HomeMy WebLinkAboutCity Council Committees - Committee of the Whole - 03/09/2021 (2)
KENT CITY COUNCIL
COMMITTEE OF THE WHOLE
Tuesday, February 23, 2021
4:00 PM
THIS IS A REMOTE MEETING
Due to COVID-19 and Health Safety Requirements,
and by Order of the Governor, this is a remote meeting
A live broadcast is available on Kent TV21,
www.facebook.com/CityofKent, and
www.youtube.com/user/KentTV21
To listen to this meeting,
call 1-888-475-4499 or 1-877-853-5257
and enter Meeting ID 951 7392 1124
Mayor Dana Ralph
Council President Toni Troutner
Councilmember Bill Boyce Councilmember Marli Larimer
Councilmember Brenda Fincher Councilmember Zandria Michaud
Councilmember Satwinder Kaur Councilmember Les Thomas
**************************************************************
Item Description Speaker
1. CALL TO ORDER
2. ROLL CALL
3. AGENDA APPROVAL
Changes from Council, Administration, or Staff.
4. DEPARTMENT PRESENTATIONS
A. INFO ONLY: City Council Committee Proposal Council President
Troutner
Councilmember
Boyce
Councilmember
Fincher
B. Payment of Bills - Authorize Paula Painter
C. INFO ONLY: City's B&O Tax Extension to Outdoor Paula Painter
Warehousing Activities
D. INFO ONLY: Temporary Modification of T-Birds License Tim Higgins
Committee of the Whole Committee of the Whole - February 23, 2021
Regular Meeting
Agreement to Allow for Play at accesso ShoWare Center Colin Campbell
Pat Fitzpatrick
E. The Bridges/Oakpointe Ordinance Amending the Matt Gilbert
Comprehensive Plan Land Use Map - CPA 2019-6* - Adopt
F. Ordinance Amending the Comprehensive Plan and its Brian Levenhagen
Capital Facilities Element to Update Park Project List and
2021 Park Impact Fee Study - Adopt
G. 2021-2024 City Art Plan - Approve Ronda Billerbeck
H. King County Veterans, Seniors, and Human Services Levy Lori Hogan
Agreement Authorize
I. Highway Traffic Safety Improvement Program 108th Erik Preston
Avenue S.E. and S.E. 264th Street Compact Roundabout
Grant - Authorize
J. Highway Safety Improvement Program City Safety Road Erik Preston
Diets Grant - Authorize
K. INFO ONLY: Residential Traffic Calming Program Update Erik Preston
L. Ordinance Amending the Comprehensive Plan Capital April Delchamps
Facilities and Transportation Elements Transportation
Master Plan - Adopt
M. INFO ONLY: Snow and Ice Response Bill Thomas
N. INFO ONLY: Transportation Impact Fees April Delchamps
5. ADJOURNMENT
NOTE: A copy of the full agenda is available in the City Clerk's Office and at
KentWA.gov.
Any person requiring a disability accommodation should contact the City Clerk's
Office in advance at 253-856-5725. For TDD relay service, call the Washington
Telecommunications Relay Service 7-1-1.
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OFFICE OF THE MAYOR
Mayor Dana Ralph
220 Fourth Avenue South
Kent, WA 98032
253-856-5710
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: INFO ONLY: City Council Committee Proposal
SUMMARY: Council President Troutner, Councilmember Boyce and Councilmember
Fincher will present a proposal to the full council regarding the structure of City
Council committees.
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FINANCE DEPARTMENT
Paula Painter, Finance Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5264
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: Payment of Bills - Authorize
MOTION: Authorize the payment of bills.
SUMMARY:
BUDGET IMPACT:
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FINANCE DEPARTMENT
Paula Painter, Finance Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5264
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: INFO ONLY: City's B&O Tax Extension to Outdoor
Warehousing Activities
SUMMARY: On September 15, 2020, the City Council adopted Ordinance No. 4368
amending Section 3.28.050 of the Kent City Code to extend the square footage
January 1, 2021.
The intent of this ordinance was to establish a stand-alone six-acre threshold
(361,360 square feet) above which specific areas of property used for taxable
outdoor warehousing activities would be subject to the outdoor square footage tax.
However, in early February 2021, staff determined that KCC 3.28.050 could be
interpreted to include all taxable outdoor warehousing square footage if the
threshold for either of the other two square footage components is met.
Outdoor warehousing activities are very narrowly defined by the ordinance, and
many outdoor areas are excluded from taxation. Outdoor warehousing activities
must be the primary use of the area, and outdoor warehousing should not be
confused with simple outdoor storage. Outdoor areas used for storage of
agricultural products or for ancillary storage of materials utilized in, or products
resulting from, onsite manufacturing operations are not considered outdoor
warehouses.
Section 3.28.050(C)(2) of the Kent City Code provides that the square footage tax
applies if the total area within the City exceeds one or more of the following taxable
square footage thresholds: Business Warehouse Space (4,000 square feet),
Outdoor Warehouse Space (261,360 square feet); and Other Business Floor Space
(12,000 square feet).
For example, a business with 5,000 square feet of taxable Business Warehouse
Space and 100,000 square feet of taxable Outdoor Warehouse Space would be
required to pay an additional $36,000 annually (100,000 multiplied by $.36 per
square footage) effective January 1, 2021. Due to a lack of sufficient information,
staff was unable to effectively estimate the number of additional businesses or the
related additional B&O tax revenues attributed to this provision.
If it is the desire of City Council to establish the Outdoor Business Warehouse six-
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acre threshold as a standalone threshold, then staff could provide a revised
ordinance directly to Council on March 2, 2021. Staff recommends that potential
revised language be effective January 1, 2021.
The intended application of this tax was incorporated into the 2021-2022 biennial
budget.
SUPPORTS STRATEGIC PLAN GOAL:
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
Inclusive Community - Embracing our diversity and advancing equity through genuine community
engagement.
ATTACHMENTS:
1. 4368 Outdoor Warehousing Ordinance (PDF)
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OFFICE OF THE CITY ATTORNEY
Pat Fitzpatrick, City Attorney
220 Fourth Avenue South
Kent, WA 98032
253-856-5770
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: INFO ONLY: Temporary Modification of T-Birds License
Agreement to Allow for Play at accesso ShoWare Center
SUMMARY: The T-Birds and City of Kent are parties to a License Agreement that
sets forth the terms and conditions of the T-Birds use of the accesso ShoWare
As Council is aware, the COVID-19 pandemic arrived in Washington State in early
various public and private operations and requiring the self-quarantine or lockdown
of citizens - all aimed at stopping the spread of the Coronavirus. On March 8, 2020,
the T-Birds played their final game of the season at the Center, as the Center was
closed and the Western Hockey League schedule was cancelled. Now,
approximately one year later, and with permission of the State of Washington, the
Western Hockey League is prepared to restart play, but without games being open
for public attendance. As a result, while play will resume at the Center, tickets will
not be sold and vendor services will not be utilized or offered.
is contingent on ticket sales and other publicly-offered services. As a result of the
T-Birds not having ticket sales or other publicly-offered services, the Center has no
potential for the generation of revenue. As a result, the City and the T-Birds have
been negotiating a temporary modification to the License Agreement to allow for
the T-
a limited season without ticket sales or vendor services. The intent of this
temporary modification is to ensure the T-Birds can utilize the Center at no cost to
the Center or the City.
BUDGET IMPACT: N/A
SUPPORTS STRATEGIC PLAN GOAL:
Innovative Government - Delivering outstanding customer service, developing leaders, and
fostering innovation.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
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Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
ATTACHMENTS:
1. TBirds Temporary Modification (PDF)
2. COVID19 Sporting Activities Guidance (PDF)
3. WHL WSH Return to Play Protocol_Feb 05 (PDF)
4. WHL Team Medical Protocol - US Teams - Feb 05 (PDF)
5. WHL US Division Player Protocol Timelines - March 19th (PDF)
6. Amendment 1 - License Agreement with Thunderbird Hoc (PDF)
7. Original License Agreement with Thunderbird Hockey Enterprises (PDF)
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TEMPORARY MODIFICATION OF THE LICENSE AGREEMENT
BETWEEN THE CITY OF KENT AND
THUNDERBIRD HOCKEY ENTERPRISES, LLC
TO ADDRESS A LIMITED REOPENING OF THE ACCESSO SHOWARE CENTER
DURING THE COVID-19 PANDEMIC
This Temporary Modification of the License Agreement Between the City of Kent and
Thunderbird Hockey Enterprises, LLC To Address a Limited Reopening of the accesso
ShoWare Center During the COVID-19 Pandemic (hereinafter “Temporary
Modification”) is entered on the date signed below for the term set forth below. This
Temporary Modification is entered by and between the city of Kent (hereinafter
“City”), a municipal corporation under the laws of the State of Washington, and
Thunderbird Hockey Enterprises, LLC (hereinafter “Team”), a for-profit company
incorporated under the laws of the State of Washington. Together, the City and Team
are referred to as the “Parties.”
RECITALS
On August 7, 2007, the City and Team executed the “License Agreement by and
Between City of Kent and Thunderbird Hockey Enterprises, LLC” which set forth the
terms and conditions of the Team’s use of the building that would be constructed and
become known as the accesso ShoWare Center (hereinafter “Center”). On March 28,
2012 the Team, and on April 3, 2012 the City, executed the “First Amendment to the
License Agreement by and Between City of Kent and Thunderbird Hockey Enterprises,
LLC.” Collectively, these documents are referred to herein as the “License
Agreement.” The Team played its first hockey game in the Center on January 3, 2009.
