HomeMy WebLinkAbout4397ORDINANCE NO. 4397
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending Chapter t2'L4
of the Kent City Code, entitled "Transportation
Impact Fees" to incorporate a new rate study for
transportation impact fees and update other
subsections accordinglY.
RECITALS
A. The City of Kent recently completed the updated Transportation
Master Plan (TMP), which serves as the City's blueprint for long range
transportation planning.
B, Subsequently, the City amended the Kent Comprehensive Plan
and its Capital Facilities Element to incorporate an updated Transportation
project List and amended the Kent Comprehensive Plan to replace the
content of the Transportation Element with the updated Transportation
Master Plan (CPA -2OZt-2).
c. subsequently, the city updated the Rate Study for
Transportation Impact Fees to reflect the transportation goals, policies and
projects in the updated TMP. The City has conducted extensive research
documenting the procedures for measuring the impact of new growth and
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Re: Transportation ImPact Fees
1
development on public facilities and has prepared a Rate Study which serves
as the basis for the actions taken by Council.
D. The Rate study utilizes a methodology for calculating
transportation impact fees which incorporates, among other things, all of
the requirements of RCW 82,02.060(1). This ordinance incorporates this
Rate Study by reference.
E, Throughout the development of the TMP and the Transportation
Impact Fees, the City Council has held workshop and committee meetings
to gather information and analyze the ongoing development of the TMP'
Workshops were held on March L9,2OL9i August 2O, 2OL9i December 10,
2Ot9; March 3,2O2O; July 2L, 2O2O; September L5,2O2O; and January 5,
2O2L; and Committee meetings were held on November L9,2Ot8; January
7, 2019; June L7, 20L9i August 5, 2OL9; November L2, 2OI9; December 3,
2OL9; February 11 and 25,2020; August LL,2O2O; October L3,2020;
November LO,2O2O; December L,2O2O; January t2,TOZL; and February 9
and 23,2O2L.
F. After providing appropriate public notice, the Land use and
planning Board conducted a public hearing on February 22,2O2L, to consider
the Transportation ImPact Fees'
G. On March !6, 202L, the city council for the city of Kent
approved the amendments to Chapter L2.L4 of the Kent City Code, entitled
"Transportation ImPact Fees."
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF KENT,
WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
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2
ORDINANCE
E9TION 7. - Amendment. chapter t2.L4 of the Kent city code
entitled "Transportation Impact Fees," is amended as follows:
CHAPTER L2.L4
TRANSPORTATION IMPACT FEES
Sec. 12.14.Qi|$O1O. Findings and authority, The city council of
the city of Kent hereby finds and determines that development activities,
including but not limited to new residential, commercial, retail, office, and
industrial development in the city of Kent, will create additional 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 Februarv 202114af#l€) ("rate study"), attached to the
ordinance codified in this chapter as Exhibit 1, and incorporates that rate
study into this chapter by this reference, +es-ate
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he rate studY
utilizeg a methodology for calculating transportation impact
fees that incorporates, among other things, all of the requirements of RCW
g2.02.060(1). Copies of the most current versions of the rate studytc*Lhe
shall be kept on file with the city clerk
and are available to the public for review. Therefore, pursuant to Chapter
g2.OZ RCW, the council adopts this chapter to assess transportation impact
fees for streets and roads. The provisions of this chapter shall be liberally
construed in order to carry out the purposes of the council in providing for
the assessment of transportation impact fees.
Sec. 12.14,{e1g,O2O.. 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. Building permit means an official document or certification which is
issued by the city and which authorizes the construction, alteration,
enlargement, conversion, reconstruction, remodeling, rehabilitation'
erection, demolition, moving, or repair of a building or structure or any
portions thereof.
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E
B. Capitat facitities plan means the.capital facilities element of the city's
Comprehensive Plan adopted pursuant to Chapter 36.70A RCW and such
plan as amended.
C. City means the citY of Kent'
D. Council means the city council of the city of Kent
Department means the city's department of public works.
F. Development activity means any construction or expansion of a
building, structure, or use, any change in use of a building or structure, or
any changeg in the use of land. that creates additional demand and need for
public facilities . "Development
activity" does not include:
authoritv; or
emeroencv housing for people experiencinq homelessn€ss. or €m€ro€rlcv
G. Development approyal 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'
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L Downtown Kent means that-lhg-area addressed in the Downtown
P
R-r
64th Avenue South and Kent-Des Moines Road. This area is shown in Figure
memerandum, A legal deseriBtien of dewntewn l(ent will be prePared aftd
J, Dewntewn l(ent r
JK. Encumber means to reserve, Set aside, or otherwise earmark the
transportation impact fees in order to pay for commitments, contractual
obligations, or other liabilities incurred for system improvements.
Kt. Feepayer ir-m-ea_ns_a person, corporation, partnership, an
incorporated association, or any other similar entity, or department or
bureau of any governmental entity or municipal corporation commencing a
development activity which creates the demand for additional 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.
LM.Hearingexaminer@thatpersonorperSonsappointed
by the mayor pursuant to Chapter 2.32 KCC'
MN. Independent fee calculation means the transportation impact fee
calculation ion-prepared by a feepayer, to
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support the assessment of a transportation impact fee other than by the use
of the rates published pursuant to KCC 12.14.+9€!€8, or the calculations
prepared by the director where none of the fee categories or fee amounts
published pursuant to KCC 12.14.19+180 accurately describe or capture the
impacts of the development activity on public facilities'
Ne, KCC means the Kent City Code or, when followed by a numerical
designation, a provision of the Kent City Code.
area is shown in Figure 1 of the rate study.
P. Owner means the owner of record of real property, although when
real property is being purchased under a real estate contract, the purchaser
shall be considered the ownerof the real property if the contract is recorded.
a. permit for change of use or change of use permit means an official
document which is issued by the city which authorizes a change of use of an
existing building or structure or land.
R. P.M. peak hour means the sixty (60) minute period between 4:00
p.m. 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 person trips means the total vehieular trips bv all
modes (wal kino- hikino- transit. a drivino)entering and leaving a Place of
new development activity during the
p.m. peak hour.
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T. project improvements means site improvements and facilities that are
planned and designed to provide service for a particular development
project, 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 in a capital facilities plan adopted by the council shall be considered
a project improvement.
U, pubtp facilities, for purposes of this chapter, means the following
capital facilities owned or operated by the city of Kent or other governmental
entities: public streets and roads.
V. Rate study means the Exhibit 1 "Rate Study for Transportation Impact
Fees," city of Kent, dated Februarv S4ay 2O2Lg, or as hereinafter amended'
dwelling as that term is defined in l(€€ 15,02'115'
WX, Street or road means a public right-of-way and all related
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."
XY. System improvements, for purposes of this chapter, means public
transportation facilities that are included in the city of Kent's capital facilities
plan, and such plan as amended, and are designed to provide service to the
community at large, in contrast to project improvements.
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yZ. Transportation means public streets and roads and related
appurtenances.
Z* . Transportation impact fee means a payment of money imposed by
the city of Kent on development activity pursuant to this chapter as a
condition of granting development approval. Transportation impact fee does
not include a reasonable permit fee, an application fee, the administrative
fee for collecting and handling impact fees, or the cost of reviewing
independent fee calculations'
MBB. Transportation impact fee account(s) means the separate
accounting structure(s) within the city's established accounts, which
structure(s) shall identify 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.f€9,119, and shall
comply with the requirements of RCW 82.02.O7O.
Sec. 12.14.O4"53O. 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 limits and shall include all unincorporated areas annexed to
chapter=
eensi
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sec. 12.14.e5eO4O. Transportation impact fees methodology
and applicability. The transportation impact fees published pursuant to
KCC 12.14.*g$-1t90_are generated from the formulae for calculating
transportationimpactfeessetforthintheratestudyffi
.Exceptasotherwiseprovidedforindependentfee
calculations in KCC L2.L4.e7€;069, exemptions in KCC 12.14.€8gqZQ, and
credits in KCC 12.14.e9e988, all new development activity in the city will be
charged the transportation impact fee applicable to the type of development
listedinthefeeschedule@pursuanttoKCC12.14'+9e188'
sec. 12.14.O6eO5q. Transoortation Imoact Fee
Assessment .
A, The city shall eetteet-asSess-transportation impact fees, based on the
rates published pursuant to KCC 12.14.19919q, from any applicant seeking
development approval from the city for any development activity within the
city, when such development activity requires the issuance of a building
permit or a permit for a change in use, and creates a demand for additional
public facilities.
B. Maximum attowabte-transportation impact fees are established by the
rate study . The rate shall be
sixtv-five thirty (6530) percent of the maximum allewable-amount'
C. On January lst of each calendar year, the director shall increase or
decrease the fees
n
her 3Oth
n
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10
D. When a transportation impact fee, pursuant to subsection (A) of this
section, applies to a change of use permit, the transportation impact fee
shall be the aBBlieable transportatien impaet fee-ssessed for the land use
category of the new use, less any transportation impact fee that would have
been assessed forprevionstfi the prior use'
For purposes of this provision, 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,
if consistent with the general character of the building or building
aggregations (i.e., "industrial park," or "specialty retail") should not be
considered a change in use that is subject 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
acant buildings
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.
E. For mixed use developments, transportation impact fees shall be
@fortheproportionateshareofeachlanduse,basedon
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the applicable measurement in the transportation impact fee rates published
pursuant to KCC t2.L4.+9g1BO.
F. Transportation impact fees shall be determined at the time the
complete application for a building permit or a permit for a change in use is
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 is issued by the city.
ensure that impact fees are assessed fairlv.
residential building permit for a dwelling unit that is being eenstrH€ted fer
initial sale, the Bayment ef the transporEatien impaet fee maY be deferred if
the ewner ef the underlying real preBerEy exeeutes a first Fesitien lien in
favor ef the eity in the ameunt ef the transportatien impaet fee in effeet at
the time of the deferralo The eity shall reeerd the lien against the real
Eime of elosing of the sale of the real property and single familY residenee'
must eembine the lien with a lien fer deferring the water develePment
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2; A deferral fee, in the amount set by eity eouneil resolution for eity
eredits, shall be eolleeted from the feepayer no later than the time a bHilding
pa+*
Sec. 12.14.e7e06]0. Independent fee calculations.
A. If, in the judgment of the director, none of the fee categories or fee
amounts set forth in KCC 12.14.€€€-05q accurately describes or captures
the impacts of +-ftew-development activity 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
determinedaccordingtothefee@publishedpursuantto
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KCC 12.14.+90180, in which case the feepayer shall prepare and submit to
the director an independent fee calculation for the development activity for
which a building permit is 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.+€lg!€8, shall 6s prepared bv a professional engineer and shall show
rate study or downtewn l(ent rate memorandum; and shall not inelude travel
C. Any feepayer submitting an independent fee calculation will be
required to pay the city ef--{€nt-a fee to cover the cost of reviewing the
independent fee calculation. The fee required by the city for conducting the
reviewoftheindependentfeecalculationshallbeffi
resolution, and shall be paid by the feepayer prior to issuance of the
di rector's determ ination.
D. There is a rebuttable presumption that the calculations set forth in
the rate study are valid. The director
shall consider the documentation submitted by the feepayer, 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 feepayer to submit additional or different
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74
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
therefor shall be set forth in writing and shall be mailed to the feepayer.
E. Determinations 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 12.14,1+e18q'
Sec. 12.14.eSe07q. ExemPtions.
A. he 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.
Z. Miscellaneous improvements which do not generate increased
p:m. peak hour person trips, including, but not limited to, fences, walls,
residential swimming pools, and signs.
3, Demolition or moving of a structure when additional p'm' peak
hour person trips are not generated.
4. A change of use that has less impact than the existinq use shall
not be assessed a transportation impact fee.
@+ps"
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mitigatien agreement er similar deeument; en the eenditien that the SEIA
transpertatien imBaet fee; if aBplieable; would be due'
B. The director shall be authorized to determine whether a particular
development activity falls within an exemption identified in this chapter, in
any other KCC provision, or under other applicable law. Determinations of
the directorshall be in writing and shall be subjectto the appeals procedures
set forth in KCC 12.14.1+0.100'
Sec. 12.14.e{reOSO. Credits for dedications' construction of
improvements, and past tax payments.
A. A feepayer may request that a credit or credits for impact fees be
awardedto@forthetotalvalueofsystemimprovementS,
including dedications of land and improvements, and/or construction
provided by the feepayer. The application for credits shall be presented by
the feepayer on forms to be provided by the department and shall include
the content designated in such forms. Credits will be given only if the land,
improvements, and/or the facility constructed :
1. Are included within the capital facilities plan or would serve the
goals and objectives of the capital facilities plan;
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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 (1) or more of the transportation projects listed in
the rate study 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) of this section or other applicable law.
Determinations of the director shall be in writing and shall be subject to the
appeals procedure set forth in KCC 12.14'{J€"Lgq.
2. For each request for a credit or credits, the director shall select
an appraiser or, in the alternative, the feepayer may select an independent
appraiser acceptable to the director.
3, Unless approved otherwise by the director, the appraiser must
be an MAI (member of the American Institute of Appraisers) and be licensed
in good standing pursuant to Chapter 18.40 RCW et seq. in the category for
the property to be appraised, and shall not have a fiduciary 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.
