HomeMy WebLinkAbout3973ORDINANCE NO .3773
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending Kent City
Code Chapter ' L2.L4 to eliminate deposit
requirements, identify a more expansive category
of land uses to which the downtown fee rate
applies, establish lien fees for deferral of fees, and
make other clarifications.
RECITALS
A. Upon review, city staff have determined that the requirement for an
impact fee deposit at the time of application was not consistent with the
policy underlying the provisions for fee deferral.
B. Charges for transportation impact fee deferral liens should be the
same as other deferral liens,
C, Staff and consultants have determined that the discounted fees for
downtown retail land uses shown on the Downtown Kent Rate
Memorandum, Exhibit 2, apply to a broader category of retail sales
requiring an amendment to that exhibit,
D. In the interests of clarity, certain other amendments are in order
Tra nspo rtation Im pact Fees
Amend KCC 72,74
1
NOW THEREFORE, THE CITY COUNCIL OF THE CITY OF KENT,
WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
ORDINANCE
SECTION 7, -Amend. Kent City Code Chapter L2.L4 is hereby
amended as follows:
Chapter L2.L4
TRANSPORTATION IMPACT FEES
Sec. L2.L4.OLO. Title. This code chapter shall be hereinafter
known as the city of Kent Transportation Impact Fees.
Sec. 12.L4.O2O. Purpose and Intent. The purpose and intent of
this chapter is 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 €eity €eouncil of
the €Eity of Kent hereby finds and determines that development activities,
including but not limited to new residential, commercial, retail, office, and
industrial development in the €Eity of Kent will create additional demand
and need for system improvements in the €Eity, and the €eouncil 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 €Sity 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 Exhibit 1, and incorporates that Rate Study into this chapter
by this reference. In recognition that fewer trips are generated and
Tra nspo rtatio n I m pact Fees
Amend KCC 72.74
2
average trip lengths are reduced to and from Downtown Ke t, aS
hereinafter defined, the city has also prepared a memorandum titled
"Impact Fee Rate Adjustment for Downtown Kent," dated June 28
("Downtown Kent Rate Memorandum
incorporates that memorandum into this chapter by this referen
Rate Study and the Downtown Kent Rate Memorandum uti
methodology for calculating transportation impact fees that incor
among other things, all of the requirements of RCW 82,02,060(1).
of the most current versions of the Rate Study and the Downtow
Rate Memorandum shall be kept on file with the city €elerk a
available to the public for review. Therefore, pursuant to Chapte
RCW, the €eouncil adopts this chapter to assess transportation impa
for streets and roads. The provisions of this chapter shall be li erally
construed in order to carry out the purposes of the €gouncil in p
for the assessment of transportation impact fees.
ding
Sec 12.L4.O4O. Definitions. The following words and ter shall
have the following meanings for the purposes of this chapter, unl the
context clearly requires otherwise. Terms otherwise not defined
shall be defined pursuant to RCW 82.02.090, or given their usu
customary meaning.
I and
BA. Building Permit means an official document or certi
2010
and
_The
zea
rate,
copy
Kent
are
2.02
fees
ereln
tion
the
ion,
ofa
nt of
and
Fees
2.74
which is issued by the cjlybu+ld ffielat and which authoriz
construction, alteration, enlargement, conversion, r
remodeling, rehabilitation, erection, demolition, moving, or repai
building or structure or any portions thereof,
eE. Capital Facilities Plan means the capital facilities ele
the €gity's Comprehensive Plan adopted pursuant to RCW 36.7
such plan as amended,
3 Transportation Impa
Amend KCC
De. Cify means the €eity of Kent.
ED. Council means the €Eity €eouncil of the €eity of Kent.
FE. Departmenf means the €Eity's Department of Public W
GE. Development Activify means any construction or expa ion of
a building, structure, or use, any change in use of a building or stru
ks.
u re/
one
from
ment
r's
map
legal
h the
for
rwise
ents,
m
an
nt or
nga
stem
ora
raR
Fees
2.74
or any changes in the use of land, that generates at lea
Pp,Mm, peak hour trip.
HG. Development Approyal means any written authorizatio
the €eity of Kent which authorizes the commencement of a devel
activity.