During winter of 2020, the COVID-19 pandemic arrived in Washington State. In
response, Washington’s Governor issued emergency proclamations closing various
public and private operations and requiring the self-quarantine or lockdown of citizens
– all aimed at stopping the spread of the virus.
On March 8, 2020, the Team played its final game of the season at the Center, as
the Center was closed and the Western Hockey League schedule was cancelled.
Now, approximately one year later, and with permission of the State of Washington,
the Western Hockey League is prepared to restart play with a limited season wherein
games will not be open for public attendance. As a result, while play will resume at
the center, tickets will not be sold, and vendor services will not be utilized or offered.
Under the License Agreement, revenue from the use of the Center is contingent on
ticket sales and other publicly offered services. As a result of not having ticket sales
or other publicly offered services, the Center has no potential for the generation of
revenue.
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This Agreement sets forth the terms of the Team’s use of the Center for the purposes
of facilitating play at the Center for a limited season without ticket sales or vendor
services. The intent of this Agreement is to ensure the Team can utilize the Center
at no cost to the Center or the City.
TEMPORARY MODIFICATION
1.Term. This Temporary Modification shall be in effect from February 24, 2021
to May 9, 2021, and modifies some provisions of the License Agreement. Upon the
expiration of this term, and except to the extent payment is due and owing by the
Team pursuant to this Temporary Modification, this Temporary Modification will
expire and the relationship between the Parties will again be controlled solely by the
License Agreement.
2.License Agreement and Amendments Temporarily Modified – Reimbursement.
The License Agreement was based around revenue generated from ticket sales, suite
sales, advertising, Center naming rights and concessions. During the term of this
Temporary Modification, the Parties agree that the intent of this Temporary
Modification is to permit the Team to practice and play a limited schedule as
established by the Western Hockey League in a manner that is cost neutral to the
City. In accordance with that intent, the following Cost Schedule is established to
ensure the City is reimbursed for all costs associated with permitting the Team to
resume play for a shortened season without the ability to generate revenue due the
to the inability of the public to attend games.
Cost Schedule
Service Cost Notes
Ice Installation$4,000 $4,000 is the estimated total. The final
Estimated cost will be based on the actual labor and
material cost.
Utilities (gas, electric, Per Formula Utilities billed based on following formula:
water, sewer)
February days starting on the day
that ice installation begins plus all
days during month of March: Actual
Monthly Utility Bill Amount for
March minus $11,675, minus $350
$500 for each
Per Day, Minus
Portland Winterhawks Home Game
Played at the Center – Reduced to
daily rate.
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All days during month of April plus
days in May that ice remains: Actual
Monthly Utility Bill Amount for April
minus $11,675, minus $350 Per
Day, Minus $500 for each Portland
Winterhawks Home Game Played at
the Center – Reduced to daily rate.
Ice Maintenance$23.00/hourNumber of hours to be based on actual
time spent basis
Ice Maintenance Crew $23.00/hourNumber of hours to be based on actual
time spent basis
Housekeeping/Janitorial $25.00/hourNumber of hours to be based on actual
time spent basis
Propane/Fuel for Actual CostN/A
Zamboni
Zamboni Blade Actual CostN/A
Sharpening
Ice RemovalActual CostN/A
Building labor hours or staffing levels necessary for hockey practice and hockey
games will be agreed upon in writing between the Team and ASM Global/SMG.
3.Payment. The Center shall deliver to the Team an invoice for reimbursement
of costs in accordance with the Cost Schedule above on or about the dates noted
below:
April 10, 2021 Invoice: Will cover all costs accrued for February 2021 –
March 2021;
May 10, 2021 Invoice: Will cover costs accrued for April 2021;
June 10, 2021 Invoice: Will cover costs accrued for May 2021.
The above schedule may be adjusted in the event the Center has not received bills
to establish costs to be passed on. A delay in sending an invoice shall not be grounds
for non-payment.
The Team shall provide payment to the Center within 20 days of receipt of an invoice.
To the extent this section alters Section 11.18 of the License Agreement dated
August 7, 2007, this section shall prevail. Otherwise, Section 11.18 of the License
Agreement shall apply.
The Team shall pay to the City all costs set forth in the Cost Schedule and in
accordance with the payment schedule set forth in this section. The Parties agree
that within 60 days following the Term of this Temporary Modification, the Parties
shall meet to ensure all payments have been made consistent with this Temporary
Modification.
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4.Sections of License Agreement and Amendments Not Modified. The Parties
agree that except to the extent in conflict with this Temporary Modification, the terms
of the License Agreement shall be in full force and effect. To that end, Articles 1, 2,
4.3, 7.1, 7.3, and 8-15 shall remain in effect except to the extent they conflict with
this Temporary Modification. In the event of a direct conflict between this Temporary
Modification and the License Agreement, this Temporary Modification shall control.
5.Changes to this Temporary Modification.
a. In General: No change to this Temporary Modification shall be effective
unless in writing and signed by both Parties.
b. Public Permitted: In the event COVID-19 restrictions are changed and
the public is permitted to attend games at 100% of Center capacity, the
License Agreement shall become fully re-effective on the first day of
public admittance to a game, and this Temporary Modification shall be
null and void; provided, any outstanding payment for services provided
up to the date of reopening shall be paid by the Team. The parties agree
to negotiate in good faith the effects of a partial reopening that occurs
during the term of this Temporary Modification.
c. Use of Center prohibited: In the event the use of the Center becomes
prohibited by order of the Washington governor or by other lawful order,
the use of the facility shall cease. Upon cessation of use, the Team shall
be responsible for the cost or removal of the ice and shut down of the
ice plant, and shall also be responsible for all costs incurred up to the
date of ice removal; provided, the Center will work with the Team to
reduce costs. This subsection shall supersede Section 12.6 Force
Majeure found in the License Agreement signed on August 7, 2007. This
provision (c) shall also apply in the event the Team must terminate its
season by order of the Western Hockey League, league play is
terminated by the Western Hockey League, or the Team must terminate
the season due to a COVID-19 outbreak within the Team.
6.COVID-19 Prevention Compliance. As a condition of the use of the Center by
the Team, the Team shall comply with all lawfully issued COVID-19 regulations,
including but not limited to, the “Sporting Activities COVID-19 Requirements” issued
by the state of Washington and attached hereto by reference as Exhibit A as now
enacted or later amended, the “Western Hockey League Return to Play Protocol
Washington State 2020-2021 Season” attached hereto by reference as Exhibit B as
now enacted or later amended, and the “WHL Player Protocol Timelines – US Division”
attached hereto by reference as Exhibit C as now enacted or later amended. In the
event there is a conflict between any of these documents, the Sporting Activities
COVID-19 Requirements shall control. The Team shall bear all costs of the Team’s
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compliance with all lawfully issued COVID-19 regulations, and shall fully cooperate
with any state or county agency having enforcement authority of COVID-19
regulations.
7.COVID-19 Indemnity and Defense. The Team hereby agrees to indemnify and
defend the Center and any of its employees, agents, appointed officials or volunteers,
as well as the City of Kent and the Public Facilities District and any of their employees,
agents, elected or appointed officials or volunteers, from and against any and all
claims related to any death, injury, illness, damage, or liability to any person who is
employed by, volunteers for, plays for, or is associated with or an agent for, the Team
or league play, such as but not limited to players, coaches, medical or support
personnel, referees, time keepers, scorers, observers, etc., when such death, injury,
illness, damage, or liability is related in any way to COVID-19 or any of its variants.
This indemnity and the associated duty to defend shall supplement and be in addition
to any other agreed upon indemnity and defense provision set forth in the Licensing
Agreement.
The City hereby agrees to indemnify and defend the Team and any of its employees,
agents, appointed officials or volunteers, from and against any and all claims related
to any death, injury, illness, damage, or liability to any person who is employed by,
volunteers for, or is otherwise associated with or an agent of, the City, when such
death, injury, illness, damage, or liability is related in any way to COVID-19 or any
of its variants. This indemnity and the associated duty to defend shall supplement
and be in addition to any other agreed upon indemnity and defense provision set
forth in the Licensing Agreement.
The obligations provided for in this Section 7 shall survive any termination or
expiration of this Temporary Modification.
The parties below execute this Agreement, which shall become effective
upon final signature.
THUNDERBIRD HOCKEY CITY OF KENT
ENTERPRISES, LLC
By: By:
(signature) (signature)
Print Name: Colin Campbell Print Name: Dana Ralph
Its Vice President______Its Mayor
DATE: DATE:
APPROVED AS TO FORM:
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Kent Law Department
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Sporting Activities
COVID-19 Requirements
Summary of February 9, 2021 changes:
- Part-
- Clarified that indoor meets, qualifiers and tournaments for low risk sport in Phase 2 are capped
at 200 people max, including spectators
- Clarified that travel advisory does not apply to certain school league competitions that cross
state borders
- Clarified that face coverings removal allowed for athletes during cross country competitions and
for gymnasts under certain circumstances
Summary of February 1, 2021 changes:
- Major junior hockey section added with requirements similar to higher education.
- For School and Non-school Youth Team Sports Indoor and Outdoor and Adult Recreational Team
Sports Indoor and Outdoor clarified that in Phase 2 facilities or complexes with more than one
field or area of play a maximum of 75 people allowed per field or area of play, including
spectators.
Included Here:
- Professional sporting activities indoor and outdoor
- School and non-school youth team sports and sporting activities indoor and outdoor, and adult
recreational team sports and sporting activities indoor and outdoor
- Higher education, colleges and universities sporting activities
-
highest level of junior hockey competition and does not denotes all youth hockey.)
