park," or "specialty retail") should not be considered a change
in use that 1s sub1ect to a transportation impact fee. Further, minor
changes in tenancies that are consistent with the general character of the
included structure, building, or previous use should not be considered
changes in use subJect to a transportation impact fee. If no transportation
impact fee was paid for the prior use, the transportation impact fee for the
new use shall be reduced by an amount equal to the current
transportation impact fee rate for the prior use. Vacant bu1ld1ngs shall be
assessed as if in the most recent legally established use as shown on a
Kent business license, development permit, or other reliable and verifiable
evidence acceptable to the director. No reduction based on pnor use shall
be made for a property that has been vacant or otherwise not actively in
that pnor use for a penod of threeITY.Q years or longer.
GE. For mixed use developments, transportation impact fees shall
be imposed for the proportionate share of each land use, based on the
applicable measurement 1n the transportation impact fee rates published
pursuant to KCC 12.14.190.
F. Transportation impact fees shall be determined at the time
the complete appl1cat1on for a building permit or a permit for a change 1n
8 Transportation Impact Fees
Amend KCC 12.14
use 1s submitted using the transportation impact fees then in effect.
Transportation impact fees shall be due and payable before the building
permit or permit for a change of use 1s issued by the city.
G. Until December 31, 2013, at the time of issuance of any
single family res1dent1al bu1ld1ng permit for a dwelling unit that 1s being
constructed for 1n1t1al sale, the payment of the transportation impact fee
may be deferred 1f the owner of the underlying real property, executes a
first pos1t1on lien in favor of the city in the amount of the transportation
impact fee in effect at the time of the deferral. The city shall record the
lien against the real property and the lien amount shall be paid by the
seller to the city at the time of closing of the sale of the real property and
single family residence.
1. A feepayer who chooses to defer the
transportation impact fee must combine the lien with a lien for deferring
the water development system charge in KCC 7.02.160, for the
transportation improvement fee in KCC 12.11.090 or Chapter 43.21C
RCW, and for the drainage development charge in KCC 7.05.165.
2. A deferral fee, in the amount set by city council
resolution for city of Kent Planning and Land Use Fees: "Fee Deferral Lien"
will be due at the time of the appl1cat1on for deferral. The adm1nistrat1ve
fee set out in KCC 12.14.170 will not be deferred.
H. Feepayers allowed credits pnor to the submittal of the
complete building permit appl1cat1on or an application for a permit for a
change of use shall submit, along with the complete appl1cat1on, a copy of
the letter prepared by the director setting forth the dollar amount of the
credit allowed. Transportation impact fees, as determined alter the
appl1cat1on of any credits, shall be collected from the feepayer no later
than the time a building permit or permit for a change of use 1s issued.
I. The department shall not issue the required building or the
permit for the change of use until the transportation impact fees have
been paid.
9 Transportation Impact Fees
Amend KCC 12.14
Sec. 12.14.070. Independent Fee Calculations.
A If, 1n the Judgment of the d1rector1 none of the fee categories
or fee amounts set forth in foregoing section of this title accurately
describes or captures the impacts of a new development on streets, the
department may conduct independent fee calculations and the director
may impose alternative fees on a specific development based on those
calculations. The alternative fees and the calculations shall be set forth in
writing and shall be mailed to the feepayer.
B. A feepayer may opt not to have the transportation impact
fees determined according to the fee structure published pursuant to KCC
12.14.190, in which case the feepayer shall prepare and submit to the
director an independent fee calculation for the development act1v1ty for
which a bu1ld1ng permit 1s being sought. The documentation submitted
shall show the basis upon which the independent fee calculation was
made. An independent fee calculation shall use the same methodology
used to establish transportation impact fees adopted pursuant to KCC
12.14.190, shall be limited to adJustments 1n tnp generation rates and
lengths used in the Rate Study or Downtown Kent Rate Memorandum, and
shall not include travel demand forecasts 1 tnp d1stribut1on, transportation
service areas, costs of road proJects, or cost allocation procedures.
C. Any feepayer subm1tt1ng an independent fee calculation will
be required to pay the city of Kent a fee to cover the cost of reviewing the
independent fee calculation. The fee required by the city for conducting
the review of the independent fee calculation shall be five hundred dollars
($500), unless otherwise established by the director, and shall be paid by
the feepayer prior to issuance of the director's determ1nat1on.
D. There 1s a rebuttable presumption that the calculations set
forth 1n the Rate Study and Kent Downtown Rate Memorandum are valid.
The director shall consider the documentation submitted by the feepayer,
but 1s not required to accept such documentation or analysis which the
director reasonably deems to be inapplicable, inaccurate, incomplete, or
10 Transportation Impact Fees
Amend KCC 12.14
unreliable. The director may require the feepayer to submit additional or
different documentation for cons1derat1on. The director 1s authorized to
adJust the transportation impact fees on a case-by-case basis based on
the independent fee calculation, the spec1f1c characteristics of the
development, and/or principles of fairness. The fees or alternative fees
and the calculations therefore shall be set forth in writing and shall be
mailed to the feepayer.
E. Determ1nat1ons made by the director pursuant to this section
may be appealed to the office of the hearing examiner under the
procedures set forth in KCC 12.14.110.
Sec. 12.14.080. Exemptions.
A. Except as provided for below, the following shall be exempted
from the payment of all transportation impact fees:
1. Alteration or replacement of an existing nonresidential
structure that does not expand the usable space or change the existing
land use.
2. Miscellaneous improvements which do not generate
increased P.M. peak trips, 1nclud1ng, but not l1m1ted to, fences, walls,
res1dent1al swimming pools, and signs;
3. Demolition or moving of a structure when add1t1onal
P.M. peak hour tnps are not generated.
4. A change of use that does not generate one or more
P. M. peak hour trips.
5. Properties that have undergone prior State
Environmental Policy Act (SEPA) review and have received a final dec1s1on
that includes transportation m1t1gat1on payment requirements through an
Environmental M1t1gat1on Agreement or s1m1lar document, on the condition
that the SEPA m1t1gat1on payment obl1gatt0n has or will be paid by the
time the transportation impact fee. 1f applicable, would be due.
B. The director shall be authorized to determine whether a
11 Transportation Impact Fees
Amend KCC 12.14
particular development act1v1ty falls within an exemption 1dent1f1ed 1n this
chapter, in any other KCC, or under other applicable law. Determ1nat1ons
of the director shall be 1n writing and shall be subject to the appeals
procedures set forth in KCC 12 14.110.
Sec. 12.14.090. Credits for Dedications, Construction of
Improvements, and Past Tax Payments.
A. A feepayer may request that a credit or credits for impact
fees be awarded to him/her for the total value of system improvements,
including ded1cat1ons of land and improvements, and/or construction
provided by the feepayer. The appl1cat1on for credits shall be presented
by the feepayer on forms to be provided by the department and shall
include the content designated m such forms. Credits will be given only 1f
the land, improvements, and/or the facility constructed are:
1. Included w1th1n the capital fac1l1t1es plan or would serve
the goals and objectives of the capital fac1l1t1es plan;
2. Are at suitable sites and constructed at acceptable
quality as determined by the city;
3. Serve to offset impacts of the feepayer's development
activity; and
4. Are for one or more of the transportation projects
listed in the Rate Study as the basis for calculating the transportation
impact fee.
B. For credits for ded1cat1ons:
1. The director shall determine tf requests for credits
meet the criteria 1n subsection A, above, or other applicable law.
Determinations of the director shall be in writing and shall be subJect to
the appeals procedure set forth m KCC 12.14.110.
2. For each request for a credit or credits, the director
shall select an appraiser or, 1n the alternative, the feepayer may select an
independent appraiser acceptable to the director
12 Transportation Impact Fees
Amend KCC 12.14
3. Unless approved otherwise by the director, the
appraiser must be an MAI (Member of the American Institute of
Appra1sers)1 and be licensed in good standing pursuant under RCW 18.40
et.seq. 1n the category for the property to be appraised, and shall not have
a f1duc1ary or personal interest in the property being appraised.
4. The appraisal will be accepted or rejected by the
director and may be subJect to independent review.
5. The feepayer shall pay the actual costs for the
appraisal and an independent review, 1f requ1red 1 unless the director
determines that payment for independent review should not be at the
feepayer's expense.
6. After considering the appraisal and the rev1ew 1 the
director shall provide the applicant with a determination setting forth the
dollar amount of any cred1t 1 the reason for the credit, the legal description
of the real property dedicated where appl1cable 1 and the legal description
or other adequate description of the pro]ect or development to which the
credit may be applied. The feepayer must sign and date a duplicate copy
of such determination 1nd1catmg his/her agreement to the terms of the
letter or cert1f1cate, and return such signed document to the director
before the transportation impact fee credit will be awarded. The failure of
the feepayer to sign, date, and return such document within sixty (60)
calendar days of the date of the determ1nat1on shall nullify the credit. If
credit 1s den1ed 1 the feepayer shall be not1f1ed m a letter that includes the
reasons for denial.
7. No credit shall be given for proJect improvements.
C. A feepayer may request that a credit or credits for
transportation impact fees be awarded to him/her for past tax payments.
For each request for a credit or credits for past tax payments for
transportation impact fees, the feepayer shall submit receipts and a
calculation of past tax payments earmarked for or proratable to the
particular system improvement. The director shall determine the amount
13 Transportation Impact Fees
Amend KCC 12.14
of credits, if any, for past tax payments for system improvements.
D. Any claim for credit must be received by the city no later
than thirty (30) calendar days after the subm1ss1on of an appl1cat1on for a
building permit or an appl1cat1on for a permit for a change 1n use. The
failure to timely file such a claim shall constitute a final bar to later
request any such credit.
E. Determinations made by the director pursuant to this section
shall be subJect to the appeals procedures set forth in KCC 12.14.110.