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5, The feepayer shall pay the actual costs forthe appraisal and an
independent review, if required, unless the director determines that
payment for independent review should not be at the feepayer's expense'
6, After considering the appraisal and the review, the director
shall provide the applicant with a determination 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 feepayer must sign and date a duplicate copy of such
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 feepayer
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
feepayer shall be notified in 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 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 submission of an application for a building
Amend KCC ChaPter 72'74
Re: Transportation ImPact Fees
1B
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 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 12.14.113!!9.
Sec. 12.14.'i1€eO9O. Adjustments for future tax payments and
other revenue sources. Pursuant to and consistent with the requirements
of RCW 82.02.060, the rate studY
hagve provided adjustments for future taxes to be paid by the development
activity which are earmarked for or proratable to the same new public
facilities which will serve the new development. The transportation impact
fees published pursuant to Kcc 12.14,+9e-1BL have been reasonably
adjusted for taxes and other revenue sources which are anticipated to be
available to fund public improvements.
Sec. 12.14.1+gO. APPeals.
A. Determinations of the director with respect to the applicability of the
transportation impact fees to a given development activity, the availability
or value of a credit, the director's decision concerning the independent fee
calculation which is authorized in KCC L2.L4.O7Q06O, or any other
determination which the director is authorized to make pursuant to this
chapter may be appealed by the feepayer to the hearing examiner' No
building or change of use permits will be issued until the transportation
impact fee is paid; provided, however, that the feepayer may pay the fee
under protest pending appeal to avoid delays in the issuance of building
permits or change of use Permits.
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B, Appeals to the hearing examiner shall be taken in accord with the
processes set forth in chapter L2.ot KCC for open record appeals; provided,
however, that appeals are to be delivered 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
ad ministrative interpretation/decision' "
D. 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 presumption of
validity of the director's determination; feepayer has the burden of proof.
The decision of the hearing examiner shall be the final determination of the
city unless remanded to the department as provided in subsection (E) of this
section.
E. The hearing examiner may, 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.l4.iHejL!q. Establishment of transportation impact
fee accounts.
A. Transportation impact fee receipts shall be earmarked specifically and
deposited in one (1) or more special, interest-bearing accounts.
Amend KCC ChaPter 72.74
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B. The city shall establish one (1) 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.
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 in part by transportation
impact fees.
D. Transportation impact fees shall be expended or encumbered within
ten (10)si*{6} years of receipt, unless the council identifies in written
findings extraordinary and compelling reason or reasons for the eitfrc-no+e
Sec. 12. LA.AAOLV}.. Administrative guidelines. The publ+€-werks
director is hereby authorized to adopt internal guidelines for the
administration of transportation impact fees, which may include the adoption
of procedural rules,
Sec. 12.14.'iHe,1:!9. Refunds and offsets.
A, If the city fails to expend or encumber the transportation impact fees
within ten (10)six-{€} years of the date the fees were paid, unless
extraordinary or compelling reasons are established pursuant to KCC
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LZ.L .E+LL}, 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 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 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 (1) year period shall be retained by the city
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
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22
termination and !h" availability of refunds in a newspaper of general
circulation at least two (2) times and shall notify all potential claimants by
firstclass mail atthe 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 facilities for which the transportation impact fees
were collected. This notice requirement shall not apply if there are no
unexpended or unencumbered balances within the account or accounts
being terminated,
G. The city 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 city has expended or
encumbered the transportation impact fees in good faith prior to the
application for a refund, the director may decline 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 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 L2.14.{+01!8.
Sec. 12. L4.+E9L4O.. Use of funds.
A, Pursuant to this title, transportation impact fees:
Amend KCC ChaPter 72.74
Re: Transportation ImPact Fees
23
1. Shall be
listed in the rate study as the basis for calculatinq the imPact fee, which are
for system improvements that will reasonably benefit the new development
activity;
Z. 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.
f.C. _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
consistent with the requirements of this section.
Amend KCC ChaPter 72.74
Re: Transportation ImPact Fees
24
Sec. 12.14.{5iej15g. Review and adjustment of rates. The fees
and rates set forth in the rate study
meffieFaftd$m may be reviewed and adjusted by the council as it deems
necessary and appropriate in conjunction with the annual budget process so
that adjustments, if any, will be effective at the first of the calendar year'
Sec. 12. L4.iE eL6O. Administrative fees.
A. For each transportation impact fee imposed, there shall be charged
an administrative fee. i+t
feerhe amount of which shall be set bv council resolution. 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 feepayer at the same time
as the transportation impact fee is collected; provided, however, that the
administrative fee shall be due at the time of building permit issuance when
the director has deferred payment of fees'
Sec. 12. L4.iLf/e17O.. Existing authority unimpaired. Nothing in
this chapter shall preclude the city from requiring the feepayer 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.ZLC RCW, based on the environmental documents
Amend KCC ChaPter 72'74
Re: Transportation ImPact Fees
25
accompanying the underlying development approval process, and/or
Chapter SB.L7 RCW, governing plats and subdivisions. Compliance with this
chapter and/or payment of fees under this chapter shall not constitute
evidence of a determination of transportation concurrency.
Sec. 12.14.i+9e199. City of Kent transportation impact fee
schedule. Annually, on or about January 1st of each year, the director shall
publish transportation impact fee scheedules for downtown Kent, the
Midwav, and all other the-areas Etffi Kent consistent with
the rate studY and this chaPter'
SECTION 2, - Severability. If any one or more section, subsection,
or sentence of this ordinance is held to be unconstitutional or invalid, such
decision shall not affect the validity of the remaining portion of this ordinance
and the same shall remain in full force and effect.
9EOTION 3. - Corrections bv citv 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; ordinance, section, or subsection numbering; or
referenCes tO other lOCal, State, or federal laws, Codes, ruleS, or regulations'
SECTION 4. - Effective Date. This ordinance shall take effect and be
in force thirty days from and after its passage as provided by law'
DANA RALPH, MAYO
March 16. 2021
Date Approved
Amend KCC ChaPter 72.74
Re: Transportation ImPact Fees
26
ATTEST:
KIMBERLEY A.MOTO, CITY CLERK
APPROVED AS
PAT'PATRICK,ATTORNEY
March 16, 2021
Date Adopted
March 19. 2021
Date Published
Amend KCC ChaPter 72.74
Re: Transportation ImPact Fees
27
COVER PAGE
&Draft Transportation lmpact Fee Rate Study - February 2021
"EXHtBtr 1"
Table of Contents
Appendix A - lmpact Fee Project Maps..'..'........ """"""""" 30
Appendix B - Land Use Definitions ........'.........'. """""""""' 41
List of Figures
Figure 3: lmpact Fee Eligible Cost Equation..............'....... """"" 13
List of Tables
Table 2: Estimating Growth in Dwelling Units and Square Footage.......' """"""""""""""11
Table 3: Vehicle Trip to Person Trip Ratios """"'12
Table 6: Mode Share & Physical Space Calculations '..'........ """""""""""""" 18
Table 7: Freight Mode Share & Physical Space Calculations....'.'..... """"""' 19
Table 8: City of Kent lmpact Fee Schedule """""21
Table 9: City of Kent lmpact Fee Schedule - Downtown """"24
Table 10: City of Kent lmpact Fee Schedule - Midway..... """""""""""""""'27
n Draft Transportation lmpact Fee Rate Study - February 2021
Introduction
The City of Kent has an adopted transportation impact fee (TlF) program that has been in place
since 2010. The current program includes 28 projects with an estimated capital value of $462
million (2020 dollars). Projects on the list include intersection improvements, new street
connections, roadway widenings, and railroad grade separations. Based on the capital value of the
projects, the current TIF list could support a maximum rate of over $15,500 per PM peak hour
vehicle trip (2020 dollars). Recognizing the realities of development and market forces, the City
has consistently chosen to assess impact fees at 30 percent of the maximum rate. The City's 2021
TIF rate is $5,381.98 per PM peak hour vehicle trip, with a reduction offered to development in
Downtown.
As part of the 2O2l Transportation Master Plan (TMP) update, the City of Kent is updating its TIF
program. fhe 2021TMP update includes a wide variety of projects offering multimodal capacity,
including intersection enhancements, complete streets projects, and stand-alone
pedestrian/bicycle projects. This TIF program builds on Kent's existing TIF program; the most
significant change is the shift from vehicle trips to person trips, which helps link trip generation
from new development to the need to expand the multimodal transportation network. The new,
multimodal TIF retains the reduction for development in Downtown and adds reductions for
development in Midway; these subareas are shown in Figure 1. The subareas were defined based
on existing adopted plans and Kent's zoning code. The Midway subarea matches the boundary
from the adopted Midway Subarea Plan, and the Downtown subarea follows the Downtown
Subarea Plan, and also includes development within the GC, GC-MU, CC-MU, or MR-M zoning
districts along the Meeker Street Corridor between 64th Avenue South and Kent-Des Moines
Road. State law requires jurisdictions to allow independent fee calculations. This enables any
development to submit justification for a decreased fee based on trip data specific to a
development proposal. The remaining sections of the report describe the impact fee program
methodology, the analyses performed, and the resulting recommendations.
"EXHIBIT {"
2
&Draft Transportation lmpact Fee Rate Study - February 2021
Figure 1: Impact Fee Subareas
"EXHIBIT 1"
i
:I
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;r&,1 r.,'
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lmpact Fee Subaleas
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'"ffili:ffift*ffi
&Draft Transportation lmpact Fee Rate Study - February 2021
Methodolory
The multimodal impact fee structure for the City of Kent was designed to determine the fair share
of multimodal transportation improvement costs that may be charged to new development. The
following key points summarize the impact fee structure (see Figure 2):
Figure 2: lmpact Fee Structure
"EXHIBlr 1"
A single TIF project list was developed
from the Prioritized Projects in the TMP
update.
These projects were evaluated for impact
fee eligibility. Non-capacity investments,
primarily maintenance and safetY
improvement projects, were eliminated.
Of the remaining eligible projects, the
portion of those projects addressing
existing deficiencies or carrying non-city
growth were subtracted from eligible
costs.
The remaining list of eligible program
costs were divided by Kent's expected
growth in PM peak hour person triPs
over the next 20 years.
Satety/
Maintenance/Other
Portion Due to
Existing Deficiency
Cost Paid by
City or Others
This program assesses fees
based on a cost per PM
peak hour person trip, rather
than PM peak vehicle triP.
The conversion from vehicle
trips to person trips is
described in the following
sections.
a
a
After determination of the allowable cost per PM
peak hour person trip, a reduction for
development in Downtown and Midway was
calculated to account for the fact that these areas
generate fewer vehicle trips and require less transportation infrastructure to
support. Then, a land use-based fee schedule was developed for the entire
city, including the reductions in the two subareas, using the cost per PM peak hour person trip
calculated above. Person trip rates for multiple land use categories were estimated using vehicle
trip generation rates from the lnstitute of Transportation Engineers (lTE) and the ratio of person
trips to vehicle trips from household travel surveys conducted in Western Washington'
4
n Draft Transportation lmpact Fee Rate Study - February 2021
TMP Project List
Washington State law (RCW 82.02.050) specifies that transportation impact fees are to be spent
on "transportation system improvements." Transportation system improvements can include
physical or operational changes to existing transportation facilities, as well as new transportation
connections that are built in one location to benefit projected needs at another location. Projects
on the multimodal TIF list must add new multimodal capacity (new streets, additional lanes,
sidewalks, bike lanes, low-stress bike routes, signalization, roundabouts, etc.). One important
limitation identified in the GMA relates to where TlFs can be spent-notably that TlFs can only be
spent on "streets and roads." Most jurisdictions in Washington have interpreted'streets and
roads' as including all "complete streets" facilities that are typically included in the roadway right-
of-way and/or documented on roadway standard plans, including travel lanes, bike lanes, planting
strips, sidewalks, crosswalks, midblock crossings, traffic signals, roundabouts, overhead signage,
lighting, etc. Note that trails and pathways that are not within the public transportation right-of-
way are not allowed to be included in the TIF project list. Typically, these projects include trails
and pathways through park properties or on access easements through private property.
The multimodal TIF project list was based on Ihe 202l Transportation Master Plan, which
identified multimodal transportation projects needed in the next 20 years to meet the adopted
multimodal policies and ensure that adequate facilities are provided for all travel modes. Fehr &
Peers worked with the City to develop the TIF project list by removing projects that were not
eligible for TtF funding. Removed projects did not add multimodal capacity, addressed only
maintenance or safety, or addressed existing deficiencies. As a result, the TIF project list includes a
network of vehicular, biking, walking, and transit-supportive projects on the city's roadway
system. The resulting project list is shown in Table 1, and mapped in Appendix A.
"EXHIBIT 1"
5
&Draft Transportation lmpact Fee Rate Study - February 2021
Table 1: lmpact Fee Eligible Project List
"EXHtBIT 1"
$400,000Change channelization to provide WB/EB left turn pockets and
optimize signal timingP-3
108th Ave SE (SR 51 5)
at SE 192nd St
$100,000
For the EB approach, add a new signal head for right turns, and
add an overlap phase to the EB right turn movements and
optimize signal timing
P-4
108th Ave SE (SR 51 5)
at SE 208th St
$1 00,000
Forthe EB and WB approaches, add a new signal head for right
turns, and add an overlap phase to the EB and WB right turn
movements and optimize signal timing.