Not included here:
- Pool specific guidelines. Pool and water recreation facilities should follow the Department of
-19 guidance for staffed pools and the .
- Staffed indoor fitness studios, individual sports and fitness training, group fitness, gyms, and multi-
use indoor fitness facilities providing private instruction and access to personal fitness training
and/or specialized equipment, including but not limited to weight and resistance training, cardio
exercise equipment, martial arts, yoga, figure skating, squash and racquetball and similar personal
training, group training, or independent fitness services. Unstaffed indoor fitness facilities is
locations such as hotels and an apartment buildings. Outdoor group fitness classes. These activities
should follow the Indoor Fitness and Training guidelines.
- Golf
All professional sporting activities, indoor and outdoor, youth team sports and sporting activities, and
adult recreational team sports and sporting activities operating must adopt a written procedure for
employee safety and customer interaction that is at least as strict as this procedure and that complies
with the safety and health requirements below.
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No business may operate until it can meet and maintain all the requirements in this document,
including providing materials, schedules and equipment required to comply.
Professional Sporting Activities, Indoor and Outdoor
RESTART COVID-19 REQUIREMENTS AND RECOMMENDATIONS
All professional sporting activities, including back office operations subject to Professional Services
guidelines, full team practices, and spectator-less games and competitions, can resume on June 5, 2020,
regardless of phase, if all of the following conditions are met:
The organization follows both the league-wide and team-return to play safety plans.
The league-wide plan is approved by the
team.
The team must report in advance to its respective county health department the dates when full
team practices and spectator-less pre-season games will occur.
For horse racing, instead of the above requirements, a horse racing safety plan safety plan must be
developed and followed and, along with specific guidance to horse racing, which can be found
here.
Higher Education, Colleges, Universities Sporting Activities Guidance
RESTART COVID-19 REQUIREMENTS AND RECOMMENDATIONS
Before returning to play sporting and athletic activities colleges, universities, and higher education
institutions must:
1. Higher Education and Workforce Training COVID-
19 Requirements, and follow the principals of the Campus Reopening Guide.
2. Adhere to the Secretary of the Department of Health Face Coverings Order, and current DOH
orders specific to higher education, and any other relevant DOH guidelines regarding hygiene,
cleaning, ventilation, transportation, and records and contact tracing. Department of Health
Resources and Recommendation can be found here.
3. Ensure operations follow the Labor & Industries COVID-19 requirements to protect workers.
COVID-19 workplace and safety requirements can be found here.
In order to return to practices and competition colleges, universities, and higher education
institutions must have a COVID-19 prevention plan for athletics. The plan must either:
- Adopt sporting activities or,
- Create a COVID-19 prevention plan for athletics and integrate requirements from an
approved COVID-19 prevention plan for athletics adopted by the athletic conference in which
the college, university, or higher education institution is a member.
4. A college, university, or higher education institution that does not adopt the Sporting activities
guidance and adopts their conference COVID-19 prevention plan for athletics must maintain their
return-to-play COVID-19 prevention plan on file for review upon request by the local health
jurisdiction in the county where the college, university, or higher education institution resides or
by the Washington State Department of Health. If a college, university, or higher education
-19 prevention
plan for athletics must be approved by all member schools of the conference who are participating
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in athletic competition with Washington state schools and be submitted for review, but not for
approval, to the Washington State Department of Health. Schools participating in athletic activities
are responsible for ensuring their athletic conference COVID-19 prevention plan is submitted to
Washington State Department of Health for review.
5. Regardless of which plan (Washington State Sporting Activities guidelines or a conference COVID-
19 prevention plan) a higher education institution follows, there shall be no spectators at games
and competitions until such time as spectators are allowed for sporting activities and athletics
under the Healthy Washington Plan.
Major Junior Hockey and Part-time Professional Sports Without Players
Associations or Union Guidance
RESTART COVID-19 REQUIREMENTS AND RECOMMENDATIONS
Before returning to play major junior hockey and part-time professional sports
associations or unions franchises must:
1. Ensure operations follow the Labor & Industries COVID-19 requirements to protect workers.
COVID-19 workplace and safety requirements can be found here.
2. Adhere to the Secretary of the Department of Health Face Coverings Order, and current DOH
orders specific to higher education, and any other relevant DOH guidelines regarding hygiene,
cleaning, ventilation, transportation, and records and contact tracing. Department of Health
Resources and Recommendation can be found here.
In order to return to practices and competition major junior hockey and part-time professional
sports franchises must have a COVID-19 prevention plan for athletics. The plan must either:
- Adopt sporting activities or,
- Create a COVID-19 prevention plan for the franchise and integrate requirements from an
approved COVID-19 prevention plan for the major junior hockey and part-time professional
sports league that the franchise participates in.
3. A major junior hockey and part-time professional sports franchise that does not adopt the Sporting
Activities guidance and adopts their league COVID-19 prevention plan for athletics must maintain
their return-to-play COVID-19 prevention plan on file for review upon request by the local health
jurisdiction in the county where the major junior hockey franchise resides or by the Washington
State Department of Health. If a major junior hockey and part-time professional sports franchise
-19 prevention plan for athletics must be approved by
all member franchises of the conference who are participating in athletic competition with
Washington major junior hockey and part-time professional sports franchises and be submitted for
review, but not for approval, to the Washington State Department of Health. Major junior hockey
and part-time professional sports franchises participating in athletic activities are responsible for
ensuring their league COVID-19 prevention plan is submitted to Washington State Department of
Health for review.
4. Regardless of which plan (Washington State Sporting Activities guidelines or a league COVID-19
prevention plan) a major junior hockey and part-time professional sports franchise follows, there
shall be no spectators at games and competitions until such time as spectators are allowed for
sporting activities and athletics under the Healthy Washington Plan.
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School and Non-school Youth Team Sports Indoor and Outdoor and Adult
Recreational Team Sports Indoor and Outdoor
Sport Risk Category guidance (all phases)
CƚƩ ƷŷĻ ƦǒƩƦƚƭĻƭ ƚŅ Ʒŷźƭ ķƚĭǒƒĻƓƷͲ ƭƦƚƩƷƭ ğƩĻ ķĻŅźƓĻķ ǒƭźƓŭ ƷŷĻ ŅƚƌƌƚǞźƓŭ ƩźƭƉ ĭğƷĻŭƚƩźĻƭ ΛŷĻ ƌźƭƷ ĬĻƌƚǞ źƭ
ƓƚƷ ğƌƌΏĻƓĭƚƒƦğƭƭźƓŭ͵ {ƚƒĻ ƭƦƚƩƷƭ ğƩĻ ĭƚǝĻƩĻķ źƓ ƚƷŷĻƩ ŭǒźķğƓĭĻ ķƚĭǒƒĻƓƷƭͲ ğƓķ źŅ ƭƚ ƷŷƚƭĻ ŭǒźķğƓĭĻ
ķƚĭǒƒĻƓƷƭ ŭƚǝĻƩƓ ƷŷƚƭĻ ğĭƷźǝźƷźĻƭ͵ LŅ ğ ƭƦƚƩƷ ķƚĻƭ ƓƚƷ ğƦƦĻğƩ ƚƓ Ʒŷźƭ ƌźƭƷ ƷŷğƷ ķƚĻƭ ƓƚƷ ƓĻĭĻƭƭğƩźƌǤ ƒĻğƓ źƷ
źƭ ƦƩƚŷźĬźƷĻķ ğƷ Ʒŷźƭ ƷźƒĻ͵Μʹ
Low risk sports: tennis, swimming, pickleball, golf, gymnastics, climbing, skating, archery, fencing, cross
country, track and field, sideline/no-contact cheer and no-contact dance, disc golf.
Moderate risk sports: softball, baseball, t-ball, soccer, futsal, volleyball, lacrosse, flag football, ultimate
frisbee, ice hockey, cricket, crew, field hockey, school bowling competitions.
High risk sports: football, rugby, wrestling, cheerleading with contact, dance with contact, basketball,
water polo, martial arts competitions, roller derby.
Phase 1:
- Facial coverings required for all coaches, volunteers and athletes at all times.
- Indoor training and practice allowed for low and moderate risk sports if players are limited to
groups of 6 in separate parts of the field/court, separated by a buffer zone. Brief close contact (ex:
3 on 3 drills) is permitted. It is preferable for the groups of six to be stable over time. All facilities
must calculate allowable participant occupancy by dividing the room size or available floor space
by 500 square feet per person.
- Indoor individual training/practice allowed for athletes in high risk sports either with or without a
coach.
- Outdoor meets, qualifiers, and tournaments allowed for low risk sports. No spectators allowed.
- Outdoor team practices, training and intra-team competitions allowed for low and moderate risk
sports. Scrimmage against other teams or training or practices with other teams is not allowed.
- Outdoor team practices and/or training allowed for high risk sports if players are limited to groups
of 6 in separate parts of the field/court, separated by a buffer zone. Brief close contact (ex: 3 on 3
drills) is permitted. It is preferable for the groups of five to be stable over time.
Phase 2:
- Facial coverings required for all coaches, volunteers and athletes at all times.
- Outdoor training, practices and competitions allowed outdoors for low, moderate, and high risk
sports. Maximum 200 people allowed at competitions, including spectators.
- For outdoor competitions; For facilities or complexes with more than one field or area of play a
maximum of 75 people allowed per field or area of play, including spectators. All spectators of
different households are to remain physically distant, 6 feet or more, as much as possible.