Sec. 12.14.100. Adjustments for Future Tax Payments and
Other Revenue Sources Pursuant to and consistent with the
requirements of RCW 82.02.060, the Rate Study and Downtown Kent Rate
Memorandum have provided adjustments for future taxes to be paid by
the development act1v1ty which are earmarked or proratable to the same
new public fac1l1t1es which will serve the new development. The
transportation impact fees pub I 1shed pursuant to KCC 12.14.190 have
been reasonably adjusted for taxes and other revenue sources which are
ant1c1pated to be available to fund public improvements.
Sec. 12.14.110. Appeals.
A. Determ1nat1ons of the director with respect to the applicability
of the transportation impact fees to a given development act1v1ty 1 the
ava1lab1l1ty or value of a credit, the director's dec1s1on concerning the
independent fee calculation which 1s authorized in KCC 12.14.070, or any
other determination which the director is authorized to make pursuant to
this chapter may be appealed by the feepayer to the heanng examiner.
No building or change of use permits will be issued until the transportation
impact fee 1s paid; provided, however, that the feepayer may pay the fee
under protest pending appeal to avoid delays in the issuance of bu1ld1ng
permits or change of use permits.
B. Appeals to the hearing examiner shall be taken in accord with
14 Transportation Impact Fees
Amend KCC 12.14
the processes set forth in Chapter 12.01 for open record appeals;
provided, however, that appeals are to be del1vered to the city's permit
center.
C. At the time of filing of the appeal, the feepayer shall pay the
fee set by council resolution for city of Kent Planning and Land Use Fees
"Appeal of Adm 1nistrat1ve Interpretat1on/Dec1s1on."
D. The hearing examiner 1s authorized to make findings of fact
regarding the appl1cab1l1ty of the transportation impact fees to a given
development act1v1ty, the ava1lab1l1ty or amount of the credit, or the
accuracy or appl1cab1l1ty of an independent fee calculation. There 1s a
presumption of val1d1ty of the director's determination; feepayer has the
burden of proof. The dec1s1on of the hearing examiner shall be the final
determination of the city unless remanded to the department as provided
in KCC 12.14.llO(E) below.
E. The hearing examiner may, so long as such action is in
conformance with the prov1s1ons of this chapter, reverse, affirm, modify or
remand, in whole or in part, the determinations of the director with
respect to the amount of the transportation impact fees imposed or the
credit awarded.
Sec. 12.14.120. Establishment of Transportation Impact Fee
Accounts.
A. Transportation impact fee receipts shall be earmarked
spec1f1cally and deposited 1n one or more special, interest-bearing
accounts.
B. The city shall establish one or more separate transportation
impact fee accounts for the fees collected pursuant to this chapter. Funds
withdrawn from the account or accounts must be used m accordance with
the prov1s1ons of this chapter and applicable state law. Interest earned on
the fees shall be retained in the account(s) and expended for the purposes
for which the transportation impact fees were collected.
15 Transportation Impact Fees
Amend KCC 12.14
c. On an annual basis, the finance director shall provide a report
to the council on the transportation impact fee account showing the source
and amount of all moneys collected, earned, or received, and the public
improvements that were financed in whole or rn part by transportation
impact fees.
D. Transportation impact fees shall be expended or encumbered
w1thrn six (6) years of receipt, unless the council 1dent1f1es 1n written
frndrngs extraordinary and compelling reasons for the city to hold the fees
beyond the six (6) year period, pursuant to RCW 82.02.070(3).
Sec. 12.14.130. Administrative Guidelines. The Public Works
Director 1s hereby authorized to adopt internal gu1del1nes for the
admrn1stration of transportation impact fees, which may include the
adoption of procedural rules.
Sec. 12.14.140. Refunds and Offsets.
A. If the city fails to expend or encumber the transportation
impact fees w1thm six (6) years of the date the fees were paid, unless
extraordinary or compelling reasons are established pursuant to KCC
12.14.120, the current owner of the property on which transportation
impact fees have been paid may receive a refund of such fees In
determ1n1ng whether transportation impact fees have been expended or
encumbered, transportation impact fees shall be considered expended or
encumbered on a first rn, ftrst out basis.
B. The city shall notify potential claimants by first class mail
deposited with the United States Postal Service at the last known address
of such claimants. A potential claimant must be the current owner of
record of the real property against which the transportation impact fee
was assessed.
C. Owners seeking a refund of transportation impact fees must
submit a written request for a refund of the fees to the director w1th1n one
(1) year of the date the nght to claim the refund arises or the date that
16 Transportation Impact Fees
Amend KCC 12.14
notice 1s given, whichever is later.
D. Any transportation impact fees for which no application for a
refund has been made within this one-year period shall be retained by the
crty and expended on the system improvements for which they were
collected.
E. Refunds of transportation impact fees or offsets against
subsequent transportation impact fees under this section shall include any
interest earned on the transportation impact fees by the city.
F. When the city seeks to terminate any or all components of
the transportation impact fee program, all unexpended or unencumbered
funds from any terminated component or components, including interest
earned, shall be refunded pursuant to this section. Upon the finding that
any or all fee requirements are to be terminated, the city shall place notice
of such term1nat1on and the availab1l1ty of refunds rn a newspaper of
general c1rculat1on at least two (2) times and shall notify all potential
claimants by first class mall at the last known address of the claimants.
All funds available for refund shall be retained for a period of one (1) year.
At the end of one (1) year, any remaining funds shall be retained by the
city, but must be expended for the public facd1t1es for which the
transportation impact fees were collected. This notice requirement shall
not apply 1f there are no unexpended or unencumbered balances w1thrn
the account or accounts being terminated.
G. The city shall also refund to the cur:-ent owner of property for
which transportation impact fees have been paid all transportation impact
fees paid, 1ncludrng interest earned on the transportation impact fees, 1f
the development act1v1ty for which the transportation impact fees were
imposed did not occur; provided, however, that, if the city has expended
or encumbered the transportation rmpact fees 1n good faith prior to the
application for a refund, the director may declrne to provide the refund. If
within a period of three (3) years, the same or subsequent owner of the
property proceeds with the same or substantially s1m1lar development
17 Transportation Impact Fees
Amend KCC 12.14
activity, the owner can petition the director for an offset in the amount of
the fee originally paid and not refunded. The pet1t1oner must provide
receipts of transportation impact fees previously paid for a development
activity of the same or substantially s1m1lar nature on the same real
property or some portion thereof. Determinations of the director shall be
in writing and shall be subject to the appeals procedures set forth in KCC
12.14.110.
Sec. 12.14.150. Use of Funds.
A. Pursuant to this title, transportation impact fees:
1. Shall be used for system improvements that will
reasonably benefit the new development activity;
2. Shall not be imposed to make up for deficiencies in
public facilities; and
3. Shall not be used for maintenance or operation.
B. Transportation impact fees may be spent for system
improvements to streets and roads as herein defined and, including, but
not limited to, planning, land acqu1s1t1on, right-of-way acqu1s1t1on, site
improvements, necessary off-site improvements, construction,
engineering, architectural, permitting, financing, and admin1strat1ve
expenses, applicable impact fees or m1t1gat1on costs, and any other
expenses which can be cap1tal1zed.
C. Transportation impact fees may also be used to recoup
system improvement costs previously incurred by the city to the extent
that new growth and development will be served by the previously
constructed improvements or incurred costs.
D. In the event that bonds or s1m1lar debt instruments are or
have been issued for the advanced provision of system improvements for
which transportation impact fees may be expended, such transportation
impact fees may be used to pay debt service on such bonds or similar debt
instruments to the extent that the fac1l1t1es or improvements provided are
18 Transportation Impact Fees
Amend KCC 12.14
consistent with the requirements of this section.
Sec. 12.14.160. Review and Adjustment of Rates. The fees
and rates set forth in the Rate Study and the Kent Downtown Rate
Memorandum may be reviewed and adjusted by the council as it deems
necessary and appropriate 1n conJunct1on ·with the annual update of the
capital facll1t1es plan element of the city's comprehensive plan. with the
annual budget process so that adJustments, 1f any, will be effective at the
first of the calendar year.
Sec. 12.14.170. Administrative Fees.
A. For each transportation impact fee imposed, there shall be
charged an admin1strat1ve fee in an amount of the greater of three
hundred dollars ($300) or one percent (1 %) of the amount of the total
transportation impact fee. The administrative fee shall be deposited into
an admin1strat1ve fee account w1th1n the transportation impact fee
account(s). Administrative fees shall be used to defray the city's actual
costs associated with the assessment and collection and update of the
transportation impact fees. An adm1nistrat1ve fee 1s not refundable or
creditable.
B. The admm1strat1ve fee shall be paid by the feepayer at the
same time as the transportation impact fee 1s collected; provided,
however that the adm1nistrat1ve fee shall be due at the time of building
permit issuance when the director has deferred payment of fees.
Sec. 12.14.180. Existing Authority Unimpaired. Nothing in
this title shall preclude the city from requiring the feepayer or the
proponent of a development act1v1ty to m1t1gate adverse environmental
impacts of a spec1f1c development pursuant to the State Environmental
Policy Act, Chapter 43.21C RCW, based on the environmental documents
accompanying the underlying development approval process, and/or
Chapter 58.17 RCW, governing plats and subd1v1s1ons. Compliance with
19 Transportation Impact Fees
Amend KCC 12.14
this chapter and/or payment of fees under this chapter shall not constitute
evidence of a determ1nat1on of transportation concurrency.
Sec. 12.14.190. City of Kent Transportation Impact Fee
Schedule. Annually, prior toon or about January:fttfy 1 of each year, the
director shall publish transportation impact fee schedules for downtown
Kent and the area outside downtown Kent consistent with the Kent
Downtown Rate Memorandum, the Rate Study and this chapter.
SECTION 2. -Severabilitv. If any portion of this title is found to
be 1nval1d or unenforceable for any reason, such finding shall not affect the
validity or enforceability of any other chapter or any other section of this
title.