IH, Director means the Public Works Director or the Di
designee,
JI. Downtown Kent means that area shown on th
incorporated into the Downtown Kent Rate Memorandum, A
description of Downtown Kent will be prepared and kept on file
Downtown Kent Rate Memorandum for further reference.
KJ. Downtown Kent Rate Memorandum means
Exhibit 2 memorandum entitled "Impact Fee Rate Adjustme
Downtown Kent," dated June 28, 20t0, or as hereinafter amended,
eFevisioP€s=€ffteftded;
MK. Encumbered means to reserve, set aside, or ot
earmark the transportation impact fees in order to pay for commi
contractual obligations, or
improvements,
NL, Feepayer is a
other liabilities incurred for
Transportation Im
person, corporation, partnershi
incorporated association, or any other similar entity, or departm
bureau of any governmental entity or municipal corporation comme
development activity which creates the demand for additional
improvements and which requires the issuance of a building perm
permit for a change of use. rFeepayed includes an applicant
4
Amend KCC
transportation impact fee credit.
eM, Hearing Examiner shall mean that person or
appointed by the mayor pursuant to KCC 2.32.
rsons
ayer/
bya
the
an
4:00
road
Fees
2.74
il
QN, Independent Fee Calculation means the transportation
fee calculation, and/or economic documentation prepared by a fFe
pact
to support the assessment of a transportation impact fee other nby
r the+isted-i{1 KCC 12, 14.790,
calculations prepared by the Director where none of the fee categ or
fee amounts published pursuant to in KCC 12,L4.I90 accurately d ribe
or capture the impacts of the development activity on public facilit
RQ. KCC means the Kent City Code or, when followed
numerical designation, a provision of the Kent City Code.
SP. Owner means the owner of record of real property, a ough
, thewhen real property is being purchased under a real estate contra
purchaser shall be considered the owner of the real property
contract is recorded.
the use of the rates published p ursuant to
TQ, Permit for change of use or change of use permit m
VR, P.M. Peak Hour means the sixty-minute period betwee
and 6:00 p.m, which experiences the highest volume of traffic on
Transporta tion Im
official document which is issued by the
which authorizes a change of se of
an existing building or structure or land.
5
Amend KCC
or street or passing through a road or street intersection.
WS. P.M. Peak Hour Trips means the total vehicular trips e
and leaving a place of new development activity on the adjace
road or street during the pP.rnM. peak hour.
Xf. Project Improvemenfs means site improvements and
public
that are planned and designed to provide service for a pa cular
development project -and are necessary for the use and conveni ce of
the occupants or users of the project, and are not system improve nts.
No improvement or facility included in a capital facilities plan ado
the €eouncil shall be considered a project improvement.
YU, Public Facilities, for purposes of this chapter, mea
following capital facilities owned or operated by the €gity of Kent o
governmental entities: public streets and roads,
Zy. Rate Study means the Exhibit 1 "Rate Stu for
Transportation Impact Fees," €eity of Kent, dated May
h e re i n a ft e r a m e n d e d -as-previde+-in-this-erdinanee.
d€ve+epffien+
Washiftgtenr
nng
ilities
dbv
s the
other
20L0,ras
lated
which
travel
SS to
roads
Fees
2.74
f:milrr drrvallinn'/ ec fhaf farrn ic rlafinad in KCC 1q n? 11q
€€X. Street or Road means a public right-of-way and all
appurtenances/ including lawfully required off-site mitigation,
enables motor vehicles, transit vehicles, bicycles, and pedestrians
between destinations, and affords the principal means of a
abutting property. For purposes of this chapter, public streets an
are collectively referred to as "transportation."
Transportation6
Amend KCC
DDY. System Improvements, for purposes of this chapter"
public transportation facilities that are included in the eeity of
capital facilities plan, and such plan as amended, and are desig
provide service to the community at large, in contrast to
improvements,
#2. Transportafion means public streets and roads and
appurtenances,
ns
nt's
ed to
roject
lated
arate
ll be
The
shal I
for
perty
obe
and
II
of reviewing independent fee calculations,
trEE. Transportation Impact Fee Account(s) means the
accounting structure(s) within the city's established accounts hich
structure(s) shall identify separately earmarked funds and which
established for the transportation impact fees that are collected
account(s) shall be established pursuant to KCC L2.L4.100, an
comply with the requirements of RCW 82.02.070.
Sec. 12.L4.O45. Establishment of Service Area.