104th Ave SE (SR515)
at sE 240th stP-5
$200,000Evaluate and construct a RRFB in the vicinity of SE 223rd St1 16th Ave SE at SE
223rd ST
P-6
$33,000,000
Widen to 3 lanes with a buffered or separated bike lane from SE
208th St to sE 228th St. Fill sidewalk gaps. Evaluate a full
nalized intersection at 132nd Ave SE/SE 224th St.sr9
1 32nd Ave SEP,7
$20,000,0001 32nd Ave SE
Widen to 3 lanes with a buffered or separated bike lane from SE
228th St to SE 240th St. Fill sidewalk gaps. Evaluate a pedestrian
at 132nd Ave SE and the vicinity of SE 234th St.crossrng
P-8
$13,000,000
Widen to 3 lanes with a buffered or separated bike lane and with
pedestrian facilities from SE 240th St to SE 248th St. Construct
enhanced crossings at 132nd Ave SE and SE 245th St.
P-1 0 1 32nd Ave SE
$9,000,000Widen to 3 lanes with a buffered or separated bike lane and with
facilities from SE 248th St to SE 256th St.pedestrianP-1 1 132nd Ave SE
$20,000,000
Widen to 3 lanes with a buffered or separated bike lane and with
pedestrian facilities from SE 256th St to SE 272nd St. Construct
enhanced crossings at 132nd Ave SE and the Park and Ride and
at 132nd Ave SE and 263rd St. lntersection improvements at
132nd Ave SE and SE Kent-Kangley Rd'
132nd Ave SEP-12
$'1,000,000Sidewalk on west side from SE 276th St to SE 278th StP-13 1 32nd Ave SE
$7s0,000
Convert from 4 lanes to 3 lanes (Road Diet) from James St o
Willis St. Construct a separated bike lane. Construct a bicycle
intersection treatment at 4th Ave/Meeker St to transition
bicyclists to the separated bikeway. Crossing improvements at
4th Ave N and W Harrison St by installing RRFBS. Construct
bicycle intersection improvements at 4th Ave N/James St.
P-',I5 4th Ave N
$6,000,000Construct protected bicycle facilities from Titus St and 97th Pl SP-19 E Canyon Dr
$3,000,000Construct bicycle facilities and fill sidewalk gaps from 97th Pl S
and SE Kent-Ka Rd
E Canyon DrlSE 256th
StP-20
$2s0,000James St
Road Diet (4 to 3 lanes) with striped bike lanes from Washington
Ave and the lnterurban Trail including a traffic analysis prior to
design
P-22
$34s,000James St at the
lnterurban Trail
Rebuild traffic signal and Crossing lmprovementsP-24
Roadway Project Description
Cost
EstimateID
6
fi Draft Transportation lmpact Fee Rate Study - February 2021
P-25 James St Sidewalks (Both sides) from 1st Ave N and Railroad Ave N $1 s0,000
''EXHIBIT 1"
$7s0,000HAWK/PHB pedestrian crossing signal between Jason Ave N and
Prospect AveP-26 James St
$s00,000Sidewalks on north side of Meeker from SR 515 to Frager Rd and
on Frager Rd from Meeker Street to the golf course crossingP-28 Meeker St/Frager Rd
$2,200,000lntersection improvements (bicycle, pedestrian, and transit
facilities)P-30
Meeker St at 64th Ave
S
$1,900,000Bicycle and pedestrian facilities (South Side Only) from 64th Ave
S to East of SchoolP-3 1 Meeker St
$6s0,000Meeker St New traffic signal between 64th Ave S and Washington AveP-32
$2,s00,000Bicycle and pedestrian facilities (South Side Only) from just east
of the Elementary School and Washington AveMeeker StP-33
$7s0,000Construct east and westbound right turn pockets and modify
signal phasing; ADA Curb ramPs and crossing improvements
Meeker St at
Washington Ave NP-34
$2,000,000Pedestrian facilities on the south side of Meeker St from
Washington Ave to Lincoln Ave.P-35 Meeker St
$1,2s0,000Construct a roundabout at Meeker St and Lincoln Ave'P-36 Meeker St at N Lincoln
Ave
$2s0,000Meeker St New midblock crossing between S 6th Ave and S 4th AveP-37
$12,s00,000Construct vertically protected bike lanes and sidewalks from SR
516 and S 240th StMilitary RdP-38
$10,000,000Military Rd
Widen to provide a center turn lane, a vertical protected bike
lane, and sidewalks on both sides of the street from S 240th St
and S 246th St
P-39
$8,000,000
Widen to provide a center turn lane, a vertical protected bike
lane, and sidewalks on both sides of the street from S 246th St
and S 253rd St
P-40 Military Rd
$s,000,000
Widen to provide a center turn lane, a vertical protected bike
lane, and sidewalks on both sides of the street from S 253rd St
and Reith Rd
P-41 Military Rd
$7s0,000
Realign the intersection and widen the approaches to provide
eastbound and westbound left turn pockets and a westbound
right turn pocket,
P-42
Military Rd at Reith
Rd/s 260th st
$8,000,000Military Rd
Widen to provide a center turn lane, a vertical protected bike
lane, and sidewalks on both sides of the street from Reith Rd to
s 264th St
P-43
$8,000,000
Widen to provide a center turn lane, a vertical protected bike
lane, and sidewalks on both sides of the street from S 264th St to
S 272nd St
P-44 Military Rd
$7s0,000Construct 3 enhanced pedestrian crossings (RRFBs) at S 268th St,
s 248th St, S 254th StP-45 Military Rd
$7s0,000Convert to 3 lanes with striped bike lanes and pedestrian
facilities from Military Rd to 38th Ave SP-54 Reith Rd
7
n Draft Transportation lmpact Fee Rate Study - February 2021
"EXHIBIT 1"
Convert the intersections of S 253rd Rd and Lake Fenwick Rd
from two-way stop control to compact roundabouts. Convert
Reith Rd from S 253rd Rd and Kent-Des Moines Rd from 4 to 3
lanes
P- 55 Reith Rd $ 1,000,000
$4,000,000Construct sidewalks and bike facilities from Frager Rd to the
Green River Trail and Bridge Replacements 212th StP-57
$60,000lmprove sidewalks and bike facilities from the Green River Trail
and the lnterurban Trails 21zth StP-58
$1s0,000Bicycle intersection treatments at Riverview Blvd S, 72nd Ave S,
B4th Avenue SP-60 s 21zth St
$60,000SR 167 NB at S 212th
St
Add overlap to NB right turn and optimize signal timing.P-61
$20,000lmprove sidewalks and bike facilities from the Green River Trail
and the lnterurban TrailP-63 s 228th St
$300,000Fill sidewalks gaps from S 228th St to S 224th StP-65 83rd Ave S
$10,600,000Widen 3 lanes with sidewalks on both sides from 94th Pl S to S
216th StP-66 S 218th St/ 98th Ave S
$ 1 2,000,000
Widen to 3 lanes with sidewalks on both sides from 98th Ave S
tO 108th Ave SE/SR 515. Modifythe traffic signal at 1O8th Ave
SE/SR 515 to include flashing yellow arrows for northbound and
southbound left turns
s 216ih StP-67
$ 1 ,000,000Construct left turn pocketsP-69
S 272nd St at Star
Lake Rd
$750,000Add a second right turn laneP-70
l-5 SB Off-ramp at S
272nd St
$ 1 0,000,000Add 12 ft shared use path on the northside and a 5ft sidewalk to
southside from the l-5 SB Off-ramp to Military RdP-71 S 272nd St
$100,000
Remove the westbound right turn pocket, and add northbound,
southbound, and eastbound flashing yellow arrows at SE 240th
St and 102nd Ave SE.
SE 240th St at '102nd
Ave SE
P-74
$2,000,000sE 240th st
Convert from 5 to 3 lanes with bike lanes from 116th Ave SE and
132nd Ave SE. Add left and right turn lanes on the west leg of SE
240th St and 1 1 6th Ave SE and 1 32nd Ave SE
P-75
$22s,000SE 240th St at Clark
Lake Park
New pedestrian crossingP-76
$100,000SE 248th St at 104th
Ave SE
Signal timing improvements (lTS upgrades, additional time to
north-south movements, lead n intervals, etc.).P-77
$4,000,000Construct a single-lane roundaboutP-78 SE 248th St at 1 1 6th
Ave SE
$ 1 ,s00,000Shared use path on one side from 132nd Ave SE and 148th Ave
SE
P-79 sE 256th St
$7s0,000HAWK/PHB pedestrian crossing signal
SE 272nd St at 148th
Ave SE (Lake
Meridian)
P-80
B
/&Draft Transportation lmpact Fee Rate Study - February 2021
"EXHIBIT 1''
Construct bicycle facilities to connect Earth Works Parks and
Downtown (Titus across Senior Center to Kennebeck, Kennebeck
from Senior Center to Meeker, Meeker from Kennebeck to
lnterurban)
P-85 Multiple Streets $7s0,000
$2s0,000West Valley Hwy (SR
181) at S 196th St
Optimize signal timing and reconfigure lanes to add a
turn lane and remove one westbound thru lane'westbound rightP-86
$60,000
For the WB approach, add a new signal head for right turns, and
add an overlap phase to the WB right turn movement. Optimize
signal timing.
P-87
West Valley Hwy (SR
181) at S 212th St
$2s0,000Sidewalk gaps across Union Pacific RailroadP-88 Willis St
$3s0,000
Construct pedestrian facility on north side from SR 181 and new
Naden Avenue. Crossing improvements at the SR 167 SB off
ramp and at the SR 167 NB on ramP
Willis StP-89
$s00,000Construct a shared use path on the north side of Willis from
Union Pacific Railroad to 4th Ave NP-90 Willis St
$s00,000Construct a shared use path on the south side of Willis from
Union Pacific Railroad to 4th Ave NP,91 Willis St
$7s0,000New traffic signal between Meeker St and SR 516Washington AveP-94
$295,897Construct new RRFB between Novak Ln and Woodford Ave NP-95 Central Ave N
$295,897Construct new RRFB between Woodford Ave N and E George StP-96 Central Ave N
929s,897Construct new RRFB east of 104th Ave SEP-97 SE 240th St east of
104th Ave SE
$29s,897Construct new RRFB south of SE 256th StP-98
104th Ave SE south of
sE 256th St
$630,000Pedestrian Hybrid Beacon (PHB) on 108th Ave SE at the Kent
Panther Lake Library (20600 block)P-99 108th Ave SE at
Panther Lake Library
$60,000Add new right turn signal head for NB approach, add overlap to
NB right turn and optim ize signal timingP-1 00 Pacific Highway S (SR
99)/S 272nd St
s227,693,588Total Capital Cost
9
/&Draft Transportation lmpact Fee Rate Study - February 2021
Person Trip Growth
Determining the growth in travel demand caused by new development is a key requirement for a
TIF program. To associate growth with travel demand, the total eligible costs of projects on the
TIF project list ($98M) is divided by the total growth in person trips in Kent based on development
expected over the next 20 years to determine a cost per person trip. Fehr & Peers developed a
method to calculate growth in PM peak hour person trips using data from Kent's travel demand
forecasting model, trip rates from the lnstitute of Transportation Engineers (lTE), and household
survey data from the Puget Sound Regional Council (PSRC). To calculate PM peak hour person
trips, a trip was considered as travel between an origin and a destination. Each trip has two trip
ends, one each at the origin and destination. Trip ends represent the persons coming to and from
a given land use. As described in the introduction, this updated multimodal TIF is based on
"person" trip ends rather than "vehicle" trip ends because the TMP prioritizes accommodating
mobility by all modes, not just vehicles. The calculation of person trips required several steps
summarized below:
Translate the land use data in the Kent travel model into a format used for impact fees.
a. Total household growth was converted to single-family and multi-family units based
on Kent housing statistics:
i. Currently,50o/o of all housing units in Kent are single-family
ii. ln 2040, 45o/o of all housing units will be single-family
b. Next, employees were converted by different land use sectors into square footage
using standard estimates of square feet per employee, listed below:
i. 400 square feet per retail employee
ii. 300 square feet per office/government service employee
iii. 500 square feet per manufacturing/warehouse employee
iv. 300 square feet per all other employees
Table 2 shows the resulting calculations for each land use from the PSRC model
"EXHlBlr 1"
10
&Draft Transportation lmpact Fee Rate Study - February 2021
Table 2: Estimating Growth in Dwelling Units and Square Footage
..EXHIBIT I''
Households 45,496
Retail 9,696
Office 23,619
Education 3,603
Light
"-7 ^a1lndustrial
University 78
DU = dwelling unit
SF = square feet
400
400
300
s00
45,496
3,878
9,448
1,081
18,820
78
53,950
12,792
36,425
2,785
39,708
96
400
400
300
s00
53,950
5,117
14,570
835
19,854
96
2040
Total
minus
201 8
Total
8,454
1,239
5,122
-246
1,034
18
Households
Retail
Office
Education
Light
lndustrial
University
Z. Estimating the trip ends associated with the land use growth using a ratio of the person
trip rate to vehicle trip rates from the PSRC Household Travel Survey and vehicle trip rates
from the lTE.
a. pM peak hour vehicle trip rates for each land use category were taken from the ITE
Trip Generation Manual, 1Oth Edition. The major categories used include:
i. Single family dwelling unit
ii. Multi-family dwelling unit
iii. Retail
iv. Office (finance, insurance, real estate, other services)
v. Educational employment/school enrollment
vi. Manufacturing/warehousing
b. lt is more defensible to use ITE vehicle trip generation rates and then factor the
vehicle rates by a well-documented ratio of person trips to vehicle trips. Conversion
factors from PSRC Household Travel Survey were used to convert from ITE vehicle trip
rates to Person triP rates.