SECTION 3. -Correct10ns by City Clerk or Code Reviser. Upon
approval of the City Attorney, the City Clerk and the code reviser are
authorized to make necessary corrections to this ordinance, including the
correction of clerical errors; references to other local, state or federal laws,
codes 1 rules, or regulations; or ordinance numbering and
sect1on/subsect1on numbering.
SECTION 6. -Effective Date. This ordinance shall take effect and
be in force thirty (30) days from and after its passage as provided by law.
--
.. --: ........ -
... --~--, -....
... . --... -...
ATTEST:-
20 Transportation Impact Fees
Amend KCC 12.14
APPROVED AS TO FORM:
-fkVlA, bu ~I~
TOM BRUBAKER, CITY ATTORNEY
~ ~ PASSED: I day of f 2011.
APPROVED: ? I day of 211_4/ld--, 2011.
PUBLISHED:~ day of 7JZ tt'1-~1'.._, , 2011.
I hereby certify that this is a true copy of Ordinance
No.5'Z'1~assed by the City Council of the City of Kent, Washington, and
approved by the Mayor of the City of Kent as hereon 1nd1cated.
P \C1v1l\Ordinance\Transportat1onlmpactFees2-17-11 docx
-.:,, -----------/ -~ . --
: v'
-...... -..... ...... --........ : --... _ ....... .. .... .. ..... -.:. .:. ---
21 Transportation Impact Fees
Amend KCC 12.14
City of Kent
Rate Study for
Transportation lmpact Fees
May 2010
Rate Study for Transportation lmpact Fees
KENT
Prepared for:
Tho Clty of Kent
Publlc Works Dopartment
400 W Gowe Streel
Kent, Washington
Prepared by:
fr
Frnn & Prrns
11410 NE 122nd Way, Suite 320
Klrkland, Washington 98034-6927
(425) 820-0100
May 20{0
./A\.-/ KENT
Rate Study for Transportation lmpact Fees
INTRODUCTION
This report summarizes the policy and technical development of a Transportation Impact
Fee program for the City of KenL Washington. The following sections describe the impact
fee program methodology, the analyses performed, and the resulting recommendations.
DEFINITION OF IMPACT FEES
lmpact fees are a broacl category of charges on new development assessed to pay for capital
improvements necessitated by new development (e.g., parks, schools, sheets and roads,
etc.). Transportation impact fees are collected to fund inprovements that add capacity to
the hansportation system to accornmodate the travel dernand added by new development.
The Revised Cocle of Washington (RCW 82.02.050) defines the legislation as intended to
ensure that adequate facilities are available to serve new growth; to establish standards by
which new growth and development pay a proportionate share of the cost of new facilities
needed to serve new growth and developmen! and to ensure that impact fees are imposed
through established procedures and criteria so that specific developments do not pay
arbihary.fees or duplicative fees for the same impact.
LEGAL BASIS
The primary enabling mechanism for imposing impact fees in Washington is the Growth
Management Act (GMA). Prior to the passage of the GMA, local agencies primarily relied
on the State Environmental Policy Act (SEPA) process to require developers to fund
mitigation projects necessitated by new development.
The GMA, passed in 199Q modified the portion of RCW 82.05.050 regarding impact fees and
specifically authorized the use of impact fees for areas planning under the Growth
Management Act. The GMA allows impact fees for system improvements that reasonably
relate to the impacts of new development, and specifies that fees are not to exceecl a
proportionate share of the costs of improvements.
The GMA allows impact fees for'streets and roads'. For purposes of this rate study, the
term'transportation'means'street and roads' as identified in the GMA.
For a city to impose GMA impact fees, the following specific provisions are required:
The city must have an ordinance authorizing irnpact fees;a
a
a
Fees rnay apply only to improvernents identified in a Capital Facilities Plan;
The agency must establish one or more service areas for fees;
2
./^>\-/ KENT
Rate Study for Transportation lmpact Fees
A formula or other method for calculating impact fees must be established;
The fees cannot be used to finance the portion of improvements needed to pay for
existing capacity deficiencies. (Note: the fees can be used to recoup the cost of
improvements already made to address the needs of future development);
a
a
The fees may not be arbihary or duplicative;
The fees must be earmarked specifically and be retained in special interest-bearing
accounts;
e Fees may be paid under protes! and,
r Fees not expended within six years must be refunded with interest.
A sound accounting systenr is therefore important to ensure that the irnpact fees collected
are assigrred to the appropriate improvement projects and the developer is not charged
twice for the same improvements.
GUIDING PRINCIPLES
A set of guiding principles provided consistent direction for development of the
kansportation impact fee program. The program should:
Be legally and technically defensible (provide a nexus to impact);a
Be financially constrained;
Be fair, consistent and predictable in its development and application;
Have reasonable rates based on improvements necessary to accommodate new
growth and developrnent under the Comprehensive Plan;
Be simple to administer and not preclude other requirements of SEPA such as safety
issues, access improvements, etc.; and,
o Address multi-jurisdictional issues as much as practicable.
These guiding principles were used to test alternative ideas and select an appropriate
method of calculating impact fees for the City and Annexation Areas,
IMPACT FEE ANALYSIS
The impact fee shucture for the City of Kent was designed to determine the fair share of
transportation improvement costs that may be charged to new developments.
3
/A\/ KENT
Rate Study for Transportation lmpact Fees
The flow of steps involved in the Kent irupact fee process is shown in Figure 1. The starting
point for the impact fee shuchrre was the irnpact fee project improvement list, composed of
selected hansportation capacity projects from the City's Transportation Element (adopted
June 2008). This list was updated in May 20L0 to account for changes in project costs and
schedule assumptions. This updated list of projects was then analyzed to determine what
proportion of need is due to existing deficiencies.
Figure 1. lmpact Fee Process
Cost allocation was the next step in the process.
Eligible project costs were distributed either within
the City and Annexation Areas or to external areas.
Travel modeling and land use data were provided
, by the City's havel demand model.
The next component calculated the "cost per trip"
by dividing the total cost of growth projects by the
nunber of new trips forecast in the study area. The
final component adjusted the "cost per hip"
information to prepare a detailed impact fee
schedule for Kent. The fee schedule shows fees as
dollars per unit of developrnent for different land
use categories.
IMPACT FEE PROJECT LIST
Washington State law (RCW 82.02.050) specifies
that Transportation Impact Fees are to be spent on
"system improvements." System improvements
can include physical or operational changes to
existing streets as well as new sheet connections
that are built in one location to benefit projected
needs at another location.
During the development of the Cityrs
Transportation Master Plan and Comprehensive
Plan Elernent, the City identified sheet and road
projects needed by 2030 to meet the adopted Level
of Service (LOS) standards. These capital projects
form the basis for the City's impact fee project list.
The sheet and road projects were adopted in June 2008 within the Transportation Element
of the Cornprehensive PIan. The Transportation Element is specified as the source of road
and sheet projects in the Capital Facilities Plan Element.
The impact fee project list, shown in Table 1, includes 28 projects. These projects, mapped
in Figue 2, forrn the basis for the City's transportation funding progralu. The total project
Iist equals $388.9 Million (2010 clollars).
4
Project
lmprovement Lisl
Land Use
2006 and 2030
Travel Forecasls
Separate Existing Deficiencies
and Growth Related Projects
Run Travel Demand Model
Travel Growlh (2006-2030)
(Trip Allocation)
Growth CostAllocation
(Cost; Average Cosl per New
lmpact Fee Schedule
6 Rate Study for Transportation lmpact Fees
Table 1. List of Transportation Projects
**
j:$- :, r :
.7.s250.000
S 196th StreeU8Oth Avenue S - Change inlerseclion
phasinq and lane approaches.
Smith SULincoln Ave (Smart Growth lniliative) - Add
eastbound left turn pocket including lhe construction of new
lraflic sional.s1 .175.000
Smith StreeUCentral Avenue - Revise southbound and
norlhbound lurn lane assionmenl.$20.000
Meeker StMashington Ave - Modifo signal phasing, Add
easlbound and westbound rioht turn Dockets.$780.000
Kent-Kangley Rd/l08th Avenue SE -Add eastbound and
weslbound dual lefl turn lanes. Add eastbound right turn
oockel. Chanoe norlhbound rioht turn Dhasino.$1.410.000
SE 256th Street and 132nd Ave SE - Extend northbound
left, southbound left, and westbound left turn pockets.