A. The city hereby establishes, as the service a
transportation impact fees, the €eity of Kent, including all p
locateding within the corporate city limits,
B, The scope of the service area is hereby found
reasonable and established on the basis of sound planni
engineering principles, and consistent with RCW 82,02.060,
Sec. 12.14.O5O, Transportation Impact Fees Meth logy
and Applicability. The transportation impact fe
raterin KCC 12, L4.I90 are generated from the formulae for calc lating
Transportation Im Fees
2.74
7
Amend KCC
transportation impact fees set forth in
nt ate Me o nd m-.
as otherwise provided for independent fee ca
exemptions in KCC 12'14'080' and credits
development activity in the city will be charg
cept
lculations in KCC L2'L4'070'
in KCC 12.14'090, all new
ed the transPortation imPact
fee aP plicable to the type of development
Sec' 12.14.060'
mPact Fees.
A the €eity shall collect transportation im pact fees, based on
KCC 12.L4.190,from anY aPPlicant
the rates
m the €eitY for any development activity
seeking develoPment aPProval fro
within the €gitY, whenre such de velopment activity requires the issua
of a building Permit or a Permit fo r a change in use, and creates a deman
for additional Public fa
B. MThe-ma
cilities'
ximum allowable transportation impact fees
established bY the Brate gstudY
The rate for th
Memorandum'
year JulY 1,2010 through Jun e 30, 2011 shall be 30o/o of the maximu
allowable am ount. The rate for the Year JulY 1'z}tt through lune 3
}OLZ shall be 4L.67o/o; for the Year JulY L' 20Lz through June 30, 201
shall be 53'33 o/o', for the Year JulY 1' Z0L3 throug h lune 30, 2014 shall
65o/oi for the year JulY !, 2Ot4 through June 30'2015 shall be 76'67
for the Year JulY 1,2015 through June 30' 2016 sh all be 88'33o/o and fro
t, 2Ot6 and thereafter shall be 1000/o'
July
C
8
DeeartPftent
T ra n sPo rtatio n I m P!:t-' Amend KCC 7 2.4
@the
annual amendment to the
Construction Cost Index
same percentage change as in the most rece
Washington State Department of Transportation
D.
12.14.060(4). applies to fFe-a change of use permit,T
@iftg? the transportation impact fee shall be th
applicable transportation impact fee for the land use category of the n
use, less any transportation impact fee previously paid for the land u
category of the prior use. If no transportation impact fee was paid for th
prior use, the transportation impact fee for the new use shall be redu
by an amount equal to the current transportation impact fee rate for th
prior use. No reduction based on prior use shall be made for
@thathasbeenvacantorotherwisenotactivelyinth
prior use for a period of enelhree years or longer,
E, For mixed use developments, transportation impact fees shal
be imposed for the proportionate share of each land use, based on th
applicable measurement in the transportation impact fee rates
pursuant to set# iftKCC L2.L4.190.
F. Time of Assessment I' Transportation limpa
feesshallbeMatthetimethecompleteapplicationfo
a building permit or a permit for a change in use is submitted using th
transportation impact feeS-rates then in effect. Transportation impact fee
shall be due and payable before the building permit or permit for a chang
of use is issued by the €eity.
G---2, Until December 3I, 20L3, at the time of issuance
any single family residential building perm
Transportation Impact
beinq constructed for initial sale,
9
Amend KCC 72.7
fee mav b deferred if the owner of the underlvino rea I orooertv.
executcsiftgt a first position lien in favor of the city in the amount of
traffiensporLatjpn impact fee te-be-in effect at the time of
e+esing--of he city shall record the lien
against the real property and the lien amount shall be paid bv the seller to
the city at the time of closing of the sale of the real property and single
family residence.=
al, A Ffeepayer who chooses to defer the
traffienSpOfLAlOn impact fee must combine the lien with
7.05,165.