- Indoor team training, practices, and competitions allowed for low and moderate risk sports. Indoor
team practices, training and intra-team competitions allowed for high risk sports. Scrimmage
against other teams or training or practices with other teams is not allowed for high risk sports. For
all indoor sports the occupancy of the facility may not exceed 25 percent of the fire code
occupancy rating, or 200 people max, whichever is less.
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-
- Indoor meets, qualifiers, and tournaments allowed for low risk sports. For all indoor sports the
occupancy of the facility may not exceed 25 percent of the fire code occupancy rating, or 200
people including spectators, whichever is lower as per the Miscellaneous Venues guidance.
Guidance applicable to ALL sporting activities for school and non-school youth team sports and adult
recreational sports in all phase levels
No tournaments allowed for moderate and high risk sports. A prohibition on tournaments for sporting
activities does not include postseason, playoff, state or regional championship competitions with no more
than four teams at one site sanctioned by a statewide interscholastic activities administrative and rule-
making body that oversees competition in all counties in the state.
Non-essential travel such as out-of-state team or individual travel for sporting activities are subject to
quarantines as detailed in the
meant to include league play for school sports that cross state borders if that league sanctioned by a
statewide interscholastic activities administrative and rule-making body that oversees competition in all
counties in the state, or in a neighboring state. Cross-border travel for non-league games is not
considered essential.
{ƷğǤ ŷƚƒĻ ǞŷĻƓ ƭźĭƉ ƚƩ źŅ ğ ĭƌƚƭĻ ĭƚƓƷğĭƷ ƚŅ ƭƚƒĻƚƓĻ ǞźƷŷ /hL5ΏЊВ
Athletes, coaches, umpires/referees, spectators and any other paid or volunteer staff should be required
to stay home if they feel unwell, show any signs of COVID-19, or are a close contact of a confirmed case.
All coaches and students should be screened for signs/symptoms of COVID-19 prior to a workout.
Screening should consider symptoms listed by the CDC. Any person with symptoms of COVID-19 or who is
a close contact of someone with confirmed COVID-19 should not be allowed to participate and should
contact his or her primary care provider or other appropriate health-care professional.
Those who are excluded from training or contests due to COVID-19 symptoms or because they are close
contacts must follow DOH and local public health isolation and quarantine guidance before returning to
training or contests.
People with underlying health conditions should consult with their medical provider regarding
participation in athletic activities.
ağƭƉƭ
Masks required for all athletes/participants. Coaches, trainers, managers, spotters, and any other paid or
volunteer staff must wear face coverings at all times. Details can be found in the Face Coverings Order.
Organized sporting activities are not an allowable exception to the Face Coverings Order except as those
detailed in this document.
School cross country meets and competitions should follow the guidance for Races, non-motorized and
motorized, including the allowance to remove face coverings once a competition begins. Face coverings
required for training.
Gymnasts may remove their masks and facial coverings for routines that require for flips or blind landings,
or similar maneuvers, where a slipped mask could impede safety.
tŷǤƭźĭğƌ 5źƭƷğƓĭĻ
Physical distance of 6 feet must be maintained between staff, volunteers, and any spectators at all times
with exceptions for training and medical personnel and volunteers performing their medical duties. Six
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feet of distance must be maintained among athletes when not engaged in sporting activities, huddles and
team meetings must be physically distanced.
IǤŭźĻƓĻ
Require athletes, coaches, umpires/referees and any other paid or volunteer staff to practice good
hygiene including washing their hands frequently and covering their sneezes and coughs. Wash hands
often with soap and water for at least 20 seconds before and after practice, especially after touching
shared objects or blowing your nose, coughing, or sneezing. Avoid touching your eyes, nose, and mouth. If
soap and water are not readily available, use a hand sanitizer that contains 60-95% alcohol content. Cover
all surfaces of your hands and rub them together until they are dry. Athletes should not share water
bottles, uniforms, towels, or snacks and should not spit (saliva, sunflower seeds, etc.).
Provide handwashing or hand sanitizing stations at training and contest locations.
Limit the use of locker rooms to handwashing and restroom use only. Showers should not be used due to
potential spread of aerosolized droplets. If use of locker rooms for changing is necessary, maximize
ventilation and use tape, spots, or cones to signal 6 feet of distance for athletes who need to change. If
locker rooms are used cleaning protocols must be included in the sporting activity safety plan. Stagger
entry to the changing area and use of these facilities as appropriate with members of the same team or
training cohort only. Limit occupancy of the locker rooms to avoid crowding.
/ƌĻğƓźƓŭ
Clean high touch surfaces and disinfect shared equipment before and after each use. Ensure restrooms
are cleaned and disinfected regularly. Current CDC guidance for cleaning and disinfection for COVID-19
states that disinfectants should be registered by the EPA for use against the COVID-19. Find the current
list here: List N: Disinfectants for Use Against SARS-CoV-2 (COVID-19). Disinfectants based on hydrogen
peroxide or alcohol are safer than harsher chemicals. The University of Washington has a handout with
options for safer cleaning and disinfecting products that work well against COVID-19.
ĻƓƷźƌğƷźƚƓ
Ventilation is important to have good indoor air quality. Ensure that ventilation systems operate properly.
Increase air circulation and ventilation as much as possible by opening windows and doors. Offer more
outside time, open windows often and adjust mechanical ventilation systems to bring in as much outside
air as possible. Increase filters to MERV 13 if the HVAC can accommodate. Use of fans for cooling is
acceptable. In indoor spaces, fans should only be used when windows or doors are open to the outdoors
in order to circulate indoor and outdoor air. They should blow away from people.
Outdoors locations are preferred to indoors locations, and should be utilized to the greatest extent
possible to allow for maximum fresh air circulation and social distancing. Outdoor structures, in order to
be considered outdoors, should have no more than two walls to provide appropriate ventilation unless
they meet this ventilation requirement; Structures can have three walls if another opening exists that is
large enough to create cross ventilation.
ƩğƓƭƦƚƩƷğƷźƚƓ
Limit exposure to those outside the household unit during travel. Encourage only those in the same
household to travel together, and if not in the same household, travel in separate vehicles if possible.
For travel groups, (groups that include more than one household in the same vehicle whether in a carpool
or on a bus) all members of the travel group, including the driver, must wear a face covering and spread
out as much as possible within the vehicle. Limit travel groups to those who have been in regular contact
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(e.g. team members). Encourage family members to sit together. Maximize ventilation in the vehicle by
opening windows.
Buses should install safety barriers (such as plexiglass shields) between the driver and passengers or close
(block off/leave empty) the seats nearest the driver to ensure 6 feet of distance between the driver and
passengers. Passengers should board from the rear door when possible. Buses should improve air
filtration where possible. Buses should be cleaned and disinfected daily after use with attention to
frequently touched services (doors, rails, seat backs).
wĻĭƚƩķƭ ğƓķ /ƚƓƷğĭƷ ƩğĭźƓŭ
Keep a roster of every athlete, staff and volunteer present at each practice, training session, and contest
to assist with contact tracing in the event of a possible exposure. Similarly keep a roster and seating chart
for each travel group. Attendance rosters and seating charts must be kept on file for 28 days after the
practice, contest, or trip.
9ƒƦƌƚǤĻĻƭ
Employers must specifically ensure operations follow the main Labor & Industries COVID-19 requirements
to protect workers. COVID-19 workplace and safety requirements can be found here.
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WESTERN HOCKEY LEAGUE
RETURN TO PLAY PROTOCOL
Washington State
2020-21 SEASON
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WA – FEB 05 Page | 2
WESTERN HOCKEY LEAGUE
WHL Return to Play Protocol
Introduction
In anticipation that the Government and Health Authorities in each jurisdiction are in the process of
releasing further directives on their phased re-opening plans, the Western Hockey League (WHL) has
prepared a Return to Play Protocol for your review. The objective of these protocols is to demonstrate
how the WHL plans to Return to Play in a safe and responsible manner in accordance with the health
guidelines set by each of the State and Provincial Health Authorities.
Community spirit in the WHL across the Pacific Northwest is fueled by hockey. It is an integral part of
the cultural, economic, and social fabric in every community where hockey is played. A Return to
Play for the WHL will be a signal to everyone that the COVID-19 crisis has not changed the best of
what our society has to offer.
This document outlines the measures and the extent the WHL is prepared to go to facilitate a safe
re-opening of our league in the communities across Washington and Oregon State in which we
operate. We believe our Return to Play protocols minimize the risk and reduces the likelihood of
COVID-19 exposure for players, fans, and staff members. We want to keep the public and our
communities safe by limiting close contact in all situations and having our players, staff and officials
as public facing leaders of COVID-19 protocol and safety.
The very foundation of these protocols is the overall health and safety of everyone associated with
the WHL from players and coaches, officials, facility staff, and the fans is our top priority.
The WHL has appointed Dr. Dhiren Naidu of Edmonton as the WHL Chief Medical Advisor. Dr. Naidu,
an Associate Professor at the University of Alberta and Head Team Physician for the NHL’s Edmonton
Oilers and CFL’s Edmonton Football Team, served as the NHL Medical Director for the NHL hub,
which just concluded in Edmonton. Dr. Naidu will be assisting the WHL with the implementation of its
comprehensive health and safety protocol, in consultation with State and Provincial Health
Authorities.
About the Western Hockey League
The WHL is at the top level of the amateur hockey system in Canada and the Pacific Northwest United
States and is regarded as the world’s finest development league for junior hockey players age 16-20.
A member of the Canadian Hockey League, the WHL is a leading supplier of hockey talent to the
National Hockey League (NHL), Canada National Teams and Canadian University hockey programs.