Conslruct new eastbound and soulhbound rioht turn lanes.$525.000
S 272nd SUMilitary Rd -Add a southbound through lane at
interseclion. Add northbound dual lefl turn lanes.$1.540.000
N-2 7
72nd Ave S (S 200th St to S 196th St) - Extend roadway to
connect to S 196th St.$1.250.000
N-3 5 $30.500.000
S 224th St (B4th Ave S to 1 04th Ave SE (Benson Rd-
SR515) - Extend roadway to conect to E Valley Hwy and
widen existinq road to 3-5 lanes
E.nt2
N-5 5
108th Ave SE (SE Kent Kangley Rd
St) - Extend roadwav conneclion to
(SR 516) to SE 256th
sE 256rh Sr.$3.400.000
S 212th SUUnion Pacific Railroad - Grade Seoaralion.s30.000.000
S 212th SUBurlington Norlhern Santa Fe Railroad - Grade
Separalion.$35,000,000
S 228th St / Union Pacilic Railroad - Grade Seoaration $25.000.000
Willis St (SR 516)/Union Pacilic Railroad - Grade
Seoaralion.$20.000.000
Willis Slreet (SR 516)/Burlington Norlhern Santa Fe
Railroad - Grade Separation.$27,000,000
Project
Type
TMP Group
tD#Project Description Total Cost
(201 o $)
5
G Rate Study for Transportation lmpact Fees
80th Ave S Widening (S 196th St to S 188th St) - Widen to 5
lanes.$5.s00.000
S 212thl208th Street (SR 167 to 108th Avenue SE) -Widen
to 5-6 lanes $12.100.000
116th Ave SE (SE 240th St to SE 256th St) Phase l- Widen
lo 5 lanes with bike lanes.s18.200.000
116th Ave SE (SE 208 St to 240th St) Phase ll- Widen to 5
lanes wilh bike lanes.$36.500.000
132nd Ave SE (SE 224th St to SE 208th S0- Phase lV
Widen to 5 lanes wilh bike lanes $14.600.000
132nd Ave SE-Phase lll (SE 2481h St to SE 224th SD -
Widen to S lanes wilh bike lanes.$18.700.000
(S 272nd
lane. bike
St to S 240th St) - Widen to provideMilitary Rd S
a center lurn lanes and sidewalks-$18,500.000
W Meeker St Phase I (64th Ave S lo Green River Bridge) -
Widen to 5lanes.$7.200.000
SE 248th St (1 16th Ave SE to 132nd Ave SE) - Conslruct a
3 lane roadwav. TIP starts at 1091h Ave $13.300.000
SE 256th St-Phase ll (SR 516 (Kent Kangley Rd) to 116th
Ave SE) - Construct a 5 lane roadwav with bike lanes.$7.000.000
SE 256th StPhase lll (132nd Ave SE to 148th Ave SE) -
Widen to 5lanes with bike lanes.$19.500.000
132nd Ave SE-Phase ll (Kent Kangley Rd (SR 516) to SE
248th S0 - Widen to 5 lanes with bike lanes.$25.100.000
132nd Ave SE - Phase I (SE 288th St to Kent Kangley Rd
{SR 516)) - Widen to 5 lanes wilh bike lanes.s14.800.000
Total Gost $388.850.000
TMP # = Transporlation Master Plan Number
Group # = Travel Model Select Link Group
6
Figure 2. lmpacl Fee ProjectsRate Study for Transportation lmpact FeesRobr toTabh I torpfqdd@ip0o6,Commelrt fl(Bq:.Lpdab1tt.l,il'7lmpac{ Fee Projects\N.3!4@lype ot PrcjectSmawidanlng -Ndstrset .-*lntsEcCion lmpMcnt aR.IF.dGad6S@adbn I
.A\/ KENT
Rate Study for Transportation lmpact Fees
DEFICIENCY ANALYSIS
RCW 82.02.050(4)(a) requires that the capital facilities element of a jurisdiction's
comprehensive plan identify "deficiencies in public facilities serving existing developmenf'
Future development cannot be held responsible for the portion of added capacity. needed to
serve existing developrnent. The following section describes the deficiency methodology
used for the City of Kent.
Level of Service
To adequately assess both the extent of the existing road deficiencies (if any) and the
magnifude of the fuhrre needs on city roads, a standard evaluation criterion was developed.
The criterion was selected to be uniform, consistent, and easily applied to the available road
traffic volume data.
Transportation planners and engineers use the term "level of seryice" (LOS) to measure the
operational performance of a hansportation faci-lity. For roads and intersections, this
measure considers the perception by motorists and passengers in terms of speed, travel
time, freedom to maneuver, kaffic interruptions and delays, comfort and convenience.
Levels of service are given letter designations, frorn A to F, with LOS A representing the
best operating conditions (free flow, little delay) and LOS F the worst (congestion, long
delays). Generallp LOS A and B are goocl, LOS C and D are moderate, and LOS E and F
represent congested conditions.
The City of Kentused roadway corridors to evaluate the level of service. The methodology
calculates the LOS operation for key corridor intersections (in seconds of delay) and then
develops a corridor-wide average based upon a weighting of the corridor intersection
volumes. This method provides a "corridor-wide" result, allowing sorne intersections to
operate at a congested LOS as long as the overall corridor operation is maintained.
Level of Servlce Corridors
For the LOS analysis, the City chose 16 corridors including the downtown sheet system,
which was represented as a zone. The corridors represent the primary north-south and east-
west travel routes within the City. Non-Kent corridors, such as I-5 and SR1.67 were not
included in the evaluation. Since traffic flows along multiple streets in the downtown grid,
the downtown area of Kent is treated as a zone rather than a corridor. The corridors and
their limits are described in the Transporiation Element of the Comprehensive Plan.t
I ForlheanalyslsofthoCity'sroadwaysystemduringthePMpoakhoursynchro6,14soflwarewasusedtocalculatetheintersectlon
level of servics. Thls sohrare conside$ lhs lratfic volumos, signal timlng and phaslng, presence ol pedeslrians and transil and
topogtaphlc features t0 esUmate lhe LOS operation of ths lnt€rsectons, Ths evening commuts baffic condltlons were analyzed al
each mnidor lntersecuon to calculate lho existing PM peak hour LOS condltlons. The welghled averago LOS for each cofiidor ln the
analysis was calculaled uslng lhs LOS results ofsach intsrsecfon.
8
/A\-/KENT
Rate Study for Transportation lmpact Fees
The City has set the level of service (LOS) standard to require that most corridors operate at
LOS E or better during the PM peak hour. z Corridors that operate below this adopted
standard are considered deficient. The City allows two locations, Pacific Highway south (SR
99) and downtown Kent to operate at LOS F. Pacific Highway has an LOS F standatd since
it is largely outside of the City's control and is designatecl as a Highway of Statewide
Significance. The City recently improved SR 99 and further widening is unlikely. The
operation ofSR 99 is highly dependent upon havel conditions along I-5.
Downtown Kent is also designated with an LOS F standard. The City considers the
downtown street system to be largely complete and few sheet capaci$ increases are
available. The City also recognizes that haffic conditions in downtown Kent are heavily
influenced by conditions on the State higl'rways, SR 167 and SR 18. City policies encourage
non-auto modes such as transit, pedeshian, ancl bicycle for havel within downtown Kent.
Table 2 defines the corriclors and identifies the impact fee projecb located within each
corridor.
Table 2. Corridors for LOS Analysis
I
Corddor
From to
Llst of
lmpact Fee Prolects wlthln
the LOS ConldorrIDAroa
1
S 196th SUSE'l92nd St
Conidor WValley Highway SR 515 (Benson)l-2, N-2-, W-1^
2 s 212th sus 208th st 42nd Ave S 'l32nd Ave SE R-1, R-2, W-2
3 s 224th sus 228th st SR 51o/Military Road S 228th SU 84th Ave S R-3
4 James StreeUSE 240th St 64th Ave S 132nd Ave SE w-5', w-9'
5 S 260th Streeu Reith
Road/ W Meeker Street SR 99 Washington Ave w-10r, w-12, l-15
6 Smith SU Canyon Drive/
256th St / Kent-Kangley Rd Jason Avenue 152nd Way SE l-14, W-14., W-19.
7 S 256th Street sR 515 132nd Ave SE w-14, W-l5, N-5*, W-5., W-9.,
w-17'
8 S 272nd Street sR 99 Military Road t-22,W-10.
9 Pacilic Highway S S 24oth Street S 272nd Slreet None
10 Military Road 231 st Street S 272nd Street l-22,W-10
't'l 64th Avenue S S 212th Street Meeker Street None
12 Washington Ave/ 68th Ave
S/ W Valley Hwy S 196th Street Meeker Street l-1 5
'13 Cent al Ave/ 84th Ave S S 196th Streel James Street None
14 SR 51 5/Benson Ave SE 192nd Street SE 2561h Slreet N-3., W-14.
15 1 16lh Ave SE SE 208th Street Kent-Kangley Road w-5,w-13",W-14.
2 The City's PM peak hour occurs between 4:30 and 5:30 pm.
-A Rate Study for Transportation lmpact Fees
1 - TMP Project Number
' - Crosses another TMP Project at the intersection
D ef ici en cy Analysis Results
In order to calculate deficiencies, the Transportation Master Plan provided data on existing
level of service (LOS) for each corridor, as shown in Table 3. The analysis showed that the
LOS of each corridor is currently within the Cityrs adopted standard, except for corridor #8.
The deficiency method is based on the amount of excess'existing haffic' that exceeds the
current capacity of the corridor. The formula for determining the existing deficiency
percentage of a corridor follows:
Exisling Deficiency Percentage = [existing coridor delay - LOS standard delay]
+ fexisting conidor delay - improved coridor delay]
The'existing corridor delay' is calculated using existing haffic counts and existing street
geometrics. The'LOS standard delay' is the maximum delay for the adopted LOS standard,
based upon the Highway Capacity Manual. The'improved corridor delay' is calculated
using existing haffic counts and the street geometrics that inclucle the impact fee projects in
that corridor.
The existing deficiency percentage for Corridor # 8 (S 272nd Street) would be calculated as
follows:
Existing Deliciency Percentage = [98 seconds(existing) - 80 seconds (standard)]
+/98 seconds - 36 seconds (wilh improvement)l
Existing Deficiency Percentage = [98-80] = [98-36] = 18/62 = 29%
As a resul! 29 percent of the street improvement capacity in this corridor is athibuted to an
existing deficiency. The 29 percent deficiency was applied to the four projects within
corridor # 8, as follows;
Corddor
From to
Llst of
lmpact Fee Projects wlthln
the LOS Gorrido/ID Area
16 1 32nd Ave SE SE 2081h Street KenLKangley Road l-20, w-6, w-9, w-17, w-19,
w-l3* W-15*
17 Downtown Area 4th Ave N to E Titus St James St to WWllis St l-12,1-14, R-5, R-6
TMP # Project Description Tolal Cost
Estimate
Existing
Deliciency
Percent
Existing
Deficient
Amount
w-10
t-22
Military Road Wdening - S272nd Street to S 240th Street
S272nd Skeet & Mililary Road
$ 18,500,000
1,540,000
$ 5,365,000
446,600
29%
29%
TOTAL $20,040,000 $5,81 1,600
10
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Rate Study for Transportation lmpact Fees
Table 3. Level of Service Deficiency Analysis
TRAVEL GROWTH
The Kent TMP and the Transportation Element used havel forecasts to 2030 for evaluating
transportation needs. The City also selected 2030 as a realistic time horizon for the impact
fee program. Land use growth was input to the City's havel demand rnodel.a The model
converted the land use data into estirnates of PM peak hour vehicle trips. Using this
t Models are a tool used to forecast lravel demand for local, regional and countywide trips. The regional
planning organization, the PSRC, has developed a regional model for the Puget Sound Region that was
customlzed for the City of Kent, is explained in lhe TMP.