2e A deferral fee. in the amount set bv ty council
resolrrtion fo r citv of Kent Plannina a d Land Use Fees:ttFtrtr eferral Lien"
rlrill lra rlr ra f fho firno nf fha annlin finn fnr rlafarc>l Tha r rn in icf raf irra
faa cat nrr{. in Vat^ 11 1A 1 7fl rrrill nn{- ha AaFarraA
GH' Feepayers Mallowed credits prior to the
submittal of the complete building permit application or an application for
a permit for a change of use shall submit, along with the complete
application, a copy of the letter er-eertifieate-prepared by the directorr
setting forth the dollar amount of the credit
allowed.awarded,- Transportation rimpact ffees, as determined after the
application of anyappropriate credits, shall be collected from the Ffeepayer
10 Transportation Impact Fees
Amend KCC 72.74
no later than the atrthe-time a building permit or permit for a change o
use is issued
impaet fee e'edit for the diffe-enee; ineluding inte-esFearned=
I' The Dg[epartment shall not issue the required building or th
permit for the change of use until the transportation impact fees
+n-l<e+ Llt++ghave been pa
Sec. 12,L4.O7O, Independent Fee Calculations.
A' if, in the judgment of the director, 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 Ffeepayer,
B, A Ffeepayer may opt not to have the transportation impact
Transportation Impact11
Amend KCC 72.74
fees determined according to the fee structure
Kcc 12,L4.r90, in which case the Ffeepayer shall prepare and submit
the director an independent fee calculation for the development activity fo
which a building permit is being sought. The documentation submi
shall show the basis upon which the independent fee calculation wa
made. An independent fee calculation shall use the same methodolog
used to establish transportation impact fees
to KCC L2'L4.190, shall be limited to adjustments in trip generation rat
and lengths used in the Rate Stu
and shall not include travel
d
demand forecasts, trip distribution,
transportation service areas, costs of road projects, or cost allocation
procedures,
C. Any Ffeepayer submitting an independent fee calculation will
be required to pay the €eity of Kent a fee to cover the cost of reviewing
the independent fee calculation. The fee required by the €eity fo
conducting the review of the independent fee calculation shall be five
hundred dollars ($500'09), unless otherwise established by the director,
and shall be paid by the Ffeepayer prior to +n+EiatieFrjssuexee of reviewthe
director's determination.
D' There is a rebuttable presumption that the calculations set
forth in the Rate Study and Kent Downtown Rate Me orandum aftd-the
are valid. The director shall consider
the documentation submitted by the Ffeepayer, but is not required to
accept such documentation or analysis which the director reasonably
deems to be inapplicable, inaccurate, incomplete, or unreliable. The
director may require the Ffeepayer to submit additional or different
documentation for consideration, The director is authorized to adjust the
transportation impact fees on a case-by-case basis based on the
independent fee calculation, the specific 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
72 Transportation Impact Fees
Amend KCC 72.74
mailed to the Ffeepayer.
E. Determinations made by the director pursuant to this sectio
may be appealed to the office of the hearing examiner under th
procedures set forth in KCC 12,14.110,
Sec. 12.14,O8O. 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 spa
land use.'
2. Miscellaneous improvements which do not generate
increased FP.mw. peak trips, including, but not limited to, fences, walls,
residential swimming pools, and signs;
3, Demolition or moving of a structure when additional
pP.ffiM. peak hour trips are not generated,
4. A change of use that does not generate one or more
pP._mM, peak hour trips,
B. The director shall be authorized to determine whether a
particular development activity falls within an exemption identified in this
KC€EhegEet, in any other KCC, or under other applicable law.
Determinations of the director shall be in writing and shall be subject to
the appeals procedures set forth in KCC 12.14,110,
Sec, L2,L4,O9O, Credits for Dedications, Construction of
Improvements, and Past Tax Payments.
A, A Ffeepayer meyean request that a credit or credits for
impact fees be awarded to him/her for the total value of system
improvements, including dedications of land;_en-d improvements, and/or
construction provided by the Ffeepayer. The application for credits shall
be presented by the Ffeepayer on forms to be provided by the department
Tra n spo rtati o n I m pa ct Fees
Amend KCC 72.74
13
and shall include the content designated in such forms, _Credits will be
given only if the land, improvements, and/or the facility constructed are:
1. lncluded within the capital facilities plan or would serve
the goals and objectives of the capital facilities plan;-and
2. Are at suitable sites and constructed at acceptable
quality as determined by the €qity;-aftd
3, Serve to offset impacts of the Ffeepayer's development
activity; and
4. Are for one or more of the transportation projects
listed in the rBate sStudy as the basis for calculating the transportation
impact fee,
B. For credits for dedications:
1, The director shall determine if requests for credits
meet the criteria in subsection A, above, or uftdeFother applicable law.