The WHL is also the leading provider of academic hockey scholarships with over 400 graduates each
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WA – FEB 05 Page | 3
year receiving WHL Scholarships to pursue a post-secondary education of their choice. Over the
past 25 years, the WHL has awarded over 6,000 WHL Scholarships to graduate players representing
an investment of over $25 million by WHL Club ownership.
Hockey is an integral part of the economic and social fabric of every community where a WHL Club
is located. A WHL Club on average generates an economic impact of over $8 million in their
community. The WHL franchise is the number one sports and entertainment commodity in over 80%
of WHL markets. The WHL Club is also the major tenant of each centres main arena facility with the
WHL overall attracting over 3.5 million fans each season.
The WHL and all of its 22 member Clubs are major supporters of minor hockey and charitable causes
at both the local community and State / Provincial levels. Each season, the WHL and WHL Clubs
contribute more than $5 million to local and regional minor hockey programs and charities. WHL
Clubs also take an active role in their communities through school and hospital visits and a wide
variety of community engagement programs.
Overview
This document outlines the COVID-19 safety measures that WHL Clubs are prepared to implement
to facilitate the safe opening of the WHL across Washington State and Portland, Oregon. The start
date of the WHL regular season will be determined in consultation with Government Health
Authorities with training camps beginning 7-14 days prior. Training camps will be limited to a
maximum of 30 players. Only players with a realistic chance of making the team will be able to
participate. The overall goal with each of our Clubs will be to keep contact outside of Team Cohort
and player households to a minimum. Our plan for reducing community contact and League
Cohorts is expanded on in Hockey Operations section 6.0 – League Cohorts.
The WHL’sfocus is on the safe and responsible return to play for our players,fans,and staff
members.
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WESTERN HOCKEY LEAGUE
WHL Return to Play Protocol
A.HockeyOperationsProtocol
All WHL Team personnel (players and staff) and on-ice and off-ice officials are required to comply
fully with all COVID-19 regulations and directives as outlined by Government and Health Authorities
in their respective State or Province. In addition, the following policies will be strictly enforced by the
WHL and WHL team management.
1.0 Dedicated Compliance Officer (DCO)
Among the team’s medical staff (physician, Athletic therapist), a person must be designated
by each Club to monitor the management of hockey operations COVID-19 protocols. This
person will be designated as the Dedicated Compliance Officer (DCO). The responsibilities
of the DCO include, but are not limited to:
Reporting player health information to the WHL Office and Chief Medical Advisor
Overseeing the execution and completion of the daily mandatory screening surveys
(Appendix B) and initial mandatory surveys (Appendix A)
Ensuring that all players, officials, and staff screen for COVID-19 symptoms before
they enter the facility or participate in any team related event
Overseeing daily temperature check of players, staff, and officials (game days only)
The Club DCO’s will meet and consult with WHL Chief Medical Advisor Dr. Dhiren Naidu
every 2-3 weeks throughout the season. Club DCO’s will discuss best practices and key
learnings from their day to day experience to strengthen and evolve our approach to
COVID-19 protocols on an ongoing basis.
Each Club will designate who their primary DCO will be. Each Club will also list a secondary
DCO, who will act as a replacement for the primary DCO should they become symptomatic
or test positive for COVID-19. The secondary DCO will be well versed in the day to day
duties of the primary DCO. If the primary DCO becomes ill, the secondary DCO will take
over responsibilities. If the primary and secondary DCO’s both become ill, the Club General
Manager will consult with the WHL Office and WHL Chief Medical Advisor to determine next
steps.
The name and contact information of the two Club DCO contacts will be sent to the WHL
Office prior to the beginning of the season.
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2.0 Initial Mandatory Survey – Players Staff, Officials, Billets (Appendix A)
All Players are required to complete the medical survey found in (Appendix A). The medical
survey must be provided to the team’s medical personnel 48 hours prior to his departure
from his home to the WHL Team. No player will be allowed to attend training camp without
having first completed the medical survey in its entirety. Should there be symptoms related
to COVID-19, the team will communicate with the individual to inform them of the required
procedures.
Any Players traveling from another country may be required to quarantine for a 14-day
period prior to participating with their WHL Club.
Billet families must complete the COVID-19 sections of the medical survey (Appendix A) as
soon as they are assigned one or more players. Depending on the responses, the team will
authorize the billet family to welcome players or wait until further notice regarding the level
of risk to the players or vice versa. The survey will need to be completed 48 hours prior to
the players’ arrival and then a daily COVID-19 survey must be completed for the duration of
the season. (daily survey outlined in Appendix B)
3.0 Daily Mandatory Survey – Players, Staff, Officials, Billets (Appendix B)
3.1 All daily surveys must be completed prior to arriving at the arena
3.2 All players and staff will need to fill out the daily survey regarding symptoms related
to COVID-19 in the Athlete RMS / EDGE10 Covid-19 Health Tracking App
3.3 On-ice officials must complete the daily survey regarding symptoms related to
COVID-19 the day prior, the day of and the day after their assigned games in the
Athlete RMS / EDGE10 Covid-19 Health Tracking App.
3.4 All billet families must complete the daily survey regarding symptoms related to
COVID-19 in the Athlete RMS / EDGE10 Covid-19 Health Tracking App
3.5 Off-ice officials and the Team Doctor assigned to a game must complete the daily
survey prior to arriving at the arena and submit the document to the head supervisor
3.6 All completed surveys which reveal the presence of one or more symptoms of
COVID-19 will automatically be communicated to the team’s medical personnel and
individuals must follow symptom protocol outlined in section 5.1
3.7 The Club Athletic Therapist will be responsible for the fulfillment of the survey and
management of the survey records
4.0 Daily Mandatory Requirements for all Team Personnel (Players and Staff)
4.1 Temperature will be taken daily upon arrival at arena with infra-red no touch device,
and temperature must be below 100.4 F/ 38 C
4.2 If the temperature is equal or over the tolerated norm of 100.4 F/ 38 C the team
therapist or a team physician will need to go on-site to confirm the individual’s
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temperature via medical grade oral or tympanic membrane thermometer. If the
temperature is confirmed to be over 100.4 F/ 38 C then the individual will need to
consult with their Team Doctor to determine the appropriate next steps
4.3 The Club Athletic Therapist will be responsible to ensure all players complete the daily
mandatory requirements outlined above and will retain all results for tracing purposes
5.0 COVID-19 Medical Protocol & Season Long Monitoring
All WHL Clubs and staff will follow the guidelines outlined in the WHL Medical Protocol
document (Appendix C), which specifies how players travel to their WHL Team Centre’s,
isolation periods and locations, timelines and initial pre-season testing requirements.
To further limit the interactions between all Clubs, the WHL will create a game schedule to
further limit the potential exposure of COVID-19 throughout the teams and communities.
6.0 Protocol for COVID-19 Symptoms, Exposure and Positive Cases
6.1 Should a player, staff member or official exhibit symptoms outlined in the daily survey
in Appendix B, and has a suspected case of COVID-19, the individual must adhere to
the following protocol:
Notify the team medical personnel responsible for managing COVID-19
The individual will be instructed to be isolated and the Team Doctor notified;
The Team DCO will contact the local Health Authority to arrange a COVID-19
test;
The individual will remain in isolation until a negative test result is received and/or
a minimum period of 10 days; or as directed by Health Authorities;
If the test result is negative, but symptoms continue, the individual should remain
isolated until such time as the Team Doctor agrees that he can return to play.
6.2 Should a player, staff member or official find themselves in one of the following
situations, they will not be able to access any of the teams facilities effective
immediately and will be required to follow the protocol outlined in section 5.1.
Applicable Situations Include:
Having close contact with an individual that has contracted COVID-19;
Individuals, players, or staff having contact with someone from home (billet
family or home) that presents symptoms of COVID-19 and is under investigation
and awaiting test results.
6.3 Should a player, staff member or official present COVID-19 symptoms while at the
arena the following protocol must be followed:
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All staff, players and officials will follow good hand hygiene protocol by
washing hands frequently and diligently as well as avoiding touching their
face;
All staff, players and officials will need to protect themselves adequately by
wearing a mask and applying the physical distancing rules;
The individual presenting symptoms will need to wear a mask, immediately
isolate in their billet home or other location and follow the guidelines of the
team’s doctor;
The Club and Arena management will ensure all areas of the facility, where
the infected individual has been, are disinfected in accordance with the
procedures and protocols provided by the Health Officials.
6.4 Should a player, staff member or official present COVID-19 symptoms while on the
road the following protocol must be followed:
All staff, players and officials will need to protect themselves adequately by
wearing a mask and applying the physical distancing rules;
The individual presenting symptoms will need to immediately wear a mask
and follow the guidelines of the team’s doctor;
Player should be immediately transported by private vehicle (team bus or
public transportation cannot be used) to a hotel or other isolated location.
The driver of the vehicle and player must wear a mask and physical distance
from one another. The Player may drive on their own to this location while
being followed by a Club staff member. The WHL Club and WHL Office will
determine a course of action for each individual case, based on age of
player, location, distance from home WHL city etc. with the support of the
WHL Chief Medical Advisor
The Club will ensure all surfaces and areas where the infected individual has
been, are disinfected in accordance with the procedures and protocols
provided by the Health Officials.
6.5 Risk Exposure – Guidelines for Clubs are as follows:
To facilitate risk assessment and management of the players or personnel
who have been exposed to the case, exposure can be categorized as close
contact and not close contact; (see table below)
If the two (2)-metre physical distance could not be confirmed and the personal
protective equipment (PPE) was not worn properly, player and staff exposure
would be considered close contact, the determination of who is a close
contact will be made in conjunction with DOH contact tracers;
All close contacts will be required to self-isolate immediately and will be tested
for COVID-19 based on Health Authority guidelines.