11
Corrldor
From to
LOS
Standard
LOS
2006
%
DetlclentIDArea
1
S 196th SUSE 192nd Sl
Corridor W Valley Highway SR 51 5 (Benson)D 0%
2 s 212th sus 208th st 42nd Ave S I 32nd Ave SE E C 0%
3 s 224th sus 228th st SR 516/Military Road S 228th SU 84th Ave S E D 0%
4 James StreeUSE 240th St 64th Ave S 'l32nd Ave SE E D o%
5 S 2601h Streeu Reith Road/
W Meeker Street SR 99 Washington Ave E D Oo/o
6 Smith SU Canyon Drive/
256th St / Kent-Kangley Rd Jason Avenue 152nd Way SE E E o%
7 S 256th Street sR 515 132nd Ave SE E E 0o/o
8 S 272nd Street sR 99 Military Road E F 29o/o
I Pacific Highway S S 240th Str€et S 272nd Sreet F E o%
10 Military Road 231it Street S 272nd Street E E 0%
11 64th Avenue S S 212th Street Meeker Street E c 0o/o
12 Washington Ave/ 68th Ave
S/WValley Hwy S 1961h Slreet Meeker Street E D 0%
13 Cenlral Ave/ 84th Ave S S 196th Skeet James Slreet E D 0o/o
14 SR 51s/Eenson Ave SE 192nd Street SE 256th Street E E Oo/o
15 1 16th Ave SE SE 208th Street KenlKangley Road E D Oo/o
16 132nd Ave SE SE 208th Street Kent-Kangley Road E D 0%
17 Downlown Area 4th Ave N to E Titus St James St to W Willis St F E o%
/A\-./KENT
Rate Study for Transportation lmpact Fees
methodology, the growth estimates resulted in an increase of 13,876 PM peak hour vehicle
hip endsr originating within or destined to the City and Annexation Areas between 2007
ancl 2030. Further details of the havel demand process ancl results are provided within the
adopted Transportation Element.
Fulure Troffic Growth
HOW TRAVEL DEMAND FORECASTS WERE
USED
The Cily's lrovel demond modelwos used
in lhh study lo prepore lroflic forecosls.
The model generoles "PM peok hour"
vehicle lrip-ends bosed on housing ond
employmenl dolo. Then lhe model
disldbutes lhe lrip-ends between different
zones wilhin lhe region. Finolly, lhe model
osslgns lhe kips lo lhe roodwoy network lo
predicl koflic volumes. A "selecl link"
ossignmenl procedure provided lhe odgin
ond deslinolion informolion for eoch
vohicle ldp koveling lhrough o porliculor
improvemenl proiecl group.
COST ALLOCATION
The Cit5/s impact fee analysis is based on a
methodology that distinguishes between roadway
infrastrucfu re improvements that address existing
cleficiencies and those that are needed to serve new
growth. For growth-related projects, this method
assumes that haffic generated by fuhrre development
(inside and outside of the City) is the reason for the
improvement project(s).
Not all growth-relatecl cosb can be athibuted to growth
within the City of Kent and Annexation Areas. The cost
allocation process dishibutes the growth costs for each
project based upon the havel patterns between the
different geographic areas within and outside the City
limits. Trips that pass through Kent, but do not have
SINGLE SERVICE AREA
The lmpqcl Fee Progrom is bosed on o
single service oreo lhol includos lhe
Cily ond lhe Annexolion Areos, The
onolyses using lhe cily's lrovel
demond model indicole lhol trips
generoled in one porl of lhe cily ore
likely lo lrovel lhroughoul lhe cily,
impocling mony of lhe idenlified
projecls. The esllmoled overoge
developmenl kip lenglh of 3.9 miles h
conslstenl wilh lhe geogrophic ronge
wilhin lhe cily. A cilywide impoci fee
oreo provides o consislent cosl
annlied ln nll new r'lcvalonmFnl
Source: City of KentTravel Model
(Fehr & Peers). Note: Widlh of line
indlcates greater volumes.
any origins or destinations internal to Kent, were not allocated to Kent zones. That is,
clevelopment in Kent is not being charged for growth hips passing "through" the City. This
"through traffic" amount will have to be covered by other revenues.
a A vehicle trip travels between an origin and a deslinalion. Each vehicle trip has two lrip ends, one each at
the origin and destination. Trip ends represent the traffic coming to and from an given land use, consislent
wilh trip generation formulas used by the lnstitute of Transportation Engineers.
l )
"t
I
12
Rate Study for Transportation lmpact Fees
Figure 3 summarizes the cost allocation results. The total cost of the projects on the impact
fee list is $388.9 million. Of this amount, the City has identified $0.2 million of growth-
committed funding and $5.8 million athibutable to an existing deficiency. The remaining
$382.8 million has been split into'city growths' and'outside city growth'components using
the City's travel model data. The details of this calculation are shown in Appendix A.
Using these data, the average percent of city growth responsibility equals 49 percent. The
city growth percentage, applied to the $382.8 million needed funds, yields an amount equal
to $188.9 million. This is the amount that could be chargecl to new development using
impact fees. The remaining $193.9 million would need to be obtained from local, federal,
state or other grant resources as detailed in the TMP. Note that the impact fees are expected
to be collected over a 20-year period.
The final step in the cost allocation process dealt with calculating the "cost per new trip"
within Kent, derived by dividing the total project cost by the total number of new PM peak
hour hip ends. The analysis produced the following results:
lmpact Fee Cosls
Divide by:
New PM Peak HourTrips
Equals:
iost-per-New-Trip
$188,908,794
+ 13,876
$13,614
The $13,614 per trip rate reflects the updated impact fee project list and cost estimates. The
fee schedule is anticipated to pay for a higher proportion of project costs, resulting in a 20-
year fee collection of approximately $188.9 million.
G
5 City growlh lncludss bolh the Clty Llmils and Annexatlon Areas
13
6,Rate Study for Transportation lmpact Fees
Figure 3. lmpact Fee Cost Allocatlon (2008 -20201
Growth Related
Commltted Fundlng
$0.2 (<10/o)
City of Growth Portlon
f188.9 (49Vo of Growth)
Impact Fee Costs
$188.9
Impact Fee Project llst
$388,9
Investment Needed to Address
Future Growth
$382.8 (e8%)
Investment Needed to Address
Exlstlng Deffciency
$5.8 (2%)
0utslde Clty Growth Portlon
$193.9 (51Vo of Growth)
Other Funds Needed
$199.7
Cost Allocallon Scenarios
The proposecl impact fee program is part of the comprehensive transportation funding
program adopted by Council during the adoption of the Transportation Master Plan (IMP).
The impact fee rates and revenues shown in Figure 3 represent the maximum levels that the
city could charge to meet GMA requirernents. Impactfee rates lower than these amounb
could be adopted, resulting in lower impact fee revenues and a need to secure more funds
from other sources within the funding program.
14
G Rate Study for Transportation lmpact Fees
Table 4 documenb four potential (4) impact fee funding scenarios along with ranges of
funds needed from other funding sources. These scenarios are illushative only, since the
mix of funding sources can vary substantially. The following four scenarios assume varying
impact fee rates as a percentage of the maxirnum eligible fee:
1. Maximum allowable = 100% of maximum fee
2. 67o/. of maximum fee
3. 50Y" of tnaximttm fee
4. 33% of maximum fee
Table 4. Transportation lmpact Fee ScEnarios
Within these scenarios, hansportation irnpact fees could pay between 16 and 49 percent of
the total sheets capital needs. The magnihrde of impact fees would dictate which other
sources of funding would be needed and the magnitude of those funds. Various funding
sources are available to address those needs, as described in Chapter 9 of the Transportation
Master Plan.
IMPACT FEE SCHEDULE
The irnpact fee schedule was developed by acljusting the "cost per hip" infonnation to
reflect differences in trip making characteristics for a variety of land use types within the
sfudy area. The fee schedule is a table in which fees are represented as dollars per unit for
each land use category. Table 5 shows the various componenb of the fee schedule. Certain
lancl uses were modffied, added, or removed from the current fee schedule to reflect recent
development trends within the City and changes to the national hip generation database.
Revonuorcost Componont
Poroont ofMarlmum Ellglble Feer
33%5070 670h t0070
lmpact Feo Cost Por Trip End
$4.493 s6.807 $9.12'l $1 3.614
Apprcximate lmpact Feo Revenuos (2010-2030) $ ln Millions
(Grads S€oaralidn Porlion of Ravonues)
$62.3
(s22.31
$94.5
($33.81
$126.6
t$45.3)
$188.9
($67.61
Total Funds Needed For lmpacl Fee ProJects s388.9 s388.S $388.9 $388.9
Growth.Related Commltted Fundinq s0.?90.2 $0.2 $0.2
Olhor Funds Required
$326.4 $294.2 g?62.1 s199.8
15
Rate Study for Transportation lmpact Fees
TRIP GENERATION
Trip generation rates for each land use type are derived from the Institute of Transportation
Engineers $TE) Tnp Generntiott (8th Edition). The rates are expressed as vehicle trips
entering and leaving a property during the PM peak hour.