2018 PSRC Model
Totols
Totsls in
DU/SF
2040 PSRC Model
Totols
Conversion Totols inConversion
to SF DU/SFto SF
=Total New
Growth ln
DU/SF
11
fi Draft Transportation lmpact Fee Rate Study - Februa ry 2021
Table 3: Vehicle Trip to Person Trip Ratios
"EXHIBIT 1"
1.4355
0.725
1.403
2.1375
1.4708
1,529.50
6,924.50
3,866.2s
-24.48
-245.40
Single Family
Multi-Family
Office
Government
Single Family
Multi-Family
Office
Government
Primary Education
lndustrial/
Warehousing
Retail/Recreation/
Restaurant
0.99
0.5
1.15
1.71
1.45
1.45
1.22
1.25
1.44
0.73
1.4
2.14
1.45
0.43
4.76
0.'19
x
Primary Education 1.18 1'25
lndustrial/Warehousing 0.4 1'08
Retail/Recreation/ 3.81 1.25
Restaurant
University 0.15 1.25
1 . pM peak hour vehicle trip rate from ITE Trip Generation Handbook, 1oth Edition
3. Total pM peak hour person trips within the City were ultimately calculated by multiplying
the pM peak person trip rate by the total growth in dwelling units and non-residential
square footage, depending on the land use.
Table 4: Growth in Person TriPs
0.9
0.9
0.9
0.6
x x
2,196
5,020
4,882
-47
-325
3,s39
3
15,714
0.432 1,033.40
4.7625 1,238.52
0.1875 18.00
Total Growth in Person TriPs
446
ITE Vehicle
Trip Ratet
Generalized Land Use
Category
Vehicle-to-Person
Trip Ratio
Person Trip
Rate
Generalized Land
Use Category
Pass-by
Adjustment
Person Trip
Rate
Total
Growth in
Square Feet
or Dwelling
Units
Growth in
Person Trips
University 0.9
12
8 Draft Transportation lmpact Fee Rate Study - Februa ry 2021
This total PM peak hour person trip growth will be used in the calculation of transportation
impact fees rate.
Impact Fee Eligible Costs
To meet GMA requirements, the TIF methodology must separate the share of project costs that
address existing deficiencies from the share of project costs that add multimodal capacity and
serve new growth. The resulting growth-related improvement costs are then further separated to
identify the share of growth related to land development in Kent versus growth from outside of
the City. New development in Kent cannot be charged a fee to pay for the capacity needs
generated by development outside of the City. Figure 3 shows the calculation steps for
determining the total impact fee eligible cost.
ffi
''EXHIBIT 1"
#ffi
Figure 3: lmpact Fee Elig
T ra n s po rtotio n Deficie n c ies
lmpact fees cannot be used to pay the costs of addressing safety, maintenance, or existing level
of service deficiencies. To determine the existing deficiency for each project, projects were split
into two groups, motorized and non-motorized depending if the capacity improvements were
primarily auto oriented or multimodal. For auto-oriented projects, the existing deficiency
percentage is zero, because all intersections and study corridors currently meet the LOS standards
documented in the TMP. For projects more focused on accommodating walking and biking, the
existing deficiency is calculated by dividing the number of person trip ends in 2018 by the person
trips ends in 204O.This calculation approximates the percentage of person trips that would use
the facility today if it were constructed and resulted in 84o/o existing deficiency being applied to all
non-motorized projects. Therefore, 100o/o of auto project costs and 160/o of multimodal project
costs are not addressing existing deficiencies and can be included in calculation for the total
impact fee eligible cost.
Percent of Growth in Kent
With deficiencies accounted for, all the remaining project costs are related to supporting new
growth in trips. However, not all the forecast trip growth comes from Kent development - there is
ffi ffi
.100%o(1 -0.0forauto
projects)
. 16Yo (1 - 0.84 for
multimodal projects)
Not Existing
Deficiency
/o
Project
Cost
lmpact Fee
Eligible
Cost
o 75"/olor bicycle
projects
o 90% for pedestrian
projects
. % by subarea for
auto projects
within
Pe rce ntage
of Growth
'1 3
n Draft Transportation lmpact Fee Rate Study - February 2021
a portion of growth that comes from surrounding jurisdictions. Kent does not have the authority
to charge growth in neighboring jurisdictions for their share of building new transportation
infrastructure. To account for this statutory limitation, adjustments were made for trips that pass-
through Kent or only have one end of the trip starting or ending in Kent. The percentage of non-
motorized trips attributed to city growth is75o/o for bicycle projects, and 90o/o for pedestrian
projects; both percentages are best practices used by other communities in the Puget Sound,
including Kirkland and Federal Way.
For motorized projects, Fehr & Peers analyzed traffic forecasts generated by Kent's travel model
in four different areas of the City where TIF projects are located to find the portion of trips
relating to outside growth in each area (East Kent, Downtown, MlC, and Midway). For each
motorized project, the portion of growth within the city, including half of all trips that begin or
end outside of Kent, was calculated to be the following percentages for each subarea:
. East Kent = 58.2%
' Downtown = 64.80/o
' Midway = 39,8o/o
' MIC = 30.0o/o
Cost Allocation Results
The total prioritized project list has a cost estimate of $253,783,588 and includes 96 projects. 50
of these projects are impact fee eligible and have a total cost of $227,693,588. After applying the
existing deficiency calculation and multiplying by the percentage of growth within the city, the
total eligible impact fee cost comes to $98,285,193. This final cost is then divided by the growth in
person trips from 2018 to 2040 to calculate the maximum allowable cost per PM peak hour
person trip.
MaximumAltowabIeCostperPMPeqkHourPersonTrip=
Table s summarizes the impact fee eligible costs, and maximum allowable cost per person trip.
Total lmpact Fee Project Cost $227,693,588
Total Eligible lmpact Fee Cost $98,28s,1 93
Growth in Person TriP Ends 15,714
"EXHIBIT 1''
Table 5: lmpact Fee Costs
Maximum Allowable Cost per Person Trip s6,254.63
14
fi Draft Transportation lmpact Fee Rate Study - February 2021
It is important to note that the $6,254 cost per PM Peak Hour Person Trip represents the
maximum TIF amount that can be charged based on legal and technical requirements. When
taking all the above calculations into consideration, the multimodalTlF program could contribute
up to 43 percent of the total $ZZZ million capital cost of the improvement projects. City matching
funds, new grants, separate developer contributions, and other sources would provide the
remaining 57 percent of the total project costs. However, the TIF rate can be set at a lower rate for
many reasons:
"EXHIBIT 1"
Larger Share of External Funding: lf Kent is more successful at securing external
funding, the TIF is reduced.
lmplementation of Fewer Projects: The project list is based on the TMP's vision for the
transportation system over the next 20 years. Depending on growth pressures, changing
travel preferences, funding availability, and many other reasons, the City may choose to
implement fewer system expansion projects, which would lower the TIF rate.
Balancing the Cost to Developers: While Kent seeks to have "growth pay for growth,"
there are economic realities that must be considered when setting the TIF rate including
what costs can reasonably be borne by developers. With this in mind, many cities elect to
adopt a lower rate than the legal maximum to ensure TIF rates are in-line with
neighboring jurisdictions while continuing to have developers pay a reasonable share of
expanding the transportation system.
a
I
TIF Reductions
The City of Kent's current TIF ordinance includes vehicle trip reductions for the City's Downtown
subarea. The current reduction program accommodates a fee reduction between 19o/o and 32o/o in
downtown depending on the land use category. This reduction is based on more urbanized
development patterns, including mixed-use and transit-oriented development downtown.
Because the current TIF is vehicle-based, it is straightforward to translate the reduction in vehicle
trips to a lower TIF through research showing higher internalization and shorter trips in more
urban areas.
The new multimodal TIF also proposes to provide a fee reduction for development in Downtown
and Midway; however, the reductions proposed are slightly different than the current program,
reflecting new methodology and updated data. The following sections describe how the new TIF
program accounts for the differential impact of modal trips on the transportation system, and the
end of the section outlines the recommended option for applying the new subarea reductions.
Person Trip lmpacts
Not all person trips have the same impact - different modes have varying footprints on the City's
transportation system, as described below and illustrated in Figure 4.
15
/&Draft Transportatiein lrnpaet Fee Rate Study -- February 2021
Figure 4: Physical Space BY Modes
Bicyclists lllatking Transit
"EXHIBIT 1"
?-f n
180
sq-ft.
72
sq.ft.
22.5
sq- ft.
16.2
6q.ft
5.4
sq.ft.
a Drive Alone (or single occupancy vehicles, SOVs) trips take up '180 square feet on
average, based on the size of a typical passenger vehicle. Compared to a drive alone trip:
o Carpools (or high occupancy vehicles, HOVs) take up 60% less space than driving
alone per person trip. This was estimated using the PSRC regional travel model
estimate that the average carpool carries 2.2 people.
Bicycfists use 87.5o/o less space per person trip. This estimate was developed using a
conservative assumption that bicycles are roughly a quarter the size of a car and no
more than half of cyclists (and more likely fewer than 20 percent) are using arterial
travel lanes (the remaining cyclists are using existing exclusive facilities, which include
trails and bike lanes).
Walking takes virtually no space from vehicles in built-out areas with sidewalks
(which is one major reason that filling sidewalk gaps on major streets is an important
focus in Kent's TMP). However, for the purposes of this program, it is assumed that
pedestrians consume 91% less of the roadway space than drive alone travel. This
percentage was based on the fact that pedestrians crossing the street reduce vehicle
capacity slightly and that bulb-outs, crossing islands, and other pedestrian crossing
treatments can consume roadway space.
Transit requires roughly 97o/oless space per person trip than driving alone. This was
based on each full bus requiring 5 square feet of space per passenger'
o
o
o
Ilrive alone
ft fr
CrrSoolt
16
&Draft Transportation lmpact Fee Rate Study - February 2021
This TIF program considers how mode split differs throughout the City and provides reductions
for those areas where more space efficient modes, like walking, biking, and transit are more
prevalent. This approach is modeled after a similar approach developed and adopted by the City
of Portland, Oregon and Bellingham, Washington'
Using the above data, a TIF reduction in Downtown and Midway is justifiable given that new
growth in these areas will generate a smaller portion of drive alone trips compared to the rest of
the city.
Person Trip Discounts
Multiple data sources were used to calculate the mode share in Downtown, Midway, and the rest
of Kent. Using the 2017-2019 PSRC Household Travel Survey, the total driving mode share was
calculated for the entire City of Kent. To get a detailed mode share for the city, the survey data for
Kent, Bellevue, Tacoma, and Tukwila was used to calculate the split of SOV, HOV, walk, bike, and
transit trips based on the initial driving mode share for Kent. The survey data from multiple cities
was used to create a statistically valid sample size; Bellevue, Tacoma, and Tukwila were chosen to
represent Kent's transportation vision of becoming more urban over a 20-year planning horizon.
To supplement the data from the PSRC household travel survey, Fehr & Peers ran the MXD+
mixed-use trip generation analysis tools on representative development sites in Downtown and
Midway. MXD+ is a peer-reviewed mixed-use trip generation model that takes localized land use
and transit conditions into account to estimate person trips split out by auto and non-auto
modes. MXD+ was developed using more than 225 projects from across the Country, including
more than 20 in Western Washington. The model was also validated against more than 60
independent sites. Earlier versions of MXD+ have been prepared for and adopted for use by the
US EPA, the San Diego Council of Governments, and the Washington, DC Department of
Transportation. MXD+ blends methods from lTE, National Cooperative Highway Research
Program, and independent regression models to estimate person trip generation'
After running MXD+ for Downtown and Midway, the reduction in vehicle trips in each subarea
due to internalization and non-auto trips was applied to the driving mode share calculated for the
entire city, and the non-driving mode split was reproportioned using the new reduced driving
mode share. The MXD+ analysis results are presented in Table 6 below.
''EXHIBIT 1"
17
&Draft Transportation lmpact Fee Rate Study - February 2021
"EXHIBIT 1"
Table 6: Mode Share &Calculations
Land Use Eligibility
All land uses proposed within Downtown or Midway are eligible for the TIF reduction with the
exception of auto-oriented land uses, such as service stations, car sales, and industrial uses, that
would likely not have higher non-auto mode shares.
lndustrial Land Uses
Consistent with the discounts recommended in the Downtown and Midway areas, recognizing
that more person trips are made by space efficient modes, we recommend that additional
adjustments be made for industrial land uses throughout the city. Freight trips generated by the
industrial and manufacturing land uses require much more space than a standard passenger
vehicle, and thus require more capacity and infrastructure investment. Applying this same physical
space calculation to industrial uses can ensure new development contributes to infrastructure
improvement costs.
To calculate an adjustment based on physical space, the trip generation for large trucks during
the pM peak hour needs to be estimated. Fehr & Peers reviewed two key sources: lhe ITE Trip
Generation Handbook, 3d Edition, Appendix l: Truck Trip Generation and Research (which
synthesizes freight trip generation data from the Federal Highway Administration and National
Cooperative Highway Research Program) and the truck adjustment factor applied in the City of
Auburn's transportation impact fee program. Table 7 summarizes PM peak hour trip percentages
at driveways for various industrial uses based on our review of these publications.