Close contacts are defined based on CDC Guidelines.
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RISK LEVEL EXAMPLES
Staff member or player who assisted, cared for, or played with an individual
with a COVID-19 confirmed case during their period of infectivity.
OR
Staff member or player who has received sputum or direct contact with
infectious biological fluids from a confirmed case of COVID-19.
CLOSE CONTACT
OR
Staff member who was within 2 metres of an infected person for a
cumulative total of 15 minutes or more over a 24-hour period starting from 2
days before illness onset (or, for asymptomatic patients, 2 days prior to test
specimen collection) until the time the patient is isolated. (Ref CDC)
Staff member or player of the same team for whom the two metre
NOT CLOSE
physical distance has been applied or for whom personal protective
CONTACT
equipment has been properly worn.
6.6 Should a player or staff member test positive for COVID-19, the individual must
adhere to the following protocol:
Upon notification by the Health Department of a positive test, the individual must
notify the team DCO immediately;
The Club’s General Manager must notify the WHL Office immediately of the
positive test, but not release the name of the team member;
The team DCO, under guidance of the Chief Medical Advisor will rapidly conduct
contact tracing. A standardized form for contact tracing will be made available
and must be reported to the WHL Office within 24 hours of the positive test. This
information will be passed on to Health Authorities in an effort to assist State
contact tracers;
The individual must self-isolate for at least 10 days and be monitored medically by
phone communication;
If the player is in the billet home upon receiving the positive result they may be
moved to a hotel room or other isolated location by the team unless the billet family
is comfortable with the player isolating in their household
Should symptoms get worse notify a Team medical Staff member or call 911;
The WHL and its Clubs will work with Public Health Officials to identify any
contacts that could have occurred during the infection period of a case
o If asymptomatic positive test
Player would isolate as symptomatic players would do
Release from isolation for a confirmed positive asymptomatic patient
would happen according to CDC guidelines. A player’s 10-day
isolation would begin on the day the positive test was taken. If at any
time a player becomes symptomatic then he would fall under the
symptomatic athlete guidelines. Once the player who remains
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asymptomatic has completed his 10-day isolation, he may leave
isolation and begin the Return to Play Protocol
DCO will determine whether the case had 2 or more of the following
symptoms in the 7 days prior to the collection date of the test
Fever > 38 C
Headache
Tiredness
Cough
Shortness of breath/difficulty breathing
Sore throat
Runny nose
New onset loss of taste or smell
Diarrhea
Conjunctivitis
If the positive case had 2 or more symptoms that lasted 24 hours in
the last 7 days before collection date it would indicate that the
symptoms were due to COVID-19 and that date would be used for
public health investigation (*this means contact tracing would occur
48 hours prior to this date)
The period of communicability is 48 hours prior to the onset of
symptoms to 10 day after symptom onset
If symptomatic positive test: contact tracing would begin from the date
of onset of symptoms
The Club and WHL Office will follow any other additional prevention and control
measures as required by the state and local Health Authority, such as pausing or
postponing play;
The Club and Arena management will ensure all areas of the facility, where the
infected individual has been, are disinfected in accordance with the procedures
and protocols provided by the Health Officials;
The individual will remain in isolation for a minimum period of at least 10 days or
until such time he is approved for return to play by the Team Doctor.
7.0 League Cohorts
The WHL has five US based Clubs that will act as one League Cohort with a maximum of
150 total participants (30 participants per Club). These 150 participants will only include
players and hockey operations staff (Coaches, GM’s, Athletic Therapists, Equipment
Manager). These are individuals who will have regular direct contact with one another within
their Team Cohort of 30 at a distance of two metres or less. Wherever possible physical
distancing will be practiced, and masks will be worn by these individuals.
Contact with opposing team’s hockey operations staff will be limited. If contact with the
opposing team’s hockey operations staff takes place, physical distancing will be practiced
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and masks will be worn. Contact between opposing players will only take place on the ice
during the game. There will be no direct contact between players from opposing teams
outside of gameplay.
On-ice officials, off-Ice, media personnel, game day staff, front office staff, volunteers, etc.
will not be considered part of the Cohort as they will not have regular interaction with
players and hockey operations staff at a distance of two metres or less. If these individuals
must come within two metres of the league participants, they will wear a mask and limit the
amount of time they are in contact (this will rarely if ever occur).
For on-ice officials the following mask guidelines must be followed: Masks must be worn at
all times while on-site, including on the ice. Masks are to be worn as much as feasible
during gameplay and must be worn when interacting with participants and coaches or when
physical distancing cannot be maintained during play. To allow the officials to react quickly
to blow the whistle when required, masks will not be worn during play when an official is
skating or performing normal duties (while maintaining physical distancing).
Player contact in the community outside of their Team Cohort will be minimal. Players are
required to be limited to their residence or billet household outside of hockey related
activities to minimize contact within the community. Players are prohibited to take part in
social activities outside of their residence, billet household and Team Cohort. The only close
contact players will have is with members of their immediate household (for players that live
at home), billet family and members of the Team Cohort.
School will take place online or in a team only setting at the arena, wherever possible
Players will be required to sign a document stating that they agree to these cohort
protocols, any breach of these protocols will result in a significant suspension from team
and league activities.
The schedule will be designed to minimize interaction between multiple opponents over a
short period of time.
If a scenario arises where multiple positive cases or contacts on a Club are identified, the
WHL is prepared to suspend that Clubs activities for a minimum of 10 days, or as directed
by State Health Authorities until the Club is deemed safe to return to play. The WHL will
work with State Health Authorities to institute appropriate quarantine and isolation measures
for the Club. Scheduling will be fluid and adjusted as necessary based on positive cases.
Please refer to section 4.1 in he WHL Team Medical protocol document for further details
around isolation periods and close contacts in the event of multiple cases (Appendix C).
8.0 Personal Protective Equipment (PPE)
8.1 The type of mask/face covering and the proper way to wear it should be consistent
with CDC recommendations.
8.2 All WHL Teams will be required to provide an adequate supply of masks for all team
personnel, billets and on and off-ice officials
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8.3 Cloth masks should have filters added to them and be washed frequently, disposable
surgical masks can be used as well in all cases
8.4 For players and staff members, wearing a mask is mandatory in all areas of the facility
8.5 Mask must be worn by all players, except while on the ice-surface. A performance
gator mask will be worn by players at all times, except during direct participation on
the ice. Situations were a player must have his face covered: in the dressing room,
on the bench, when interacting with officials, while waiting in the tunnel, in the penalty
box, and all other non-hockey interactions.
8.6 Gators, similar to masks, must cover the nose at the mouth.
9.0 Team Bus Travel
9.1 Transportation by bus is a confined environment where physical distancing is very
difficult to maintain; consequently, teams will need to limit the number of passengers
on the bus to approximately 50% capacity of the bus and ensure appropriate physical
distancing
9.2 Masks will be mandatory for all individuals while travelling on the bus
9.3 Bus will be thoroughly cleaned and disinfected professionally prior to each road trip,
which will be recorded in a cleaning log by the bus company
9.4 If a Club owns their own bus, they must keep a cleaning and disinfection log with the
dates of the cleaning and disinfection and the name of the people who performed the
cleaning
9.5 Clubs will implement assigned seating on the bus, players and staff should sit beside
their hotel roommate or a person from the same household whenever possible
9.6 Each player and staff member will disinfect hands prior to boarding and exiting the
bus
9.7 Each player and staff member will clean and disinfect their seat and surface area with
provided hygienic wipes after each stop and prior to each departure
9.8 Hand sanitizer and hygienic wipes will be available on the bus as players enter and
depart
9.9 Masks will be available by all players and staff members
9.10 Teams will request increased air circulation on bus to increase the amount of fresh air
coming into the vehicle wherever possible
9.11 Buses will have proper waste disposal containers on board
9.12 In collaboration with their transport partners, Clubs must take all necessary measures
to meet Public Health requirements
9.13 For all home game players and staff encouraged to use their own personal vehicles
to arrive at the arena and to avoid carpooling with individuals outside of their
household
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10.0 International Players
The WHL US Clubs have Canadian and European players that participate on their teams.
These players are scheduled to enter the US in late December 2020 in preparation for the
beginning of the WHL Regular Season. To limit the spread of COVID-19, all players entering
the US must follow the quarantine rules set by the State of Washington. Players will not be
permitted to participate in team activities until their quarantine has concluded.
11.0U.S./StateBorderCrossings
11.1 There will be no travel outside of the states of Washington and Oregon for the five
WHL Clubs located in the US. Play will be restricted to games between the five US
WHL Clubs only during the regular season
12.0 Team and On-Ice Officials Dressing Rooms / Other Rooms
12.1 Dressing rooms will be cleaned and sanitized (all surface areas and fitness
equipment) after each use
12.2 Hockey equipment, including sticks and pucks, will be cleaned after each practice
and game
12.3 The on-ice official’s room will be cleaned and sanitized after each use
12.4 Arena staff will clean and sanitize the arena daily
12.5 Signage will be available to identify which areas have been disinfected for the visiting
team
12.6 HVAC systems will be operated to ensure the highest capable levels of fresh air intake
and filtered air within the building.