Pass.by Trl p AdJustment
The trip generation rates represent total haffic entering and leaving a property at the
driveway points. For certain land uses (e.g. retail), a substantial arnount of this haffic is
already passing by the property and merely turns into and out of the driveway. These pass-
by trips clo not significantly impact the surrounding street system and therefore are
subhacted out prior to calculating the impact fee. The resulting trips are considered "nera/'
to the street system and are therefore subject to the impact fee calculation. The "nery'' trip
percentages are derived partially from ITE data and from available surveys conducted
around the countqr.e
Trlp Length Adjustment
Another variable that affecs traffic impacts is the length of the hip generated by a particular
Iand use, The "cost per trip" calculated in the impact fee program represents an average for
all new trips generated within Kent. Being an average, there will be certain land uses that
generate trips of different lengths. If a given trip length is shorter than the average, then its
relative traffic impacts on the sheet system will be lower than average. Conversely, longer
hips will impact a larger proportion of the hansportation network. In order to reflect these
differences, the method includes an adjusfonent factor, which is calculated as the ratio
between the hip length for a particular land use type and the "average" trip length for the
City. Trip length data were estimated using limited national survey tesults. Since the
adjustrnent uses a ratio, the relative hip lengths are more important than the actual trip
length in miles. The average new hip length estimated for Kent was 3.9 miles based upon
the current mix of land use types within the City.
6 Trip Generation Sources: ITE Trip Genentlon ($th Edi0on); ITE Trip Generalbn Handboor( (March 20011, Pineilas County (FI) lnpact Fee Study
(1991), Osceola County (Fl), Allernative Trctfic ienentlon Rate Sludy (2N4), Polk Counly (Fl) Transpodallon lmpacl Fee Study (2005),
16
/A\.-/ KENT
7A\-z 65,111
Table 5. Components of lmpact Fee Schedule
Rate Study for Transportation lmpact Fees
Land Ure ITE Land Use
Code
Unlt of
Moasuro
Baslc
Tdp
Rale
Now
Ttlpoh
Now
T.lp
Rate
Avg.Tdp
[ength
Tdp
Length
Adjust
mont
lmpact Fee
Rato
Cost Per Trlp End 3.9 $ 13,614
Rasidantlel
Slnole Familv tDetachedl 210 dwelllng 1.01 100%1.01 3.50 0.90 $12.339.80
Mulli-Familv
220,221,230,
233
dwelllng
0.62 10070 0.62 3.70 0.95 $8,007.78
Senior Housino 251 dwelling 0.27 1i00/.0.27 2.80 0.72 s2.639.01
Mobile Home in MH Park 240 d$Jellinq 0.5s 100%0.59 2.80 0.72 $5.766.72
Commerciet - SeNIces
Ddve-in Bank 912 sflGFA 25.82 60%15.49 't.50 0.38 $81.1 2
Hotel 310 IOOm 0.59 100%0.59 4.00 t.03 $8,238.17
Motel 320 IO0m 0.47 100%0.47 4.00 1.03 6562.6,|
Day Care Center 565 sflGFA 12.46 750/.9.35 2.00 0.51 $65.24
I ihreru 590 sflGFA 7.3 750/"5.48 1.70 0.44 $32.49
Post Oflico 732 sflGFA 11.12 75olo 8.34 1.70 0.44 $49.49
Service Slation 944 VFP 13.87 400,/o 5.55 1.70 0.44 $32.923.34
Seruica Station Mminimart 945 sflGFA 97.08 30%29.12 0.44 $172,83
Auto Ca.e Cenler 942 sf/GLA 3.38 700/o 2.37 2.20 0.56 $18.'17
lvlovie Theatsr 444,445 seat 0_07 85%0.06 2.30 0.59 9477.71
Heallh Club 492. 493 sflGFA 3.53 75r/.2.65 3.10 0.79 $28.65
C omm arclel . Inslltullonel
Elemenlary School 520 sflGFA 1.21 80%0.97 1.70 0.44 $5.75
Middls/Jr Hioh School 522 sf/GFA 1.19 80%0.95 2.70 0.69 $8.97
Hloh School 530 sf/GFA 0.97 800/.0.78 3.70 0.95 s10.02
Assisted Living, Nursing
Home 254.620 bed 0.22 10070 0.22 2.80 0.72 $2.1 50.30
Church 560 sflGFA 0.55 100%0,55 3.70 0,95 $7.10
Hosnllal 610 sflGFA 1.14 80%0.91 5.00 1.28 $15.92
Commerclal - Reslaurant
Roslauranl 931 sf/GFA 7.49 800/o 5.99 3.40 0.87 $71.1 2
Hloh Turnover Restauranl 932 sf/GFA 1 1.15 80%8.92 2.30 0.59 $71.62
Fast Food Restaurant 934 sflGFA 33.84 50%16.92 2.00 0.51 $1 18.13
Esoresso w/ddve thru 938 sf/GFA 75.00 ,00 15.00 2.00 0.51 sl04.72
Conmerclal - Relall
SfioDDrnd
Shoooino Cenler 820 sflGLA 3.73 700/o 2.6'l 2.10 0.54 $19.14
Suoemarket 850 sf/GFA 10.50 75lo 7.88 2.10 0.54 $57.73
Convenience Market 851 sflGFA 52.41 450/o 23.58 1.30 0.33 $,l07.03
Free Standlng Discounl
Store
8r3, 815, 857
863, 864
sflGFA
4.61 70%3.23 2.10 0.54 s23.66
Hardv/ars/Paint Store 816 sf/GFA 5.05 400/o 2.02 1.70 0.44 s1 1.9S
17
G Rate Study for Transportation lmpact Fees
Notes:
A. Basic lrip rates are based on the ITE Trip Generation, Sth Edition.
B. lmpact fee rale calculalion is based upon the following methodology:- Basic Trip Rate = PM Peak Hour Trip Generalion (per unit of measure)- Basic Trip Rate x Percent of New Trips x Trip L€ngth Adjustment x Per Trip Fee /
(divide by) 1,000 for rale per square foot (where applicable) = IrOr., t." Rate (per unit of measure)
C. For land uses not specilically identified here trip generalion rates could be derived from ITE or a special
study by the applicant.
E. sf /GFA= Square feet Gross Floor Area; sf/GLA= Square Feet Gross Leasable Area; VFP= Vehicle Fueling
Position
Footnotes:
1 . Space is individual vehicle sales space. 70 vehicles for sale = 70 vehicle spaces.
SCHEDULE OF RATES
The irnpact fee schedule of rates is shown as the last two columns in Table 6 using the
rnaximum allowable cost per trip end. In the fee schedule, fees are shown as dollars per unit
of development for various Iand use categories, as defined in Appendix B. The impact fee
program is flexible in that if a land use does not fit into one of the categories, an impact fee
can be calculated based on the developmen/s projected trip generation. Applicants may
also submit independent fee calculations for consideration and approval by the Public
Works Director.
Land use ITE Land Use
Gode
Unlt of
Mearure
Basic
Tdp
Rate
N€v,
Tdp %
New
Tdp
Rate
Avg,Trlp
Lenglh
Trip
Length
AdJust
msnt
lmpact Fee
Rate
Soecialtv Retail Center 814 sflGFA 2.71 500/"1.36 1.70 0.44 $8.04
Fumifure Store 890 sf/GFA 0.45 600/"0.27 1.70 0.44 $1.60
Home lmprovement
SuDerslore 862 so ff/GFA 2.37 7004 1.66 2.10 0.54 sl 2.16
Pharmacy(with Ddve
Throuqh)881 sq fl/GFA 10.35 50%5.18 1.7 0.44 $30.71
Car Srles -New 841 sflGFA 2.59 8OYo 2.07 4.60 't.1 8 $33.27
Car Sales -New/ Used NA Spacel .28 800/"0.22 4.60 1 _18 s3.596
Commorciel - Ottlca
General 0ffice 710. 715. 750 sf/GFA 1.49 907o 1.34 5.10 1.31 $23.87
MedicalOflice 720 sflGFA 3.46 750/o 2.60 4,80 1,23 $43.48
lndusblal
Liohl lnduslrv/Manufaclurino 1 t0. 140 sflGFA 0.97 100%0.97 5.10 1.31 917.27
Heaw lndusll 120 sfGFA 0.68 1000 0.68 5.10 1.31 s1 2.1 1
lndustrial Park 130 sf/GFA 0.86 100o/o 0.86 5.10 1.3'l $'15.31
Mini-Warehouso/Storaoe 151 sflGFA 0,26 1000/o 0.26 5.10 1.31 $4.63
Warehousino 150 sflGFA 0.32 10070 0.32 5.10 1.31 $5.70
1B
./x\..2 KENI
Rate Study for Transportation lmpact Fees
Table 6. Proposed Transportation lmpact Fee Schedule
Land Uso lTE Land Uso Cods Unlt of Measurs lmpact Foe Rats
Cost Per Trip End $ 13,614
Rostdenllat
Slnole Family (Detached)210 dwellinq $1 2.339.80
Mulli-Famllv 220.221.230.233 dwelling $8.007.78
Senior Housino 251 dwelling $2.639.01
Mobile Home in MH Park 240 dwelling $5,766.72
Commercial - Servlces
Drive-in Bank 912 sflGFA $81.1 2
Hotel 310 r00m $8.238.17
Molel 320 r00m 6562.6'l
Dav Care C6nt6r 565 sflGFA $65.24
Llbrarv 590 sf/GFA $32.49
Post oftico 732 sf/GFA $49.49
Serylce Station 944 VFP $32.S23.34
S€fllco Slallonw/minlmarl s45 sflGFA s'172.83
Auto Cero Center 942 sflGLA $18.1 7
Movie Theater 444.445 ssat $477.11
Heallh Club 492, 493 sf/GFA s28.65
Conmerclat - ,nsfifufiondt
Elemenlarv School 520 sflGFA s5.75
Middl8/Jr Hloh School 522 sflGFA $8.97
Hioh School 530 sf/GFA $10.02
Asslsted Livino. Nursino Home 254.620 bed $2.150.30
Church 560 sflGFA s7.'t0
Hospital 610 sflGFA s15.92
Conme rclal - Reslaura nl
Reslaurant 931 sflGFA $71.12
Hloh Turnover Roslaurant 932 sflGFA $71,62
Fast Food Reslaurant 934 sflGFA $1 1 8.13
EsDresso Wdrive thru 938 sf/GFA s104.72
Comm erclat - Rel ell.ShooDtnd
ShooDlno Cenler 820 sf/GLA $19.14
SuDermarkel 850 sflGFA $57.73
Convonience Merket 851 sf/GFA $107.03
Fre6 Slandino Discounl Slore
813, 815, 857, 863,
864
sf/GFA
$23.66
Hardwaro/Painl Slo16 816 sf/GFA $1 1.99
Soecialtv Retail Center 814 sflGFA $8.04
Fumifure SIore 890 sf/GFA
sq fUGFA
$1.60
HorE lmorov€ment Suoerstore 862 $12.16
Pharmacv(with Drive Throuoh)881 Sq fUGFA s30_71
Car Sales -New 84'l sf/GFA s33.27
19
G Rate Study for Transportation lmpact Fees
Land Use ITE Land Use Cods Unlt of Moasuro lmpact Foe Rato
Car Sales -[Jsed NA Spacet $3.596
Commorctel - Olllc'
General oflice 710.715.780 sflGFA $23.87
Medlcal 0lfice 720 sf/GFA s43.48
lndusblet
Lhhl lndustty/Manufacturino 110,140 sf/GFA s17.27
Hoavy lndustry 120 sflGFA $12,11
lndustdal Paft 130 sflGFA $15.31
Minl-Warehouse/Storaoe 151 sf/GFA $4.63
Warehousino 150 sflGFA s5.70
Notes:
A. Basic trip rates are based on the ITE Inp Generalion, Sth Edition.
B. For land uses not specifically identified here lrip generalion rates could be derived from ITE or a
special study by the applicant.
C. sf /GFA= Square feet Gross Floor Areai $f/GLA= Square Feet Gross Leasable Area; VFP= Vehicle
Fueling Position
Footnotes:
1 . Space is individual vehicle sales space. 70 vehlcles for sale = 70 vehicle spaces.
20
/A\-/KENT
Rate Study for Transportation lmpact Fees
Attachment A - Cost Allocation Results
The cost allocation results are summarized in Exhibit A, which illustrates how the impact
fee project costs (shown in Table 1) were divided into growth-related costs athibutable to
the City and Annexation Areas. In order to deterrnine this proportion, the City's trafftc
model was used to identify the portion of trip-making associated with existing and growth-
related traffic. A technique called "select-linK'analysis was used to isolate the vehicle h'ips
using each of the impact fee projects. The first column of Exhibit A shows several "Project
Groups", which represent the grouping of impact fee projects rrsed in the select link naffic
forecasts. Each project group includes one or more impact fee projects that are located
within close proxirnity to each other, representing similar traffic patterns. The groupilrg of
projects is shown at the bottom of Exhibit A. The analysis shows that 49 percent of the total
project costs could be aftributable to new growth within the City and Annexation Areas.
Exhibit A. Cost Allocation by Project Group (in $000)
Deffnilions for
Project
Grouo #
ProjectCosts
Oolall
Erls0ng
Deffciency
Poillon
Growth
Related
Commlttod
Ftlndlnq
ProJect Costs mlnug
0ollclenclos and
Committ€d Fundlnq
Percent of New
Prolect Tralllc due to
Grcwth wlthln Clty
and Annoxallon
Araag
Projoct Cosls
Allowable for
lmDecl FdoB
1 $20,040,000 $5,811,600 $3 $14,228,397 25.20 s3.583.435.85
2 $93,225,000 $0 $79,51 1 $93,'l45,489 48.60 $45.269.658.90
3 $54,700,000 $0 $0 $54,700,000 60.0%$32.799.230.06
4 $21,710,000 $0 $11 $21,709,989 54.8%gl 1.893.228.54
($46,000,000 $o $0 $46,000,000 41.70/o $'t9.174.238.86
6 $o $o $0 $0 52.60/o $0.00
7 $7,000,000 $0 $134,636 $6,865,364 45.80/"$3.142.687.99
I $1,975,000 $0 $0 $1,975,000 54.3%s1.072.668.71
I $0 $0 $0 $0 46.20/o $0,00
10 $/,200,000 $o $4 $7,199,996 60.870 $4.378.537.68
11 $137,000,000 $o $0 $137,000,000 49.30/o $67,595,107.07
Total $388,850,000 9s,811,600 $214,165 $382,824135 L9.10/.3t88.S08.794
TriD Growlh 13876
CosUTdo 3{3.6t4
I 272ndl W€st Valley
2 132nd/ Meridian
3 I 16th Avenue
4 East Hill
5 HillClimb
b 84lh/ East Valley
7 North Kent
8 Downtown
68lh Ave9
't0 Meeker
11 Grade Separation
21
./x\-./KENT
Rate Study for Transportation lmpact Fees
Attachment B - Land Use Definitions
The following land use definitions are derived from the ITE Trip Generation (Sth Edition).
The asterisk indicates ITE category trip rate used in lmpact Fee Schedule (Iable 6).
RESIDENTIAL
Single Family Residential: Includes all single-family detachecl hornes on individual lob.
Also includes accessory dwelling units and duplexes. (lTE # 210)
Multi Family Residential: A building or buildings designed to house three or more
families living independently of each other. Includes aparhnents, condos, attached
duplexes, PUDs, and attached townhouses. This land use Includes accessory dwelling units
(separate shucture) ancl single-room occupancy, if aclditional parking provided. (ITE #s
220*, 221., 230, and 233)
Senior Housing: Residential unib reshicted to adulb or senior citizens.
(ITE #s 251)
Mobile Home (in Mobile Home Park): Trailers shipped, sited, and installed on permanent
foundations within a mobile home park. (ITE # 240)
COMMERCIAL-SERVICES
Drive-in Bank: A free-stancling building with a drive-up winclow, for the custocly or
exchange of money, and for facilitating the hansmission of funds. (ITE # 912)
Hotet A place of lodging providing sleeping accommodations, Hotels typically include
testaurants, cocktail lounges, meeting and banquet rooms, or convention facilities. (ITE #
310)
Motel: A place of lodging providing sleeping accommodations. Motels generally offer free
on-site parking, little or no meeting space, and may have exterior corridors. (ITE # 320)
Day Care Center: A facility for the care of infant and pteschool age children during the
daytime hours. Generally includes classrooms, offices, eating areas, and a playground. (ITE
# 565)
Library: A public facility for the use, but not sale, of literary, musical, artistic, or reference
materials. (TE # 590)
Post Office: Houses service winclows for mailing packages and letters, post office boxes,
offices, vehicle storage areas, and sorting and distribution facilities for mail.
(nE#732)
22
./A\./ KENT
Rate Study for Transportation lmpact Fees
Service Station: A facility used for the sale of gasoline, oil, and lubricants. This land use
may include areas for servicing, repairing, and washing vehicles. (ITE # 944)
Service Station with Minimart: A facility which combines elements of a convenience store
and a gas station. Convenience food items are sold along with gasoline and other car
products; gas pumps are prinarily or completely self-service. (ITE # 945)
Automobile Care Center: A facility that provides automobile-related services, such as
repair and servicing, stereo installation, and tire installation and repair.
(rTB # 942)
Movie Theater: Consists of audience seating, one or more screens and auditoriums, a
lobby, and refreshment stand. Typically includes matinee showings.
(ITE #s 4tM* and 445)
Health Club: Privately owned facilities that may include swimming pobls and whirl pools,
saunas. weight lifting and gymnastics equipment, exercise classes, tennis, racquetball, and
handball courts. Feafures exercise, sports, and other active physical conditioning, as well as
a broader range of services such as juice bars and meeting rooms. (lTE #s 492* and 493)
COMMERCIAL.INSTITUTIONAL
Elementaly School: These facilities serve students attending kindergarten through the fifth
or sixth grade. Elementary schools are usually centrally located in residential
neighborhoods where bus service is usually provided to students living beyond a specified
distance from school. Both public and private schools are included in this land use. (ITE #
520)
Junior High School: These are facilities serve students who have completed elementary
school and have not yet entered high school. Both public and private schools are included in
this land use.
$rT.#5n)
High School: Facility serving students who have cornpleted rniddle school or junior high
school. Schools are separated frorn other land uses and have exclusive access points and
parking facilities. (ITE # 530)
Assisted Living, Nursing Home: One or more multi-unit buildings designed for the elderly
or those who are unable to live independently due to physical or rnental handicap. Facilities
may contain dining rooms, medical facilities, and recreational facilities. The primary
function of a nursing home is to provide chronic or convalescent care for persons who by
reason of illness or infirmity are unable to cate for themselves, This land use applies to rest
homes, chronic care, ancl convalescent centers.