Location
100o/o 130.338o/o 1o/o 3o/o 1o/oRest of Kent 57o/o
-18.0o/o100o/o 106.82o/o 15o/o 7o/oDowntown45o/o 3Oo/o
-11.7o/o1O0o/"1 15.11o/o 11o/o 5o/o49o/o 33o/oMidway
18
n Draft Transportation lmpact Fee Rate Study - February 2021
"EXHIBIT 1"
Mode Share &Calculations
219.2
219.2
174.8
219.2
Table 7:
Light lndustrial/Manufacturing
lndustrial Park
M ini -Warehouse/Storage
Warehousing
10%
10o/o2
5o/o3
1jo/oa
Note:
1 Truck footprint calculated based on the assumption of a 180 square foot cab, 500 square foot trailer, with a 50%
increase in footprint in recognition of large trucks' slower speeds and tendency not to follow other vehicles as
closely.
The ITE Trip Generation Handbook, 3'd Edition, Appendix I notes that truck trips account Ior 1 lo 31o/o of
weekday traffic, with the average at 13%.
The ITE Trip Generation Handbook, 3d Edition, Appendix I notes that truck trips account for 2to 15%o of
weekday traffic.
The ITE Trip Generation Handbook, 3'd Edition, Appendix I notes that truck trips account lor 20o/o of weekday
traffic; high-cu be warehouses saw peak hour truck trips accounted for 9 to 29o/o of driveway volumes.
For all industrial land uses in Kent, the listed adjustments above were applied to the impact fee
rates.
Impact Fee Sdredule
shows the proposed impact fee schedule based on the maximum fee. This rate schedule
includes components such as: vehicle trip generation rates, person trip rates, and new trip
percentages. To develop the proposed maximum impact fee schedule, Fehr & Peers started with
Kent's current fee schedule, and made the following adjustments:
. Based rates off of the maximum rate of $6,254'63 per person trip
. Removed land use categories that are no longer in the ITE Trip Generation Handbook,
1oth Edition
. Updated PM peak vehicle trip rates to be consistent with the ITE Trip Generation
Handbook,'l Oth Edition
. Added new land use category for accessory dwelling units (ADUs)
. Consolidated select retail categories, such as drive-in bank, to the shopping center land
use
. Updated the non-pass by trip percentages to reflect best practices
Table 9 and show the fee schedule for Downtown and Midway, using the subarea
reductions.
1,020
1,020
1,020
1,020
+68.3o/o
+68.3o/o
+34.1o/o
+68.3o/o
2.
3.
4.
Avg Weighted Space
Usage/Person Trip in Sq Ft
AdjustmentLand Use Truck % Sq. Ftl
19
n Draft Transportation lmpact Fee Rate Study - February 2021
ln the fee schedule, fees are shown as dollars per unit of development for various land use
categories. The impact fee program is flexible in that if a use does not fit into one of the ITE land
use categories, an impact fee can be calculated based on the development's projected PM peak
hour person trip generation and multiplied by the cost per PM peak hour person trip. ln addition
to land uses that are not listed in the impact fee schedule, detailed trip generation studies are
also generally used for mixed-use developments where some of the person trips would be
expected to stay on-site. lTE, the Transportation Research Board (TRB), and the United States
Environmental Protection Agency (US EPA) all have recommended methods to calculate the
number of internal project trips associated with mixed use development. Methods like the ITE
calculate vehicle trips and the same ratio of vehicle-to-person trips that can be calculated from
the impact fee rate schedule.
Definitions of the TIF land uses are included in Appendix B.
"EXHIBIT 1''
20
8 Draft Transportation lmpact Fee Rate Study - February 2021
"EXHIBIT'1"
Vehicle PM Non-Pass
Peak by
Trips/Unitr Percentage
Vehicle- PM
to- Peak
Person Person
Trip Trip
Ratioz Rate
lmpact Fee Rate
ITE Land Use Code
Land Use
Codea
lJ nitsr
New
Trip
vehicle
Rate
Table 8: City of Kent lmpact Fee Schedule Based on Maximum Cost Per Trip
Single Family
'l -2 Story Multifownhome/ADU
Midrise Story Multi/Townhome/Condo
Highrise Story Multi^ownhome/Condo
Senior Housing
Mobile Home in MH Park
210
220
221
222
251
240
dwelling
dwelling
dwelling
dwelling
dwelling
dwelling
0.99
0.s6
0.44
0.36
0.30
0.46
100"/.
100o/o
100o/o
100o/o
100%
100%
0.99
0.56
O,M
0.36
0.30
0.46
1.45
1.44
0.81
0.64
0.s2
0.44
0.67
$8,978.s2
$5,078.76
$3,990.4s
$3,264.91
$2,720.76
$4,171.84
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
Hotel
Motel
310
320
room
room
100"/.
100"/o
0.60
0.38
0.60
0.38
1.45
0.87
0.55
per room
per room
$5,441.s2
$3,445.30
Service Station
Service Station w/ Mini-mart
Car Sales New/Used
944
945
841
942
VFP
VFP
sflcFA
STGLA
14.03
13.99
3.75
2.25
38o/o
38%
80"/.
70%
5.33
5.32
3.00
1.58
1.25
6.66
6.65
1.97
$41,682.39
$41,s63.5s
$23.45
$12.31
per VFP
per VFP
per sflcFA
per sflGLAAuto Care Center
Health Club 492,493 sflGFA 3.45 750/o 259 1.25 3.23 $20.23 per sflGFA
Elementary School
Middle/JR High School
1.37
1.19
1.10
0.9s
520
Ett
sVGFA
sflGFA
80%
80o/o
t.26
1.38
1.20
$8.54
$7.s0
per sflGFA
per sflGFA
21
&
530
565
2s4,620
560
610
"EXHIBIT 1"
0.97
11.12
0.48
0.49
0.97
$6.1 2
$8.76
$3,782.80
$3.86
$6.12
per sflGFA
per sflGFA
per bed
per sflGFA
per sflGFA
Draft Transportation lmpact Fee Rate Study -February 2021
High School
Day Care Center
Assisted Living, Nursing Home
Church
Hospital
sflGFA
sflGFA
bed
sllGFA
sflGFA
80o/o
10o/o
1Q1o/o
100%
80"/o
0.78
1.1 I
0.48
0A9
0.78
0.98
1.40
0.50
0.62
0.98
Quality Restaurant
High Turnover Restaurant
Fast Food Restaurant
Espresso w/ Drive-Thru
931
932
934
938
sflGFA
sflGFA
sflGFA
sl/GFA
7.80
9.77
32.67
83.30
4.37
5.57
16.34
16.66
5.46
6.96
20.42
20.83
$34.1 s
$43.s4
$127.71
$1 30.2s
per sflGFA
per sflGFA
per sflcFA
per sflGFA
560/o
57"/o
50o/o
20%
Library
Post office
Movie Theater
Shopping Center
Su permarket
Convenience Market
Free Standing Discount Store'
Hardware/Paint Store
Furniture Store
Home lmprovement SuPerstore
Pharmacy w/ Drive-Thru
590
732
444,445
820
850
851
81 3, 81 5,
8s7, 863,864
815
890
862
881
sflcFA
silGFA
seat
sflcLA
sf lGFA
sflcFA
sflcFA
sflc FA
sflGFA
sflGFA
sflcFA
8.16
11.21
0.09
3.81
9.24
49.11
4.52
2.68
0.52
2.33
10.29
6.12
8.41
0.08
2.51
5.73
24.06
3.30
1.07
0.31
1.35
5.25
$47.85
$6s.73
$531.64
$19.66
$44.79
$188.14
$2s.80
$8.38
$2.M
$10.s7
$41.03
per sflGFA
per sflGFA
per seat
per sflGLA
per sflGFA
per sflGFA
per sflGFA
per sflcFA
per sflGFA
per sflcFA
per sflGFA
75"/.
75o/o
85%
650/o
62%
49o/o
73o/o
40"/o
60%
58"/o
51o/o
1.25
7.6s
10.s1
0.10
3.14
7.16
30.08
4.12
1.34
0.39
1.59
6.56
General Officeb 710,715,750 sflcFA 1.1 5 90"/" 1.04 1.22 1.26 $7.90 per sflGFA
22
..EXHIBIT 1''
&Draft Transportation lmpact Fee Rate Study - February 2021
720 sflGFA 3.46 7s% 2.60 3.17 $19.80 Per sflGFAMedical Office
Light lndustrial/Manufacturing
lndustrial Park
Mini-Warehouse/Storage
Warehousing
1 10, 140
130
1s1
150
sflcFA
silGFA
sTGFA
sflGFA
$7.16
$4.ss
$1.s4
$2.1 6
per sflGFA
per sflGFA
per sflGFA
per sflGFA
0.63
0.40
0.17
0.19
100%
100o/o
100%
100"/o
0.63
0.40
0.17
0.19
1.08
0.68
0.43
0.18
0.21
1.
2.
3.
4.
ITE Trip Generation Handbook, 1Oth Edition:4-6 PM Peak Hour Vehicle Trip Generation Rates for the Adjacent Street
The ratio of vehicle trips to person trips as extracted from the PSRC Household Travel Suruey
Dwelling = dwelling uni! room = hotel/motel room available, VFP = vehiclefueling position/pump, sflGFA = square
Traffic (Weekday, 4-6PM)
feet per Gross Floor Area
For land uses with multiple ITE codes, the lowest rate was used, exceptfor:
a. Free Standing Discount store: the five land uses are very similar, so the average rate was used
b. General Office: the rate from land use code 710 was used, even though it is higher than land use code 750, because land use code 750 only has
one observed samPle
23
n Draft Transportation lmpact Fee Rate Study -February 2021
"EXHIBIT 1"
Vehicle PM Non-Pass
Peak by
Trips/Unitr Percentage
vehicle- PM
to- Peak
Person Person
Trip Trip
Ratio? Rate
lmpact Fee RateITE Land Use Code
Land Use
Codea
Unitss
New
Trip
Vehicle
Rate
Table 9: Gity of Kent lmpact Fee Schedule - Downtown Based on Maximum Cost Per Trip
Single Family
1-2 Story Multi/Iownhome/ADU
Midrise Story Multi^ownhome/Condo
Highrise Story Multi/fownhome/Condo
Senior Housing
Mobile Home in MH Park
210
220
221
222
251
240
dwelling
dwelling
dwelling
dwelling
dwelling
dwelling
0.99
0.56
0.44
0.36
0.30
0.45
100"/"
10Oo/o
100"/o
100%
100o/o
100%
0.99
0.56
0.44
0.36
0.30
0.46
1.44
0.81
0.64
0.52
0.44
0.67
1.45
$7,361.43
$4,164.04
$3,271.7s
$2,676.88
$2,230.74
$3A20.46
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
Hotel
Motel
310
320
room
room
0.60
0.38
100Vo
100"/o
$4,461.47
$2,82s.60
per room
per room
0.60
0.38
1.45
0.87
0.5s
Seruice Station
Service Station w/ Mini-mart
Car Sales New/Used
Auto Care Center
944
or(
841
942
VFP
VFP
sflGFA
sflGLA
14.03
13.99
3.75
2.25
38%
38"/o
807o
70/o
5.33
5.32
3.00
1.58
1.25
6.66
6.65
3.75
1.97
$41,682.39
$41,s63.5s
$23.4s
112.31
per VFP
per VFP
per sflcFA
per sflGLA
Health Club 492,493 sflGFA 3.45 75o/o 2.59 1.25 3.23 $16.59 per sflGFA
Elementary School
Middle/JR High School
High School
s20
E )'
s30
sflGFA
sflGFA
sflcFA
1.37
1.19
0.97
80o/o
80%
80%
1 .10
0.95
0.78
1.26
1.38
1.20
0.98
$7.08
$6.1 s
$s.01
per sflGFA
per sflGFA
per sflGFA
24
8 Draft Transportation lmpact Fee Rate Study - February 2021
,'EXHIBIT 1"
11.12
0.48
0.49
0.97
Day Care Center
Assisted Living, Nursing Home
Church
Hospital
565
254,620
s60
610
sflGFA
bed
sVGFA
sflcFA
10"/o
100%
100o/o
80Vo
1.11
0.48
0.49
0.78
1.40
0.60
0.62
0.98
$7.19
$3,101.49
$3.17
$s.01
per sflGFA
per bed
per sflGFA
per sflGFA
Quality Restaurant
High Turnover Restaurant
Fast Food Restaurant
Espresso w/ Drive-Thru
931
932
934
938
sflGFA
sflcFA
sflc FA
s{lGFA
7.80
9.77
32.67
83.30
4.37
5.57
16.34
16.66
5.46
5.96
20.42
20.83
$28.00
$3s.70
$104.71
$106.79
per sflGFA
per sflGFA
per sflGFA
per sflGFA
560/o
57%
50o/o
ZQo/o
Library
Post Office
Movie Theater
Shopping Center
Supermarket
Convenience Market
Free Standing Discount Storea
Hardware/Paint Store
Furniture Store
Home lmprovement Superstore
Pharmacy w/ Drive-Thru
590
732
444,445
820
8s0
851
81 3, 81 5,
857, 863, 864
816
890
862
881
sflGFA
sl/GFA
seat
sflGLA
silGFA
sflGFA
sflGFA
sf /GFA
sflGFA
sf/GFA
sflGFA
8.16
11.2'l
0.09
3.81
9.24
49.11
4.52
2.68
0.52
2.33
10.29
6.12
8.41
0.08
2.51
5.73
24.06
3.30
1.07
0.31
1.35
5.25
7.65
10.51
0.10
3.14
7.16
30.08
4.12
1.34
0,39
1.69
6.56
$39.23
$s3.89
$43s.89
$15.12
$36.72
$1s4.25
$21.1 s
$6.87
$2.00
$8.56
$33.64
per sflGFA
per sflGFA
per seat
per sflGLA
per sflGFA
per sflGFA
per sflGFA
per sflGFA
per sflGFA
per sflGFA
per sflGFA
75%
75o/o
85o/o
66%
620/o
49%
73o/o
40"/o
600/o
58%
51Vo
1.25
General Officeb
Medical Office
710, 715,750
720
S?GFA
sflGFA
1.15
3.46
90o/o
75"/o
1.04
2.60
1.22
1.26
3.17
$6.48
$16.24
per sflGFA
per sflcFA
25
"EXHIBIT I"
&Draft Transportation lmpact Fee Rate Study - February 2021
Light lndustrial/Manufacturing 0.63
0.40
0.17
0.19
$7.1 6
$4.ss
$1.s4
$2.16
lndustrial Park
Mini-Warehouse/Storage
Warehousing
110,140
130
1s1
150
sTGFA
stlGFA
sflGFA
sflGFA
0.63
0.40
0.17
0.19
100o/o
100"/"
1O0o/o
100o/o
1.08
0.68
0.43
0.18
o.21
per sflGFA
per sflGFA
per sflGFA
per sflGFA
1.