Determinations of the director shall be in writing and shall be subject to
the appeals procedure set forth in KCC 12.14,110.
2.e For each request for a credit or credits, the director
shall select an appraiser or, in the alternative, the Ffeepayer may select an
independent appraiser acceptable to the director.
3.D Unless approved otherwise by the director, tThe
appraiser must be an MAI (Member of the American Institute of
Appraisers), and be licensed in good standing pursuant tegn_dg RCW
18.40 et.seq,7 in the category for the property to be appraised, and shall
not have a fiduciary or personal interest in the property being appraised,
4_E -Fha rnnr>icr rarill lra -nf arl rrr raiarf arl hrr f ha
Airaat-ar -^.{ *-., l^^ ^' 'l^i tn inrlananr{an{- rarriarer
is.
Tra nsportation I m pact Fees
Amend KCC 72.74
L4
i
5.F The Ffeepayer shall pay ferthe actual costs for the
appraisal and
the feepayer's expense,
O.€- After @ the appraisal and the
review, the director shall provide the applicant with a determination{etter
ereertifieate setting forth the dollar amount of any credit, the reason for
the credit, the legal description of the real property dedicated where
applicable, and the legal description or other adequate description of the
project or development to which the credit may be applied. The Ffeepayer
must sign and date a duplicate copy of such ffi
determination indicating his/her agreement to the terms of the letter or
certificate, and return such signed document to the director before the
transportation impact fee credit will be awarded, The failure of the
Ffeepayer to sign, date, and return such document within sixty (60)
calendar days of the date of the determination shall nullify the credit, If
credit is denied, the Ffeepayer shall be notified in a letter that includes the
reasons for denial, therefure.
Zl+. No credit shall be given for project improvements.
eL A Ffeepayer 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 Ffeepayer 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
of credits, if any, for past tax payments for system improvements.
DJ. Any claim for credit must be received by the city-rnade no
later than thirty (30) calendar days after the submission of an application
for a building permit or an application for a permit for a change in use.
The failure to timely file such a claim shall constitute a final bar to later
15 Transportation Impact Fees
Amend KCC 72.74
request any such credit,
EK. Determinations made by the director pursuant to this
Ssection shall be subject to the appeals procedures set forth in KCC
12.L4.110. ien
Sec. 12.14.1OO. 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 haves provided adjustments for future taxes to be paid by
the development activity which are earmarked or proratable to the same
new public facilities which will serve the new development. The
transportation impact fee5 published pursuant toraterin KCC 12.14,190
have been reasonably adjusted for taxes and other revenue sources which
are anticipated to be available to fund public improvements,
Sec. 12,14.110. Appeals.
in-use-€aJ1
nave+een-gai+
@isftfe;
+ng
+ in.
*ee*V;
Tra n s po rtati o n I m pa ct Fees
Amend KCC 72.74
16
ien
iffiF+tlr+g;
DA, Determinations of the director with respect to the applicability
of the fees to a given development activity,
the availability or value of a credit, orthe director's decision concerning
the independent fee calculation which is authorized in KCC 12,L4.070, or
any other determination which the director is authorized to make pursuant
to this chaptery may be appealed by the Ffeepayer to the hearing
exdrnifler.@ No buildino or chanoe of use oermits will
ha iccr rar{ r rn}il }h l-rrncnnr{'rl-inn imnanl. faa ic nairl'rnrrirlod hnrlrorrar
delays in the issuance of building permits or change of use permits.
EE, Appeals to the heari o examiner shall be taken in accord with
the processes set forth in chapter 12.01 for open record appeals;.l(GG
permit center.
FE, At the time of filing of the appeal/ the Ffeepayer shall pay a
Fees "Appeal of Administrative Interpretation/Decision,"@
CD. The hearing examiner is authorized to make findings of fact
regarding the applicability of the transportation impact fees to a given
development activity, the availability or amount of the credit, or the
accuracy or applicability of an independent fee calculation. There is a
Tra nspo rtation I m pact Fees
Amend KCC 72.74
T7
burden of proof. The decision of the hearing examiner shall be the final
determination of the €gity unless remanded to the department as provided
in seetie+*l-Kcc 12, 14. 1 10(E) below.
HE. The hearing examiner ffidy, so long as such action is in
conformance with the provisions 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,I4.L2O, Establishment of Transportation fmpact Fee
Accounts.