12.7 Hand sanitizer and hygienic wipes will be available as players, officials and staff enter
and leave their dressing rooms
12.8 Teams will also have access to other rooms in the facility including: a dedicated
coach’s office; a dedicated change area for players and a dedicated medical area for
players, wherever possible
12.9 Media interviews will be encouraged to take place remotely. If this is not possible
interviews will be conducted outside of the dressing room in a dedicated area with
proper physical distancing procedures. Masks will be worn at all times
12.10 Player, officials and staff will physically distance themselves from one another as much
as possible in any facility area (including dressing rooms), if physical distancing
cannot be maintained masks must be worn
12.11 Access to team dressing rooms will be strictly monitored, only cleaning staff (when
room is empty), players and team hockey operations staff will have access to the team
dressing rooms
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12.12 Only on-ice officials and cleaning staff (when room is empty) will have access to the
on-ice officials dressing rooms
13.0 Off-Ice Training Areas
13.1 WA guidance for fitness activities states that each individual requires 500 sq ft of
space when working out. This guidance must be used when determining the capacity
limit in a team’s fitness facility. Plan a schedule for the fitness room with a limited
number of people at the same time according to surface area
13.2 Access to the fitness room will be restricted to only players and trainers
13.3 Space out exercise equipment to ensure physical distancing; also increase spacing
around cardio machines and position to lessen aerosolized transmission, increase
ventilation where possible
13.4 Mandatory disinfecting of hands upon entering and exiting the fitness room
13.5 Hand sanitizer and hygienic wipes will be available as players enter and depart this
area of the facility
13.6 It is mandatory to keep a log of the use of the fitness room with the following
information: name, date and time of entry, and time of exit
13.7 The user must bring their own water bottle
13.8 Equipment should be disinfected after each use, cleaning instructions will be posted
on the outside of the fitness room
14.0 Medical Rooms
14.1 Physical distancing will be used to determine number of players in the medical room
at one time
14.2 Masks will be worn by the Athletic Therapist, Team Doctor and athletes at all times
when in the medical room
14.3 The medical rooms and instruments used must be disinfected between each player
treated
14.4 Aseptic measures in the medical room must follow the recommendations of their state
professional association
14.5 Players will use hand sanitizer and/or hygienic wipes to disinfect their hands as they
enter and depart the medical room
15.0 Billet Accommodations
15.1 Given current quarantine requirements; Clubs must plan for the necessary periods of
isolation depending on the directives issued by Health Officials for certain categories
of players
15.2 Billets will be required to complete the Initial Mandatory Survey (Appendix A) prior to
the arrival of players
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15.3 Billets will complete the Daily Survey (Appendix B) and report to their Club if anyone
in the home has responded yes to any of the survey questions
15.4 Billets and players will practice physical distancing and will practice good hand
hygiene by washing hands frequently and diligently
15.5 Masks will be available for players and billet families
15.6 All players and billets will be required to wear masks outside of their billet home
when physical distancing isn’t possible and ensure that contact outside of the billet
household and team cohort are kept to a minimum
15.7 Players will be limited to their billet family households in an effort to reduce contact
in the community, with the exception of the following:
Attendance for school which will be held at the rink or online, wherever
possible
Games, practice, and training at their home rink
Games, hotel, team meals and bus while on the road (overnight stays will be
minimal)
Authorized team functions that will be held at the rink
16.0 Hotel Accommodations
16.1 Maximum of two players per room will be permitted
16.2 Players and staff will have assigned roommates for the entire season
16.3 Players and staff from the same household will share a room whenever possible
16.4 When players check in and each following day, they are encouraged to wipe down
commonly touched surfaces using hygienic wipes
16.5 Masks and hygienic wipes will be available for all players and staff members
17.0 Team Meals
17.1 Players and staff members must wash hands before and after each team meal
17.2 Hotel must have a private room and dedicated person to serve meals to players and
staff members. Restaurants will only be used on an as needed basis. Teams will
request private banquet rooms in hotels to have their meals
17.3 The number of players that can be seated at a table in a restaurant, or in a private
room in a restaurant, will be set by the facility and informed by the guidance of State
Health Authorities
17.4 Pre-packaged individual meals will be encouraged wherever possible
17.5 Players or staff members cannot share food or drink at any time
17.6 Hand sanitizer and hygienic wipes will be available as players enter and depart the
team meal room
17.7 Masks will be available for all players and staff members
18.0 Team Practices / Warm-Ups / Games
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18.1 Players and staff members must have their own personal towel and water bottle
(water bottles will be replaced and cleaned after each practice and at the conclusion
of each period of a game)
18.2 Additional stack of small towels and laundry basket must be available (towels must be
replaced after each usage)
18.3 Players will warm-up for games individually as opposed to in groups
18.4 Training staff will practice good hygiene by washing hands frequently and in particular,
before and after any contact with a player
18.5 Sanitary tissues and waste basket will be available
18.6 Hand sanitizer and hygienic wipes will be available
18.7 Cleaning of jerseys and face shields must take place before and after every game.
Mouthguards will be kept stored and cleaned by the player
18.8 Jerseys, towels and other clothing worn during a game/practice must be laundered
between each use on the highest heat setting possible and/or sanitized (e.g. bleach)
as per the product label
19.0 Team Benches
19.1 The bench area must be wiped down and disinfected after each practice and game
19.2 Spitting or blowing one’s nose without a tissue, even at the players’ bench is not
permitted, but if required, be done into a towel that is then disposed of to be washed
19.3 Hygienic wipes and hand sanitizer will be available on benches for players and staff,
good hand hygiene on the team benches will be encouraged
19.4 Proper waste disposal containers will be available on benches
20.0 Coaching Staff
20.1 Members of the coaching staff must maintain physical distancing with players
whenever possible and must wear masks when physical distancing cannot be
maintained
20.2 Coaching staff must wear masks when on the bench and while on the ice-surface for
practice
20.3 Team meetings must be held in rooms that permit appropriate physical distancing
21.0 Trainers / Equipment Staff
21.1 Hands must be washed prior to and after handling equipment
21.2 Hands must be washed prior to and after being on the bench for each practice and
game
21.3 Surgical masks will be available for trainers and equipment staff and will be worn when
physical distancing cannot be respected
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22.0 Therapists / Medical Staff
22.1 Hands must be washed between each player contact
22.2 Surgical masks, gloves and medical visor must always be worn when assessing
players and masks must be worn on the bench for all practices and games
22.3 If rubber gloves are required for first aid use, they may be used after hand
washing/sanitization, as long as they are changed between each task and hands are
washed/sanitized again once they are removed
23.0 On-Ice Officials
23.1 Training will be provided to all on-ice officials regarding COVID-19 specific guidelines
and training will be updated when local Health Authorities provide additional
information regarding required health guidelines
23.2 Officials to notify the home team of their arrival at the arena and submit to a body
temperature check administered by the home team therapist before entering the
officials dressing room
23.3 If the temperature reading is equal to or greater than the permitted standard of 38 °C
(100.4 °) the official involved must follow the process indicated in section 5.1 of this
protocol
23.4 Personal towels and beverages will be supplied for each on-ice official
23.5 Hands will be washed prior to start of each period and following each period
23.6 Masks must be worn by on-ice officials at all times while on-site. Masks are to be worn
as feasible during gameplay and masks must be worn when interacting with
participants and coaches
23.7 Hand sanitizer and /or hygienic wipes will be available in the officials dressing room
and at the penalty bench, frequent disinfecting of hands will be encouraged
24.0 Off-Ice Officials / Penalty Bench Area
24.1 Training will be provided to all off-ice officials regarding COVID-19 specific guidelines
and training will be updated when local Health Authorities provide additional
information regarding required health guidelines
24.2 Water bottles will be available in each penalty box (the water bottle will be replaced
after each penalty expires and the player returns to the ice)
24.3 Towels will be available in each penalty box (the towel will be replaced after each
penalty expires and the player returns to the ice)
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24.4 Off-ice officials should physically distance from each other and other players/officials
as much as possible. Masks must be worn when distancing is not possible
24.5 The bench area must be wiped down and disinfected after each game
24.6 Hand sanitizer and hygienic wipes will be available for players, and off-ice officials use
at the penalty bench
24.7 Off-ice officials will be encouraged to disinfect their hands frequently between each
penalty and contact with one another
25.0 Other Safety Measures
25.1 There will be no community or sponsor appearances by players or staff
25.2 In all instances, staff, players, and officials will follow good hand hygiene protocol by
washing hands frequently and diligently as well as avoiding touching their face
25.3 Players and staff will be leaders in practicing physical distancing off the ice
25.4 An approved mask must be worn when physical distancing is not possible
25.5 The head coach will have the responsibility of monitoring players and staff behavior
away from the team
25.6 Any report of a violation that is proven to be correct will result in the player or staff
member being subject to team discipline
26.0 New Health Regulations and Directives
26.1 As new regulations and directives are introduced by Governments/Health Authorities
and Sports Organizations, they will be incorporated into the WHL Return to Play
Protocol
WESTERN HOCKEY LEAGUE
WHL Return to Play Protocol
B.Facility Operations Protocol
The WHL is prepared for the “new normal” and are committed to making the necessary operational
adjustments required by State Health Authorities to reopen our facilities. We are confident that our
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facilities and facility partners are up for the challenge. We support the State Health Officials, their
cautiousness and staged re-opening plans which are predicated on ensuring physical distancing will
be implemented at all times.
Environmental measures will be implemented at all WHL facilities. Our facilities are some of the best
venues in the sport of hockey, and because of the size of our venues, HVAC systems and filters are
in place to ensure controlled temperature, humidity, air filtering, CO2 levels and ventilation. Our
facilities using these high capacity ventilation and air quality systems will ensure a safe environment
for spectators, when permitted by health authorities. As infection rates in the population are
controlled, and with Health Authority approval, we will seek to increase our attendance capacity at
the appropriate time.