2.
3.
4.
ITE Trip Generation Handbook, 1Orh Edition:4-6 PM Peak Hour Vehicle Trip Generation Rates for the Adjacent Street
The ratio of vehicle trips to person trips as extracted from the PSRC Household Travel survey
Dwelling = dwelling unit, room = hotel/motel room available, VFP = vehiclefueling position/pump, sflGFA = square
For land uses with multiple ITE codes, the lowest rate was used, except for:
a. Free Standing Discount Store: the five land uses are very similar, so the average rate was used
b. General office: the rate from land use code 710 was used, even though it is higher than land use code 750, because land use code 750 only has
one observed samPle
26
Traffic Weekday,4-6PM)
feet per Gross Floor Area
n Draft Transportation lmpact Fee Rate Study - February 2021
"EXHIBIT 1"
Vehicle PM Non-Pass
Peak by
Trips/Unitt Petcentage
Vehicle- PM
to- Peak
Person Person
Trip Trip
Ratioz Rate
lmpact Fee Rate
ITE Land Use Code
Land Use
Codea
units3
New
Trip
Vehicle
Rate
Table 10: city of Kent lmpact Fee Schedule - Midway Based on Maximum cost Per Trip
Single Family
1 -2 Story Multifl-ownhome/ADU
Midrise Story Multi^ownhome/Condo
Hi ghrise Story Multi/fownhome/Condo
Senior Housing
Mobile Home in MH Park
210
220
221
222
2s1
240
dwelling
dwelling
dwelling
dwelling
dwelling
dwelling
0.99
0.56
0.44
0.36
0.30
0.46
100v.
100"/o
100o/o
100%
100Vo
100%
0.99
0.55
0.44
0.36
0.30
o.46
1.45
1.44
0.81
0.u
0.52
0.44
0.67
$7,930.29
$4,48s.82
$3,524.58
$2,8s3.74
$2,403.12
$3,6U.78
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
per dwelling unit
Hotel
Motel
room
room
100Vo
100o/o
$4,806.24
$3,043.9s
per room
per room
310
320
0.60
0.38
0.60
0.38
1.45
0.87
0.55
Service Station
Service Station w/ Mini-mart
Car Sales NeVUsed
Auto Care Center
5.33
5.32
3.00
1.58
6.66
5.65
) ac
1.97
944
945
841
942
VFP
VFP
sI/GFA
sflcLA
14.03
13.99
3.75
2.25
38%
38Vo
80%
70Vo
1,25
$41,682.39
$41,s63.55
$23.4s
$12.31
per VFP
per VFP
per sflGFA
per sflGLA
Health Club 492,493 sf/GFA 3.45 75% 259 1.25 3.23 $17.87 per sflGFA
Elementary School
Middle/JR High School
High School
s20
522
s30
sYGFA
sflGFA
sflcFA
1.37
1.19
0.97
80o/o
80o/o
807o
1.10
0.95
0.78
1.26
1.38
1.20
0.98
$7.63
$6.63
$s.40
per sflGFA
per sflGFA
per sflcFA
27
/&Draft Transportation lmpact Fee Rate Study -tebruary 2021
"EXHtBtT {"
11.12
0.48
0.49
0.97
Day Care Center
Assisted Living, Nursing Home
Church
Hospital
565
2s4,620
560
610
sflcFA
bed
sflGFA
silGFA
10%
100"/o
100o/o
80%
1.1 1
0.48
0.49
0.78
1.40
0.60
0.62
0.98
$7.74
$3,341.16
$3.41
$s.40
per sflGFA
per bed
per sflcFA
per sflcFA
Quality Restaurant
High Turnover Restaurant
Fast Food Restaurant
Espresso w/ Drive-Thru
931
932
934
938
sflG FA
sTGFA
sf /GFA
sflcFA
7.80
9.77
32.67
83.30
4.37
5.57
16.34
16.66
5.46
6.96
20.42
20.83
$30.1 6
$38.46
$1 12.80
$1 15.05
per sflGFA
per sflGFA
per sflGFA
per sflGFA
56%
57%
50o/o
20%
Library
Post Office
Movie Theater
Shopping Center
Supermarket
Convenience Market
Free Standing Discount Storeu
Hardware/Paint Store
Furniture Store
Home lmprovement SuPerstore
Pharmacy w/ Drive-Thru
s90
732
4M,445
820
8s0
851
81 3, 81 5,
857, 863, 864
816
890
862
881
STGFA
sflGFA
seat
sflGLA
sf/GFA
sflGFA
sl/GFA
sVGFA
stlGFA
sVGFA
sflGFA
8.16
11.21
0.09
3.81
9.24
49.11
4.52
2.68
0.52
2.33
10.29
6.12
8.41
0.08
2.s1
5.73
24.06
3.30
1.07
0.31
1.3s
5.25
7.65
10.51
0.10
3.14
/. tb
30.08
4.12
1.34
0.39
1.69
6.s6
$42.26
$s8.06
$469.s8
$17.36
$39.s6
$166.17
$22.79
$7.40
$2.1 s
$9.33
$36.24
per sflcFA
per sflGFA
per seat
per sflGLA
per sflcFA
per sflGFA
per sflGFA
per sflGFA
per sflcFA
per sflGFA
per sflGFA
75o/o
75o/o
85o/o
66"/o
620/o
49%
73"/o
40o/o
607o
58o/o
51o/o
1.25
General Officeb
Medical Office
710, 715,750
720
sflcFA
sflGFA
1.15
3.46
90o/o
75%
1.04
2.60
1.22
1.26
3.'t7
$6.98
$17.49
per sflGFA
per sflcFA
28
"EXH|BIT 1"
n Draft Transportation lmpact Fee Rate Study -February 2021
Light lndustrial/Manufacturing 110,140
130
151
1s0
sllGFA
sflcFA
sflGFA
sflGFA
0.53
0.40
0.17
0.19
0.63
0.40
0.17
0.19
1.08
100%
100"/o
10Ao/o
100%
0.68
0.43
0.18
0.21
$7.16
$4.ss
$1.54
$2.16
per sflGFA
per sf/GFA
per sflGFA
per sflGFA
lndustrial Park
Mini-Warehouse/Storage
Warehousing
1.
2.
3.
4.
ITE Trip Generation Handbook, 1oth Edition:4-6 PM Peak Hour Vehicle Trip Generation Rates for the Adjacent Street Traffic (Weekday, 4-6PM)
The ratio ofvehicle trips to person trips as extracted from the PSRC Household Travel survey
Dwelling = dwelling unil room = hotel/motel room available, VFP = vehicle fueling position/pump, S/GFA = square feet per Gross Floor Area
For land uses with multiple ITE codes, the lowest rate was used, except for:
a. Free Standing Discount store: the five land uses are very similar, so the average rate was used
b. General Office: the rate from land use code 710 was used, even though it is higher than land use code 750, because land use code 750 only has
one observed samPle
29
&Draft Transportation lmpact Fee Rate Study - February 2021
Appendix A - Impact Fee Project Maps
"EXHtBtT 1"
30
@ KentTMP - DRAFI
lmpact Fee Eligible Proiectr
W Smith St
P-3 1
P-32 P-33
P-30
P-22
P-34P-35 W Meeker
P-36
)e-o+
P-89
"EXHIBIT 1"
W James St
mith St
rn
P-37,.=-o,
Io-
P-90/91
st
ao
,
Y"&+
E
coUz
$"e
7L
I e-oe
z
coo
.sc
6
B
z
Eo
6
a
e
E James St
E Smith St
P-26o
4ur,un
Ra :
o
P-85
.F,
|Jl
f-es
-
tt\
.1S"
o
u%
c
W Gowe St
u' E Guiberson S
W Willis St E Willis St
acoo
.q!
6
=
.]oa
o
q!
9.
lmpact Fee Eligible Proiects:
Downtown
-P-1s O
P-22 (l
oP-)J O
- P-31 (l
rp-ll o
rp-f! o
"'..,P-85 O
rp-g$ o
-P-89
(l
"''" P-90/91
P-24
P-26
P-30
P-32
P-34
P-36
P-37
P-94
P-96
Figure 3 DRAFT - February 2021
lD Roadway Description Cost Estimate
"EXHlBlr 1"KentTMP - DRAFT
lmpact Fee tligible Projects
57s0,000
52s0,000
534s,000
s 1 s0,000
57s0,000
52,200,000
51 ,900,000
s6s0,000
s2,s00,000
57s0,000
s2,000,000
51 ,250,000
s2s0,000
s7s0,000
52s0,000
53s0,000
5s00,000
ss00,000
57s0,000
529s,897
@
I P-l5 4th Ave N
ll P-22 James St
Convert from 4 lanes to 3 lanes (Road Diet) from James St o Willis 5t. Construct a separated bike lane.
Construct a bicycle intersection treatment at 4th Ave/Meeker 5t to transition bicyclists to the separated
bikeway. Crossing improvements at 4th Ave N and W Harrison St by installing RRFBs. Construct bicycle
intersection improvements at 4th Ave N/James 5t.
Road Diet (4 to 3 lanes) with striped bike lanes from Washington Ave and the lnterurban Trail including
a traffic analysis prior to design
Rebuild traffic signal and Crossing lmprovements
Sidewalks (Both sides) from 1 st Ave N and Railroad Ave N
HAWK,/PHB pedestrian crossing signal between Jason Ave N and Prospect Ave
lntersection improvements (bicycle, pedestrian and transitfacilities)
Bicycle and pedestrian facilities (South Side Only) from 64th Ave S to East of Elementary School
New traffic signal between 64th Ave S and Washington Ave
Btcycle and pedestrian facilities (South Side Only) from just east ofthe Elementary School and
Washington Ave
Construct east and westbound right turn pockets and modifu signal phasing; ADA Curb ramps and
crossing improvements
Construct a roundabout at Meeker St and Lincoln Ave.
New midblock crossing between S 6th Ave and 5 4th Ave
Construct bicycle facilities to connect Earth Works Parks and Downtown (Titus across Senior Center to
Kenebeck, Kennebeck from Senior Center to Meeker, Meeker from Kennebeck to lnterurban)
Sidewalk gaps across Union Pacifrc Railroad
Contruct pedestrian facility on north side from 5R 1 8l and new Naden Avenue. Crossing improvements
at the SR 1 67 SB off ramp and at the SR 1 67 NB on ramp
Construct a shared use path on the north side of Willis from Union Pacific Railroad to 4th Ave N
Construct a shared use path on the south side of Willis from Union Pacific Railroad to 4th Ave N
Washinqton Ave New traffic signal belween Meeker St and SR 51 6
Central Ave N Construct new RRFB between Woodford Ave N and E George St
a P-24
T P.25
f P-26
x P-30
I P-31
f P-32
I P-33
I P.34
I P.35
I P-36
u P-37
tr P-85
T P.88
r P-89
tr P-90
Ll P-91
I P-94
I P-96
James St at the
lnterurban Trail
James St
James St
Meeker St at
64th Ave S
Meeker St
Meeker St
Meeker 5t
Meeker St at
Washington
Ave N
Meeker 5t at N
Lincoln Ave
Meeker St
Multiple Streets
Willis St
Willis St
Willis St
Wllis St
Meeker St pedestrian facilities on the south side of Meeker St from Washington Ave to Lincoln Ave
DRAFT - February 2021
"EXHTBIT 1"
s 196 St o
s 199 Pr
P-58
P-87
l(entIMP - DRAFI
lmpact Fee Eligible Projects@
P-86I
I
a
6
a
N@
oo
a
@
a
<5\-
S 202 St S 203 Sr
-__s_?0_0_s_t-_-_
S 208 Sr
E James St S 240 St
s 218 St
a
o1 4
\-o
s
a
@o
a
€€
a
Noa
Ioo
a
s6
a
oo
(t)
NN
a)bq
bo
ss
ula
oO
i:J
P-60o q/
ca
P-60
t-
t
I
I
I
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t
I
t
I
os 212 Sr
-P-57
I_rS
s 220 st
a)
(/)(')
a
@N@s^\gr'v
t_
-t f
o
s 226 StI
I
I -l
I
I
,
I
il-q
-fl
e
St
W Smith St
9
o-
o
tn
W James St
'Q.
oa.eo
a
3
O)
o-
o
*;
t--l--__t Veterans Dr
u.Ja
Oo
tlla
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A{-oo -o
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traI
a
@
dIv E Smith 51
O)
,6
:.Y_E. \'
Gowe
E
(t)W Meeker St
Rd
s 248 St
E Guiberson St ,<.