A, Transportation limpact fee receipts shall be earmarked
specifically and deposited in one or more special, interest-bearing
accounts,
B. The €Eity 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 in
accordance with the provisions 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.
€e. On an annual basis, the finance director shall provide a report
to the €eouncil 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 in part by
transportation impact fees.
D, Transportation ilmpact fees shall be expended or encumbered
within six (6) years of receipt, unless the €eouncil identifies in written
findings of-extraordinary and compelling reasons for the €Eity to hold the
fees beyond the six (6) year period. pursuant to RCW 82.02,070(3L'
18 Transportation Impact Fees
Amend KCC 72,74
Sec, 12.14.13O. Administrative Guidelines. The Public Works
Director is hereby authorized to adopt internal guidelines for the
administration of transportation impact fees, which may include the
adoption of a-procedural rules .
Sec. 12.L4.L4O. Refunds and Offsets.
A. If the €eity fails to expend or encumber the transportation
impact fees within six (6) years of the date when-the fees were paid,
u n less #€Fe-extraord i na ry or com pel I i n g reasons a re esta blishedex+sq
pursuant to KCC 12.L4.120, the
current owner of the property on which transportation impact fees have
been paid may receive a refund of such fees. In determining whether
transportation impact fees have been expended or encumbered,
transportation impact fees shall be considered expended or encumbered
on a first in, first out basis,
B. The €Eity 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 or-elaimanFmust 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 within one
(1) year of the date the right to claim the refund arises or the date that
notice is 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
€eity 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
19 Transportation Impact Fees
Amend KCC 72.74
interest earned on the transportation impact fees by the €gity.
F. When the €gity 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 €eity shall place
notice of such termination and the availability of refunds in a newspaper of
general circulation at least two (2) times and shall notify all potential
claimants by first class mail 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
€eity, but must be expended for the-appropriate public facilities for hich
the transportation impact fees wasere collected.. This notice requirement
shall not apply if there are no unexpended or unencumbered balances
within the account or accounts being terminated,
G. The €gity shall also refund to the current owner of property
for which transportation impact fees have been paid all transportation
impact fees paid, including interest earned on the transportation impact
fees, if the development activity for which the transportation impact fees
were imposed did not occur; provided, however, that, if the €gity has
expended or encumbered the transportation impact fees in good faith prior
to the application for a refund, the director eaftm!y decline to provide the
refund, If within a period of three (3) years, the same or subsequent
owner of the propefty proceeds with the same or substantially similar
development activity, the owner can petition the director for an offset in
the amount of the fee originally paid and not refunded. The petitioner
must provide receipts of transportation impact fees previously paid for a
development activity of the same or substantially similar 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 L2.L4.LL}.
Tra n spo rta tio n I m pa ct Fees
Amend KCC 72.74
20
Sec, 12.14.15O. 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 acquisition, right-of-way acquisition, site
improvements, necessary off-site improvements, construction,
engineering, architectural, permitting, financing, and administrative
expenses/ applicable impact fees or mitigation costs, and any other
expenses which can be capitalized.
C, Transportation impact fees may also be used to recoup
system improvement costs previously incurred by the €Eity 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 similar 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 facilities or improvements provided are
consistentwiththerequirementsofthissectiofl=
@
Sec, 12.14.160. Review 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 €eouncil as it deems necessary and
appropriate in conjunction with the annual update of the capital facilities
plan element of the €eity's comprehensive plan,
2I Transportation Impact Fees
Amend KCC 72.74
Sec. 12. L4.I7O. Administrative Fees.
A, For each transportation impact fee assessedimppsegl, there
shall be charged an administrative fee in an amount of the greater of three
hundred dollars ($300) or one percent (Lo/o) of the amount of the total
transportation impact fee. The administrative fee shall be deposited into
an administrative fee account within 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 administrative fee is not refundable or
creditable.
B. The administrative fee shall be paid by the Ffeepayer at the
same time as the transportation impact fee is collected; provided.
permit issuance when the director has deferred pavment of fees,assessed;
Sec, 12.14,18O. Existing Authority Unimpaired, Nothing in
thistitIeshallprecludethe€eityfromrequiringthe@or
the proponent of a development activity to mitigate adverse
environmental impacts of a specific development pursuant to the State
Environmental Policy Act, Chapter 43.2LC RCW, based on the
environmental documents accompanying the underlying development
approval process, and/or Chapter 58.17 RCW, governing plats and
subdivisions. so{engr-as*he
Compliance with this chapter and/or payment of fees under this chapter
shall not constitute a-Cl4dCrcC__Af_e_determination of transportation
concurrency.