(ITE #s 254 and 620*)
Church: A building providing public worship facilities. Generally houses an assembly hall
or sanctuary, meeting rooms, classrooms, and occasionally dining facilities. (ITE # 560)
23
G Rate Study for Transportation lmpact Fees
Hospitat A building or buildings designed for the medical, surgical diagnosis, treahnent
and housing of persons under the care of doctors and nurses. Rest homes, nursing homes,
convalescent homes and clinics are not included. (mE # 610)
COMMERCIAL. RESTAURANT
Restaurant: An eating establishment, which sells prepared food or beverages and generally
offers accommodations for consuming the food or beverage on the premises. Usually serves
breaKast, lunch, and/or dinner; generally does not have a drive-up window. Includes
bars/taverns. (ITE # 931)
High Tutnover Restaurant: A sit-down, fuIl-service eating establislrment with a turnover
rate of approximately one hour or less. This type of restaurant is usually moderately priced
and frequently belongs to a restaurant chain. Generally, these restaurants serve lunch and
dinner; they may also be open for breaKast and are sometimes open 24 hours per day. (ITE
#%2)
Fast Food Restaurant: An eating establishment that offers quick food service and a limited
menu of items. Food is generally served in disposable wrappings or containers, and may be
consumed inside or outside the restaurant building. Restauranb in this category have a
drive-up window. (ITE # 934)
Espresso Stand Drive Thru: A drive-up kiosk serving coffee beverages. No inside seating
provided. (No ITE category)
COMMERCIAL-RETAIL
Shopping Center: An integrated group of commercial establishments that is planned,
developed, ownecl, or managed as a unit. On-site parking facilities are provided, and
adminishative office areas are usually included. In addition to the integrated unit of shops
in one building or enclosed around a mall, include peripheral buildings located on the
perimeter of the center adjacent to the sbeets ancl major access points. Supermarkets should
typically be separated for calculation purposes from the rest of the shopping center. (ITE #
820)
Supermarket: Retail store (greater than 5,000 gsf) that sells a cornplete assorhnent of food,
food preparation and wrapping materials, and household cleaning and servicing items.
(rTE # 8s0)
Convenience Market: A use (less than 5,000 gsf) that combines retail food sales with fast
foods or take-out food service; generally open long hours or 24 hours a day. (ITE # 851)
Free-standing Discount Store: A free-standing store or warehouse with off-sheet parking.
Usually offers centralized cashiering and a wide range of merchandise and/or food
products. May include items sold in large quantities or bulk. Often is the only store on a
site, but can be found in mufual operation with its own or other supermarkets, garden
centers and service stations, or as part of community-sized shopping centers. Fred Meyer
24
/^\-.z6gpa
Rate Study for Transportation lmpact Fees
stores, Costco, and big box consumer electronic/computer/toy stores are examples of this
land use. (lTE #s 813*, 815, 86L,863, and 864)
Hardware/Paint Store: A small free-standing or attached store with off-street parking.
Stores sell hardware, paint, and related materials. Storage areas are not included in the total
gross floor area. (ITE # 816)
Specialty Retail Center: These retail centers are generally small strip shopping centers that
contain a variety of retail shops and specialize in quality apparel; hard goods; and services,
such as retail estate offices, dance studios, florists and small restaurants. (ITE # 814)
Furniture Store: Furnifure stores specialize in the sale of furniture, and often, carpeting.
The stores are generally large and include storage areas. (ITE # 890)
Car Sales (new, used): Facilities are generally located as strip development along major
arterial sheets that already have a preponderance of commercial development. Generally
included are auto services and parts sales along with a sometimes substantial used-car
operation. Some dealerships also include leasing activities and huck sales and servicing.
Stand-alone used car sales facilities are typically smaller lots without service areas or other
amenities. (TE # 841 for new car sales)
Home Improvement Superstore: A free-standing warehouse type facility (25,000-150,000
gsf) with off-sheet parking. Generally offers a variety of customer services (home
improvements; lumber, tools, paint, Iighting, wallpaper, kitchen and bathroom fixtures,
lawn equipment, and garden equipment) and centralized cashiering. Home Depot and
Lowes are examples of this land use.
(rTE # 862)
Pharmacy (with drive-through window): A pharmacy which sells prescriptions and non-
prescription drugs, cosmetics, toilehies, medications, stationery, personal care products,
limitecl food products, and general merchandise. Contain drive-through windows. (lTE #
881)
COMMERCIAL.OFFIGE
General Office: An adminishative office building houses one or more tenants and is the
location where affairs of a business, commercial or indushial organization, government,
professional person or firm are conducted. The building or buildings may be limited to one
tenant, either the owner or lessee, or contain a mixfure of tenants including professional
services, insurance companies, inveshnent brokers, and company headquarters. Services
such as a bank or savings and loan, a restaurant or cafeteria, miscellaneous retail facilities,
and fihress facilities for building tenants may also be included. (ITE #s 710*,715, and 750)
Medical Officel A facility which provides diagnoses and outpatient care on a routine basis
but which is unable to provide prolonged in-house medical/surgical care. A medical office
is generally operated by either a single private physician/dentist or a group of doctors
and/or dentists. flTE # 720)
25
6,Rate Study for Transportation lmpact Fees
INDUSTRIAL
Light tndustry/lVlanufacturing: A facility where the primary activity is the conversion of
raw materials or parb into finished products. Generally also have offices and associated
functions. Typical uses are printing plants, material testing laboratories, bio-technology,
medical inshumentation or supplies, communications and information technology, and
computer hardware and software.
(ITE #s 110* and 140)
Heavy Industry: These facilities usually have a high number of employees per indushial
plant and could also be categorized as manufacturing facilities. Heavy industrial uses are
limited to the manufacturing of large items. (ITE # 120)
Industrial Park: Areas containing a number of industrial or related facilities. They are
characterized by a mix of manufacturing, servicg and warehouse facilities with a wide
variation in the proportion of each type of use from one location to another. Industrial
parks include research centers facilities or groups of facilities that are devoted nearly
exclusively to research and development activities,
(rTE # 130)
Mini-Warehouse/Storage: Buildings in which a number of storage unib or vaulb are
rented for the storage of goods. Each unit is physically separated from other units; ancl
access is usually provided through an overhead door or other common access point. (ITE #
151)
26
a
Date:
To:
From:
Subject:
FrHn & Pnrns
TRANSPORTATION CONSUI.TANTS
MEMORANDUM
June 29, 2010
Cathy Mooney, City of Kent
Donald Samdahl
Impact Fee Rate Adjustments for Downtown Kent
sE08-0080
We have conducted research into the travel characteristics of land uses in
downtown Kent. This memorandum summarizes key findings from the research
related to impact fee rates for downtown Kent land uses.
Downtown Kent has higher densities of development, a greater mix of land use
types, and is closer to substantial transit services than the rest of the City. These
characteristics result in lower trip generation rates and shorter trip lengths for
select land uses. As a result, the City can reduce the impact fee rates for these
land uses.
The ITE Trip Generation report and data from national sources were used to
determine the lower trip generation rates within the downtown. These data also
show that average trip lengths are reduced to and from activity centers such as
Downtown Kent. Additional details regarding these research findings have been
provided to the City as supplemental information.
DOWNTOWN KENT
Downtown Kent was defined as part of the Downtown Strategic Action Plan (April
2005). The approximate limits of Downtown Kent are SR 167 on the west, Cloudy
and James Streets on the north, Woodford Avenue and Titus Street on the east,
and Willis Street/SR 516 on the south. Figure 1 depicts the boundaries of
Downtown Kent, subject to further legal description.
11410 NE 122n0 Way, Suite 320 Kirkland, WA 98034-6927 (425) 820-0100 F: (425) 821-1750
fehrandpeers.com
Ms. Cathy Mooney
June 29, 2010
Page 2 of 4
Figure 1- Downtown Kent Boundary
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Frun & Pnnns
TRANSPORTATION TONSUI.TANTS
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subject to further legal description.
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Ms. Cathy Mooney
June 29, 2010
Page 3 of 4
fr
Frsn & Pntns
TRANSPORTAIIOII COI,ISUI"TANTS
IMPACT FEE ADJUSTMENTS
Table 1 shows the trip rate adjustment, trip length adjustment, combined
adjustment, and percent reduction in impact fees for specific Downtown Kent
land uses.
Table 1. Downtown Kent lmpact Fee Adjustments
Residential
Single and Multi-Family
Senior Housino
-19o/o0.9 0.9 0.81
Commercial - Serylces
Drive-in Bank
Day Care Center
Library
Post Office
Movie Theater
Health Club
0.82 0.9 0.74 -26Yo
Commercial - Restaurant
Restaurant
Hiqh Turnover Restaurant
Fast Food Restaurant
0.82 0.9 0.74 -26Yo
Commercial - Retail
Shoppinq Center
Supermarket
Pharmacv with Drive-
0.9 0.740.82 -26Yo
Commercial - Office
GeneralOffice
MedicalOffice
0.75 0.9 0.68 -32o/o
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Ms. Cathy Mooney
June 29,2010
Page 4 of 4
a
FrHn & Prtns
TRAN5POR]ATIOI.I TONSUI-TANTS
DOWNTOWN KENT IMPACT FEE RATES
Table 2 documents the resulting impact fee rates for the specific land use types
in Downtown Kent, assuming a cost per trip equal to 30% of the maximum
allowable rate.
Table 2- Downtown Kent lmpact Fee Rates for Specific Land Use Types
Notes:
GFA = Gross Floor Area
GLA = Gross Leasable Area
DT = Downtown Kent
Downtown lmpact Fee Rates
Residential
Single Family (DT)210 dwelling
$2,999
Multi-Family (DT)220,221,230,
233 dwelling
$1,946
Senior Housinq (DT)251 dwellinq s642
Commercial - Seryrces
Drive-in Bank (DT)912 sf/GFA $18.01
Day Care Center (DT)565 sf/GFA $14.4e
Library (DT)590 sf/GFA $7.22
Post Office (DT)732 sf/GFA $10.99
Movie Theater (DT)444,445 seat $1 07
Health Club (DT)492,493 sf/GFA $6.36
Commercial - Restau rant
Restaurant (DT)931 sf/GFA $15.79
High Turnover Restaurant (DT)932 sf/GFA $15.90
Fast Food Restaurant (DT)934 sf/GFA $26.42
Commercial - Retail Shopping
Shoppinq Center (DT)820 sf/GLA $4.26
Supermarket (DT)850 sf/GFA $12.82
Pharmacy with Drive-Throu gh
(Dr1 BB1 sf/GFA $6.82
Commercial - Office
GeneralOffice (DT)710,715,750 sf/GFA $4.88
Medical Office (DT)720 sf/GFA $B.BB