@l
t---
I
U)
ot
co'(,t
a
E
CoO
a
!
o
r
o
-n
otz.
o
,o
@
-
L]!
?66 st
ha
rV<@oh.tsrS
I
t-
I
II
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
rl
s 26#sr
tl
lrrltill
r,l
j'l_.
lmpact Fee Eligible Projects:
MIC
O p-oo -P-57O p-eo P-s8
O p-ez r p-gl
O p-ss P-6s
DRAFT - February 2021Figure 4
"EXHIBIT 1''KentTMP - DRAFI
lmpact Fee Eligible Ptojects
54,000,000
560,000
51 s0,000
520,000
5300,000
5250,000
s60,000
5295,897
@
I P-s7
D P-58
I P-60
T P-63
n P-65
I P-86
5 21 2th 5t
s 2'12th st
S2l2thSt
s 228th St
83rd Ave 5
WestValley Hwy
(SR 1 8l) at S
1 96th St
Construct sidewalks and bike facilities from Frager Rd to the Green RiverTrail and Bridge Replacement
lmprove sidewalks and bike facilities from the Green RiverTrail and the lnterurban Trail
Bicycle intersection treatments at Riverview Blvd S,72nd Ave 5, 84th Avenue S
lmprove sidewalks and bike facilities from the Green RiverTrail and the lnterurban Trail
Fill sidewalks gaps from S 228th St to S 224th St
Optimize signal timing and reconfigure lanes to add a westbound right turn lane and remove one
westbound thru lane.
For the WB approach, add a new signal head for right turns, and add an overlap phase to the WB right
turn movement. optimize signal timing.
Construct new RRFB between Novak Ln and Woodford Ave N
West Valley HwY
P-87 (SR 1 81) at S
21 2th 5r
P-95 Central Ave N
Roadway Description Cost EstimateID
DRAFT - February 2021
@ KentIMP - DRAFI
lmpact Fee Eligible Projects
I
I
I
---------.-----l
I
.,EXHIBIT 1''
s25ePr P-42
P-54
P-4s O s 268 St
O ?3-s'd.r""."
I
I
a
d
6t---l
I
I
,
I
I
I
I
Ir-_
t
(o
o(D
I
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I
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I
,
-l
I
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00
rr1
I
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Otfn
Io_
a
@
- - - - -r(fiI
I
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,
uo
I
I
I
IIt 5
rL
tf)-t
P-45 s 248 St
s 262 St
a
3 szzost
U)
N
Hampton Wy
P-55
5!
o
N
o$
o-
(t)
*
f's
o-fl
oa
z.o
uoa
c/)
eb
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P-45
$
o-
€of
P-70
"ar,
q
@o
fe-ss 2b\^J
260 st ,S
I
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ct-6
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,
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wy
Carnaby g1
$$
Io-
O p-71
o
@d I
,,s *r-@
lmpact Fee Eligible Projects:
Midway
...P-28
P-38
o p-fQ
- P-40
-P-41-..'P-43
P-44
* P-54
-P-71
O p-qz
O p-+s
O p-ss
O p-os
O p-zo
I e-ioo
tigure 5 DRATT - February 2021
ID Roadway Description Cost Estimate
.'EXHIBIT {"KentTMP - DRAFI
lmpact Fee tligible Projetts
5s00,000
s1 2,500,000
51 0,000,000
58,000,000
$s,000,000
57s0,000
58,000,000
58,000,000
57s0,000
s7s0,000
5 r ,000,000
s 1,000,000
57s0,000
5 1 0,000,000
560,000
@
tr P-28
tr P-38
I P-39
I P-40
t P-41
tr P-42
tr P-43
tr P-44
n P-45
El P-54
I P.55
t P-69
I P-7O
T P-77
I P-100
Meeker St/
Frager Rd
Military Rd
Military Rd
Military Rd
Military Rd
Military Rd
at Reith Rd/s
260rh st
Military Rd
Military Rd
Military Rd
Reith Rd
Reith Rd
S 272nd 5t at
Star Lake Rd
l-5 58 Off-ramp
at S 272nd 5t
S 272nd St
Pacific Highway
S (SR 99)/S
272nd St
Sidewalks on north side of Meeker from 5R 5 1 5 to Frager Rd and on Frager Rd from Meeker Street to the
qolf course crossing
construct vertically protected bike lanes and sidewalks from 5R 51 6 and s 240th st
Widen to provide a center turn lane, a vertical protected bike lane, and sidewalks on both sides ofthe
street from S 240th 5t and S 246th 5t
Widen to provide a center turn lane, a vertical protected bike lane, and sidewalks on both sides of the
street from S 246th 5t and S 253rd St
Widen to provide a center turn lane, a vertical protected bike lane, and sidewalks on both sides ofthe
street from S 253rd St and Reith Rd
Realign the intersection and widen the approaches to provide eastbound and westbound left turn
pockets and a westbound right turn pocket.
Widen to provide a center turn lane, a vertical protected bike lane, and sidewalks on both sides ofthe
street from Reith Rd to S 264th 5t
Widen to provide a center turn lane, a vertical protected bike lane, and sidewalks on both sides of the
street from s 264th st to s 272nd st
construct 3 enhanced pedestrian crossings (RRFBS) at S 268th St, s 248th st,5 254th 5t
Convert to 3 lanes with striped bike lanes and pedestrian facilities from Military Rd to 38th Ave 5
Convert the intersections of S 253rd Rd and Lake Fenwick Rd from two-way stop control to compact
roundabouts. Convert Reith Rd from S 253rd Rd and Kent-Des Moines Rd from 4 to 3 lanes
Construct left turn pockets
Add a second right turn lane
Add l2 ft shared use path on the northside and a 5ft sidewalk to southside from the l-5 SB Off+amp to
Military Rd
Add new right turn signal head for NB approach, add overlap to NB right turn and optimize signal
timing.
DRAFT - February 2021
"EXHIBIT 1"
@ KentTMP - DRAFi
lmpact Fee Eligible Projetts
555St st792SEp
d
rN
Pl3
I
I
I
I
t
sztzst-P!l
lmpact Fee Eligible Proiects:
North East Hill
sE 196 St
sE 216 St
d
SE 218 PI N
sE 221 St
sE223st P-6O sr223Dr
sE 232 St
sE 234 St
r@
E
N
I
I
I___--s2q0-sj
s 202 st
sE 200 st
sE 204 St
U
6o
o P-99
s 203 st Oo
I
I
N
st
U
N
208SE
EoN
@o
s
,V
<a
I
t-
I
I
t_
s 212 st
P-61o
s 208 St p-+O
-(\sE 23\ '
oo
sE 216 St
P-67
SE 219 PI
sE 21.2 Sr
sE 224 St
I
I
I
I
-rI
I
I
I
sr zre st
I
I
I
I
I
I
I
I
I
I
I
I
r-
N
o-
o
U
o
Gs
3
5t227 Pt
q
N
'a'sE 224 st -A'.o. u
dv>
aOd
sE 228 St
r
O
5L227 p/
@
OO
Oo
SE 233 St
sE 234 St
sL131 P\
00
Io_st#s
6
€O
P-74 P-5 nooo
P-97
N
sE 235 St
P-75
O
St
P-76
O p-:
O p-+
O p-s
O p-o
O p-or
O p-tq
O p-zo
) p-gt
O p-ss
o p-J
r p-g
- P-66
P-67
-P-75
I
Figure 6 DRAFT - February 2021
ID Roadway Description Cost Estimate
"EXHIBIT 1"KCNTTMP _ DRAFT
lmpact Fee tligible Projects
s400,000
s 1 00,000
5l 00,000
5200,000
533,000,000
520,000,000
560,000
51 0,600,000
5 1 2,000,000
s 1 00,000
52,000,000
s225,000
529s,897
s630,000
@
f, P-3
1 08th Ave 5E
(SR5l5)atSE
1 92nd St
change channelization to provide wB/EB left turn pockets and optimize signal timing.
For the EB approach, add a new signal head for right turns, and add an overlap phase to the EB right
turn movements and optimize signal timing.
For the EB and WB approaches, add a new signal head for right turns, and add an overlap phase to the
EB and WB right turn movements and optimize signal timing
Evaluate and construct a RRFB in the vicinity of 5E 223rd St
Widen to 3 lanes with a buffered or separated bike lane from 5E 208th St to SE 228th St. Fill sidewalk
gaps. Evaluate a full signalized intersection at 1 32nd Ave SE/SE 224th Sl.
widen to 3 lanes with a buffered or separated bike lane from sE 228th st to sE 240th st, Fill sidewalk
gaps. Evaluate a pedestrian crossing at 1 32nd Ave SE and the vicinity of SE 234th St'
Add overlap to NB right turn and optimize signal timing
Widen 3 lanes with sidewalks on both sides from 94th Pl S to S 2l 6th St
Widen to 3 lanes with sidewalks on both sides from 98th Avs 5 t0 1 08th Ave SE/SR 51 5. Modify the
traffic signal at 't08th Ave SEISR 515 to include flashing yellow arrows for northbound and southbound
left turns
Remove the westbound right turn pocket, and add northbound, southbound, and eastbound flashing
yellow arrows at SE 240th St and I 02nd Ave SE.
Convert from 5 to 3 lanes with bike lanes from 1 1 6th Ave SE and I 32nd Ave 5E. Add left and right turn
lanes on the west leg of SE 240th 5t and I 1 6th Ave SE and 1 32nd Ave SE
New pedestrian crossing
Construct new RRFB east of 1 04th Ave 5E
Pedestrian Hybrid Beacon (PHB) on 108th Ave SE at the Kent Panther Lake Library (20600 block)
P-5
P-6
P-7
P-8
P-61
P-66
P-67
?-74
T
I
I
I
I
n
I
n
T
E
il
I
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1 08th Ave SE
?-4 (SR 515) at SE
208th St
1 04th Ave SE
(SRs 1 s) at SE
240th st
1 1 6th Ave SE at
SE 223rd ST
I 32nd Ave SE
1 32nd Ave SE
SRl6TNBats
212th 5t
s 21 8th Sv 98rh
Ave S
s 21 6th 5t
5E 240th 5t at
1 02nd Ave SE
P-75 SE 240th 5r
P-76 SE 240th St at
Clark Lake Park
P-97 SE 240rh St east
of 1 04th Ave SE
1 08th Ave SE
P-99 at Panther Lake
Library
DRAFT - February 2021
South [ast
Hiil
"EXHIBIT 1"
@ KentTMP - DRAFI
lmpact Fee Eligible Projects
a
6
SE 224 St sE 224 st
UJf)
N
sE 234 St
sE 224 Sr
I
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SE 232 S\ula
o{235 st
SE 233 St
SE 235 St
SE 240 St
sE 248 St
SE 233 St
P-79
SE Kent Kangley Rd
SE 282 St
I
E James St S 240 St
ee
P-77 o
P-e8 o
oo
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sE 274 WY
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a
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lmpact Fee Eligible Proiects:
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tl
- P-10
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P-19
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- P-79
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O p-za
tl p-so
O p-se
Figure 7 DRAFI - February 2021
ID Roadway Description Cost Estimate
.'EXHIBIT 1''
Construct new RRFB between Novak Ln and Woodford Ave N
KentTMP - DRAIT
lmpact Fee Eligible Projects
s 1 3,000,000
s9,000,000
s20,000,000
51,000,000
56,000,000
53,000,000
s1 00,000
$4,000,000
51 ,s00,000
5750,000
5295,897
@
x P-10
I P-Tl
I P-12
I P-r3
n P-19
n P-20
a P-77
n P-78
I P-79
I P-80
I P-98
Widen to 3 lanes with a buffered or separated bike lane and with pedestrian facilities from 5E 240th St
to 5E 248th St. Construct enhanced crossings at 1 32nd Ave SE and SE 245th St.
Widen to 3 lanes with a buffered or separated bike lane and with pedestrian facilities from SE 248th St
to SE 256th St.
Widen to 3 lanes with a buffered or separated bike lane and with pedestrian facilities from SE 256th St
toSE272ndst. Constructenhancedcrossingsatl32ndAveSEandtheParkandRideandatl32ndAve
5E and 263rd St. lntersection improvements at 1 32nd Ave SE and 5E KentKangley Rd'
1 32nd Ave SE Sidewalk on west side from SE 276th 5t to SE 278th St
E Canyon Dr Construct protected bicycle facilities from Titus St and 97th Pl S
'l32nd Ave SE
I 32nd Ave SE
l 32nd Ave SE
E Canyon DrlSE
256th 5t
sE 248th st at
1 04th Ave 5E
sE 248rh sr at
1 1 6th Ave SE
1 04th Ave SE
south of SE
256rh St
consrrucr bicycle facilities and fill sidewalk gaps from 97th Pl s and sE KentKangley Rd
Signal timing improvements (lTS upgrades, additional time to north-south movements, lead pedestrian
intervals, etc.).