Sec.
Schedule.
L2.L4,19O. City of Kent Transportation Impact Fee
publish transportation impact fee schedules for downtown Kent and the
22 Transportation Impact Fees
Amend KCC 72,74
aF^5 ^r '+Fi-.1^ ,.1^.^,l-nrarn Vanl raaeic{-an{' rrri}h #lrn V^[''lnrrrnf nrrrn D ata
lVlamn-anzl' '* +hn Dn+a Q{-r rrlrr anr{ }hic nh=n{-ar
SECTION 2, - Captions. The chapter and section captions used in
this title are for convenience only and shall not control or affect the
meaning or construction of any of the provisions of this title.
SECTION 3, - Severability. If any portion of this title is found to
be invalid 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 4. - Short Title. Ch. L2.L4. KCC created by this
ordinance shall be known and may be cited as "the €eity of Kent
Transportation Impact Fee Ordinance."
SECTION 5, - Corrections bv 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, rules, or regulations; or ordinance numbering and
section/subsection numbering.
Tra nsportatio n I m pact Fees
Amend KCC 72,74
23
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.
E COOKE, MAYOR
ATTEST:
BRENDA JACOBER,CLERK
APPROVED AS TO FORM:
M BRUBA E ATTORNEY
d
I hereby certify that this is a true copy of Ordina nce
No.'ffit3passed by the City Council of the City of Kent, Washington, and
approved by the Mayor of the City of Kent as hereon indicated.
PASSED, /7 day of
APPRoVED: /7 day of
--f
PUBLISHE o: &-0 day of
2010.
2010.
,20L0.
L)
CLERK
Transportation Impact Fees
Amend KCC 72.74
BRENDA JACOB
P : \Civi l\O rdina nce\Tra nsportationlm pactFeesFINAL.docx
24
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
.^\-/ KENT
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
STATE OF WASHINGTON, COUNTY OF KING lAFFIDAVIT OF PUBLICATIONPUBLIC NOTICELinda M Mills, being first duly sworn on oath thar she is the LegalAdvertising Representative of theI(ent Reportera weekly newspaper, which newspaper is a legal newspaper ofgeneral circulation and is now and has been for more than sii monthsprior to the date of publication hereinafter referred to, published inthe English language continuously as a weekly newspaper in KingCounty, Washington. The Kent Reporter has been approved asa Legal Newspaper by order of the Superior Court of the State ofWashington for King County.The notice in the exact form annexed was published in regularissues of the Kent Reporter (and not in supplement form) which wasregularly distributed to its subscribers during the below stated period.The annexed notice, a:Public Noticewas published on August 20,20L0The full amount of the feecharged for said foregoing publication isthe sumr.52.MillsLegal Advertising Representative, Kent ReporterSubscribed and sworn to me this 20th day of August, 2010.i" )"*)*.j S in o'\l.t c-* r..1'.-r*o'' -r\^- - -'rE or.)-r--..t.'tit,"1 nr,1i,zvz'a \-' /-ni !.i j2nLlFCITY OF KENTNOTICE OF ORDINANCESPASSED BY THECITY COUNCILThe following is a summary ofordinances passed by the KentCity Council on August 17. l0l0:ORDINANCE NO.3973AN ORDINANCE of the CityCouncil of the City of Kent,Washington, amending Kent CityCode Chapter 12.14 to eliminatedeposit requirements, identify amore expansive category of landuses to which the downtown feerate applies, establish lien fees fordefenal of fees, and make otherclarifications.Effective Date: September 16,2010Each ordinance will take effect30 days from the date of passa_ee,unless subjected to ref'er endum orvetoed by the Mayor, or unlessotherwise noted. A copy of thecomplete text of any ordinancewill be mailed upon request to theCity Clerk.Brenda Jacobec CMC,City ClerkPublished in the Kent Reponeron August 20, 20 10. #396 I 33.^1214i_-\votary Public1nP. O. Number:Washingtonthe State of Washington, Residing