Construct a singlelane roundabout
SE 256th St Shared use path on one side from 132nd Ave SE and 148th Ave SE
SE 272nd St at
l48th Ave 5E HAWIVPHB pedestrian crossing signal
(Lake Meridian)
DRAFT - February 2021
&Draft Transportation lmpact Fee Rate Study - February 2021
Appendix B - I,and Use Definitions
The following land use definitions are derived from the /IE Trip Generation (1Oth Edition). Where
multiple land use codes are identified, * indicates the land use code used for the trip rate.
R[:tl DF=NTIAL-
Single Family: Single-family detached unit. lncludes all single-family detached homes on
individual lots. (lTE # 210)
Multi Family: A building or buildings designed to house two or more families living
independently of each other. lncludes apartments, condos, attached duplexes, PUDs, and
attached townhouses. This land use includes low-rise, mid-rise, and high-rise' (lTE #s 220*,221*,
222*)
Senior Housing: Residential units restricted to adults or senior citizens. lncludes accessory
dwelling units (separate structure) and single room occupancy if additional parking provided. (lTE
# 2s1)
Mobile Home Park: A mobile home park generally consists of manufactured homes that are
sited and installed on permanent foundations. lt typically includes community facilities such as
recreation rooms, swimming pools, and laundry facilities. Many mobile home parks restrict
occupancy to adults. (lTE # 240)
CO M M E RC IA L'S E R\/I C F.S
Hotel: A place of lodging providing sleeping accommodations. Hotels typically include
restaurants, cocktail lounges, meeting and banquet rooms, or convention facilities. (lTE # 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. (lTE # 320)
Day Care: A facility for the care of infant and preschool age children during the daytime hours.
Generally includes classrooms, offices, eating areas, and a playground. (lTE # 565)
Library: A library can be either a public or private facility that consists of shelved books, reading
rooms, or areas, and, sometimes, meeting rooms. (lTE # 590)
post Office: A United States post office is a federal building that contains service windows for
mailing packages and letters, post office boxes, offices, sorting and distributing facilities for mail,
and vehicle storage areas. (lTE # 732)
"EXHIBIT 1"
41
/&Draft Transportation lmpact Fee Rate Study - February 2A21
Service Station: This land use includes gasoline/service stations where the primary business is the
fueling of motor vehicles. The sites included generally have a small building (less than 2,000 gross
square feet) that houses a cashier and limited space for motor vehicle maintenance supplies and
general convenience products. A gasoline/service station may also have ancillary facilities for
servicing and repairing motor vehicles and may have a car wash. (lIE# 944)
Service Station with minimart: This land use includes gasoline/service stations with convenience
markets where the primary business is the fueling of motor vehicles. These service stations may
also have ancillary facilities for servicing and repairing motor vehicles and may have a car wash.
Some commonly sold convenience items are newspapers, coffee or other beverages, and snack
items that are usually consumed in the car. (lTE # 945).
Automobile Care Center: A facility that provides automobile-related services, such as repair and
servicing, stereo installation, and tire installation and repair. (lTE# 942)
Movie Theater: Consists of audience seating, one or more screens and auditoriums, a lobby, and
refreshment stand. Typically includes matinee showings. (lTE #s 444 and 445*)
Health Club: Privately owned facilities that may include swimming pools and whirlpools, saunas,
weightlifting and gymnastics equipment, exercise classes, tennis, racquetball, and handball courts.
Features 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)
lNqIll l JTloNAl""
Elementary School: An elementary school typically serves students attending kindergarten
through the fifth or sixth grade. Elementary schools are usually centrally located in residential
communities in order to facilitate student access and have no student drivers. This land use
consists of schools where bus service is usually provided to students living beyond a specified
distance from the school. Both public and private elementary schools are included in this land
use. (lTE # 520)
Middle School/ Junior High School: A middle or junior high school serves students who have
completed elementary school and have not yet entered high school. Both public and private
middle schools/junior high schools are included in this land use. (lIE#522)
High School: High schools serve students who have completed middle or junior high school.
Both public and private high schools are included in this land use. (lTE # 530)
Assisted Living, Nursing Home: A facility whose primary function is to provide chronic or
convalescent care for persons who by reason of illness or infirmity are unable to care for
themselves. Applies to rest homes, chronic care, and convalescent centers. (lTE# 254* and 620)
"EXHIBIT 1"
42
n Draft Transportation lmpact Fee Rate Study - February 2021
Church: A building providing public worship facilities. Generally houses an assembly hall or
sanctuary, meeting rooms, classrooms, and occasionally dining facilities. (lTE # 560)
Hospital: A building or buildings designed for the medical, surgical diagnosis, treatment, and
housing of persons under the care of doctors and nurses. Rest homes, nursing homes,
convalescent homes and clinics are not included. (lTE # 610)
R[:5TALJ R/-\N]
euality Restaurant: This land use consists of high quality, full-service eating establishments with
a typical duration of stay of at least one hour. Quality restaurants generally do not serve breakfast;
some do not serve lunch; all serve dinner. This type of restaurant often requests and sometimes
requires reservations and is generally not part of a chain. Patrons commonly wait to be seated, are
served by a waiter/ waitress, order from menus and pay for meals after they eat. (lTE # 931)
High-Turnover Restaurant: This land use consists of sit-down, full-service eating establishments
with typical duration of stay of approximately one hour. This type of restaurant is usually
moderately priced and frequently belongs to a restaurant chain. These restaurants typically do not
take reservations. Patrons commonly wait to be seated, are served by a waiter/waitress, order
from menus and pay for their meal after they eat. (lTE # 932)
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. Restaurants in this category have a drive-up window.
(rTE # 934)
Espresso with Drive-Through: This land use includes single-tenant coffee and donut restaurants
with drive-through windows. Freshly brewed coffee and a variety of coffee-related accessories are
the primary retail products sold at these sites. They may also sell other refreshment items, such as
donuts, bagels, muffins, cakes, sandwiches, wraps, salads, and other hot and cold beverages.
Some sites may also sell newspapers, music, CDs, and books. The coffee and donut shops
contained in this land use typically hold long store hours (over 15 hours) with an early morning
opening. (lTE # 938)
COM lvlE Ri: IAL- R[:T/\lL
Shopping Center: A retail establishment that provides a variety of goods. Applies to shopping
centers that are planned, developed, owned, or managed as a unit. Could include peripheral
buildings located on the perimeter of a shopping center adjacent to the streets and major access
points. (lTE # 820)
"EXHIBIT 1"
43
8 Draft Transportation lmpact Fee Rate Study - February 2021
Supermarket: Retail store that sells a complete assortment of food, food preparation and
wrapping materials, and household cleaning and servicing items. (lTE # 850)
Convenience Market: A use that combines retail food sales with fast foods or take-out food
service;generally open long hours or 24hours a day. (lTE # 851)
Free Standing Discount Store: A free-standing store or warehouse with off-street 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
mutual operation with its own or other supermarkets, garden centers and service stations, or as
part of community-sized shopping centers. Fred Meyer stores, Costco, and big box consumer
electronic/computer/toy stores are examples of this land use. (lTE #s 8'13, 81 5,857,863, and 864-
average of all)
Hardware/paint Store: A hardware/paint store is a free-standing building that sells hardware
and paint supplies. (lTE # 816)
Furniture Store: Furniture stores specialize in the sale of furniture, and often, carpeting. The
stores are generally large and include storage areas' (lTE # 890)
Home lmprovements Superstore: A home improvement superstore is a free-standing facility
that specializes in the sale of home improvement merchandise. These stores generally offer a
variety of customer services and centralized cashiering. Home improvement superstores typically
maintain long store hours 7 days a week. Examples of items sold in these stores include lumber,
tools, paint, lighting, wallpaper and paneling, kitchen and bathroom fixtures, lawn equipment' and
plant and garden accessories. The stores included in this land use are often the only ones on the
site, but they can also be found in mutual operation with a related or unrelated garden center'
Home improvement superstores are sometimes found as separate parcels within a retail complex,
with or without their own dedicated parking' (lTE # 862)
pharmacy with Drive-through: A pharmacy which sells prescriptions and non-prescription
drugs, cosmetics, toiletries, medications, stationery, personal care products, limited food products,
and general merchandise. Contain drive-through windows. (lTE # 881)
Car Sales (new and used): Facilities are generally located as strip development along major
arterial streets 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 truck sales and servicing. (lTE # 841)
"EXHIBIT 1''
44
,.EXHIBIT 1''
/&Draft Transportation lmpact Fee Rate Study - February 2021
r.L)M M F-[tL 14L, OF[- IC L
General Office: An administrative office building houses one or more tenants and is the location
where affairs of a business, commercial or industrial 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 mixture of tenants including professional services' insurance
companies, investment brokers, and company headquarters. Services such as a bank or savings
and loan, a restaurant or cafeteria, miscellaneous retail facilities, and fitness facilities for building
tenants may also be included. (lTE #s 710*,715, and 750)
Medical Office/Clinic: 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. (lfE # 720)
IN DU S"I'RIAI.
Light lndustry/Manufacturing A light industrial facility is a free-standing facility devoted to a
single use. The facility has an emphasis on activities other than manufacturing and typically has
minimal office space. Typical light industrial activities include printing, material testing' and
assembly of data processing equipment' (lTE #s 1 '10*, 140)
lndustrial park An industrial park contains a number of industrial or related facilities' lt is
characterized by a mix of manufacturing, service, and warehouse facilities with a wide variation in
the proportion of each type of use from one location to another. Many industrial parks contain
highly diversified facilities-some with a large number of small businesses and others with one or
two dominant industries. (lTE # 130)
Mini-Warehouse/Storage: A mini-warehouse is a building in which a number of storage units or
vaults are rented for the storage of goods. They are typically referred to as "self-storage" facilities'
Each unit is physically separated from other units, and access is usually provided through an
overhead door or other common access point' (lTE # 151)
warehousing: Facilities that are primarily devoted to the storage of materials, including vehicles'
They may also include office and maintenance areas' (lTE # 150)
45
Util-
STATE OF WASHINGTON, COUNTY OF KING }
AFFIDAVIT OF PUBLICATION
PUBLIC NOTICE
Rudi Alcott, being first duly sworn on oath that he is the
Vice President of Advertising for Sound Publishing,
which publishes the
Kent Reporter
a weekly newspaper, which newspaper is a legal newspaper of general
circulation and is now and has been for more than six months prior to the date
of publication hereinafter referred to, published in the English language
continuously as a weekly newspaper in King County, Washington. The
Kent- Covington Reporter has been approved as a Legal Newspaper by order of
the Superior Court of the State of Washington for King County'
The notice in the exact form annexed was published in regular issues of
the Kent- Covington Reporter (and not in supplement form) which was regularly
distributed to its subscribers during the below stated period. The annexed
notice, a:
Public Notice #KENe2221e
was published on March Ig,202L
The full amount of fee charged for said foregoing publication is the
sum of
Rudi Alcott
Vice President, Advertising
Subscribed and sworn to me this 19o day of March' 202I .
otary c for the State of Washington, Residing in
Washington
U,0140p
Tri
ftmrrc
Classified Proof
CITYOF KENT
NOTIGE OF
ORDINANCES
PASSED BYTHE CITY
COUNCIL
The tolburing are sun-
maries of ordinances
passed by lhe Kent CitY
Council on March 16.
2m1
ORDtNAtttCE NO. 't497-AN ORDII,IANCE of the
Citv Council ot the CitY
of- Kent, Washingilon,
amending Chapter 12.14
of lhe Kent City Code,
entitled "Trsnsportation
lmpact Fees" to incotpo-
rate a new rate sludy for
transportation impacl
fees and update other
subsections accordinglY-
This o.dinance shall iake
effect and be in force 30
days from and after its
passage as provided bY
law"
ORDTNANCE ilO. ,t399
-AN ORDIMNCE of the
City Council of the CilYot Kent, Washington,
amending Chapter 12.04
of lhe Kenl City Code to
revise recrBation faoility
requirernents for stbdiYl
sions of 20 or lrnro
dwelling units, anFnding
seotion '15.09.045 of the
Kent City Code lo incor-
porale desbn and con-
struction guidelines fot
open and recreation
space, and crealing
Chapler 12.16 to the
Kent City Code to irF
pose park impact feeson developrnent ac-
livities-
This ordinance shall take
efiect and be in lorce 30
days from and afrer ils
passage, as provided by
law
ORDINANGE NO. {4OO
-AN ORDINANCE of lhe
City Council of lhe CilY
of K€nt, Wachington, re-
lated to desbn and con-
Proofed by Jennifer Tribbett, 0311712021 1 1:08:31 am Page:2
Classified Proof
slruction standarde for
inliasfinrcture krpruve-
rnents, rcp€aling fr'Fmne No. 3927 and
amending Chapter 6.02
of the Kent City Cod€
entitled'Requtued public
improrements."
This ordinance shall take
efiect and be in force 30
days from and after its
passage, as provided bY
law.
A copy of the conplete
texl of any otdinanc€ will
be mailed upon requesl
of the City Clerk.
Kimbedey A- Ko]rnto,
Gity Clerk
Kkornoto@KentWA.gov
253A56-5725
#s22219
Gt t9r21
Proofed by Jennifer Tribbett, 03117 /2021 I I :08:3 I am Page:3