In addition to the high-quality ventilation, our facilities partners will be installing physical barriers and
implementing strict traffic flow procedures to manage spectator movement within the arena before,
during and after the games.
Our facilities are close partners of our member Clubs, cities and the WHL. We work hand in hand on
issues with our facility partners on a regular basis.
Sanitization will be key to our environmental controls with a heavy reliance on cleaning before, during
and after each game.
The Club will communicate to spectators at each game and remind them of the measures and
restrictions that will be in place at the venue to prevent any interaction with others not in their
bubble.
Facilities will have posted communications at entrances and exits. There will be resources at the
front entrances of the facilities to remind spectators not to attend the game if they are feeling
symptomatic and to use hand sanitizer upon entering the building. Spectators will be required to
wear masks and traffic flow signage, and staff will guide spectators to their seats in order to
maintain physical distancing.
All WHL facilities will continue to monitor and comply fully with all COVID-19 regulations and
directives by the State Health Office and their respective Health Authorities.
1.0 Facility Staff Training
1.1 All facility staff must be educated regarding new safety and cleaning requirements
1.2 Training sessions will be coordinated with all facility and Club staff and reviewed when
local Health Authorities provide any updates on health restrictions
1.3 Temperature checks for all part-time, full-time, contracted third party staff members
should health authorities require these measures
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1.4 All part-time, full-time, contracted third party staff members will self monitor for
symptoms using the a COVID-19 Self-Assessment Tool before coming to work
If any staff present symptoms they must alert their supervisor and call 211 to
determine next steps
1.5 All front-line staff will wear appropriate PPE such as masks, face shields and
disposable gloves before during and after the games as required by State Health
Authorities
1.6 All front-line staff will be required to disinfect their hands frequently throughout their
shift using soap and water or hand sanitizer
1.7 Operations and Training Manuals will be provided for all facility staff will be updated
to include COVID-19 specific guidelines
1.8 Signage outlining necessary Health Authority guidelines and WHL protocol for
COVID-19 will be posted in all staff and volunteer rooms
1.9 All facility staff, team personnel, on-ice and off-ice officials, media, etc, who do not
enter through a spectator entrance, will be required to present credentials to enter
the building, and be recorded on a sign-in sheet
1.10 Each facility will establish one designated “Compliance Officer” in the venue during
the game” to oversee each event to ensure compliance with venue policy as it
pertains to their COVID-19 re-opening plan
1.11 Staff will be limited to only those that are essential for each game
1.12 All staff members will be encouraged to use the COVID Alert proximity tracking app
2.0 Facility Hygiene Officer (FHO)
Each WHL Facility will appoint a Facility Hygiene Officer (FHO) to assess and enforce
compliance with the facility related requirements in this protocol.
The responsibilities of the FHO include, but are not limited to, the following:
Ensuring that the facility is properly equipped to enable individuals to comply with basic
hygiene measures (hand washing and/or hand sanitizing, coughing and sneezing hygiene,
physical distancing).
Each facility will develop a risk mitigation protocol that will be reviewed and signed off on by
the FHO prior to the season beginning.
Ensuring facility HVAC systems are operating at the highest capable levels of fresh air intake
and filtered air within the building.
To the extent possible, updating the facility to be as automated or no-touch as practical to
remove or reduce the use of touchpoints (e.g., door handles, door knobs, push bars, elevator
buttons, rest room sinks and soap dispensers, etc.).
Adding signage to reinforce health and safety requirements throughout the entire facility.
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Ensuring that the facility is compliant with the rules outlined in this Protocol, including, but not
limited to, enforcement of the following: Compliance with the cleaning and disinfecting
requirements, physical distancing requirements, shielding and face covering requirements
set forth in this Protocol.
3.0 Cleaning / Sanitizing
3.1 Facilities must ensure any new cleaning and sanitizing guidelines established by
Health Authorities are implemented – before, during and following each event
3.2 Hand sanitize and /or wipe stations must be readily available in all areas of the facility,
including dressing rooms; benches; concourse; seating; washrooms; entry / exit
points, etc.
3.3 Non-latex gloves must be available at the dressing room and bench areas, and for all
staff in the facility and must be changed between each task and hands must be
washed/sanitized again once they are removed
3.4 Regular cleaning must occur in high touch areas (railings, door handles, elevators,
counters, etc.)
4.0 Spectator Safety
4.1 Masks will be mandatory for all spectators (when spectators are permitted)
4.2 Create signage and messaging of new procedures and guidelines to ensure safety of
all spectators, staff and game participants
4.3 A consolidated safety guidelines document will be created for spectators emphasizing
the mandatory mask rule, physical distancing and practicing good hand hygiene. This
code of contact will be promoted through all team channels
4.4 Physical distancing must be enforced in all areas of the facility and venues will be
identifying areas where crowding, queuing and bottlenecks are common
4.5 Ushers will monitor and direct spectator traffic in and out of seating area during game
and intermissions
4.6 Spectators must remain in their designated seat for the entire game except for moving
directly to a washroom or concession
4.7 Venues will consult with local Health Authorities to determine where to safely que
attendees while preserving emergency access
4.8 Consider mandating prepackaged, single use products for food and beverage items
at concessions and for food vendors
4.9 Consider a merchandise pre-purchase option through website or ticketing system for
cashless pickup at event
4.10 Handheld POS machines will be cleaned after each use
4.11 Facilities will ensure that masks are available for sale on-site and in multiple sizes
5.0 Parking
5.1 Players and staff parking will be located as close as possible to the players’ building
entrance
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5.2 Visiting team bus shall be parked as close as possible to the players’ building entrance
5.3 Officials parking will be provided as close as possible to the building entrance
5.4 The parking area will have restricted access for only players, team staff, and officials
5.5 All facilities will provide designated parking and entry/exit locations for the home team,
visiting team, officials, staff and spectators that is closest to the entry point of the
building where they will be seated
6.0 Ticketing Services / Box Office
6.1 Spectators will be required to read and acknowledge the conditions of attendance.
Once they have completed the purchase, tickets will be emailed to them along with
all the information about arrival time and game details
6.2 Facilities are recommended to move to contactless or handsfree tickets (electronic
tickets to replace paper tickets or tap system for bar codes)
6.3 To accommodate physical distancing between seated household groups or cohorts,
a minimum of two metres between household groups or cohorts will be maintained
side to side and back to back. Each Club will produce a seating map and plan that
incorporates physical distancing between household groups
6.4 Contact information of who bought the ticket and who attended the game and where
they sat will be collected at point of sale for the most accurate and efficient contact
tracing in case of any possible incident
6.5 To ensure physical distancing measures, perimeter seats will be marked unavailable
for sale once a purchase is made
6.6 Based on seat location, all spectators will enter a facility through a designated
entrance and venues will consider different points of entry and exit from high traffic
areas include the entrance and exit to limit queuing. If a line forms, each group will be
kept two (2) metres apart
6.7 Based on seat location, all spectators may be required to enter the facility during a
designated time slot and extending the time between door opening and the game
start to allow for staggered entry of spectators
6.8 Manage groups who should enter one at a time following ID scan and ticket
verification. Maximum 6 per group
6.9 Facilities will Install shielding between staff and patrons two (2) metres at the check-
in areas to reduce any possible transmission
7.0 Spectator Entry / Exit
7.1 Physical distancing must be enforced by use of physical barriers and security
personnel
7.2 At the conclusion of a game, spectators are strongly encouraged to maintain physical
distancing between household groups and cohorts when exiting the building
7.3 Facilities are recommended to provide waste disposal containers at exit points for
disposal of single use PPE
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8.0 Concourse Management
8.1 Concourse flow, spectator traffic, proper mask wearing and distancing will be
monitored and enforced by facility staff (ushers, game day staff, etc) and security
8.2 Ensure spectators in the facility maintain necessary physical distancing and wear
masks at all times, i.e. when they enter the facility, during the game, and when they
exit the building
8.3 Arrow decals on the floor to direct spectator movement – one-way traffic systems
where feasible, congregating, or visiting will not be permitted
8.4 Spectators on concourse must be moving except at concessions and washrooms, no
standing
8.5 Static displays will be permitted but spectator interactive displays will not be permitted
8.6 Spectators must remain in their seats during intermissions, except for moving directly
to a washroom or concession, wearing masks will be required during any movement
in the facility
8.7 Signs will be posted on washroom doors with capacity limit listed and clear markers
on the ground where to line up for the washroom
9.0 Washrooms
9.1 Physical distancing and capacity must be enforced by use of physical barriers and
security personnel, a queue line will be formed outside of the washroom
9.2 Capacities of washrooms will be determined based on appropriate physical distancing
and posted outside of each washroom
9.3 Soap must be available in washrooms and hand sanitizer and / or wipes must be
available at entry and exit points
9.4 Every second stall or urinal will be closed to accommodate physical distancing
10.0 Food and Beverage Services
10.1 Recommended guidelines by local Health Authorities will be used for food and
beverage services, considering such options as grab and go, pre-order, pre-
packaged items, and delivery to the seats
10.2 The location of all food service operations, including pop-up food services (e.g. mini
donuts, snow cones), must allow customers to maintain appropriate physical
distancing. Physical barriers must be used, as necessary, to control flow and
distancing
10.3 Food and Beverage sales, where possible, can be by advance order for pick up to
reduce lines at the concession areas
10.4 Hospitality areas to meet Health Authority guidelines for restaurants and are subject
to evolving state guidance
10.5 Shielding will be installed at all concession counters to provided separation between
concession staff and spectators, if required by local Health Authorities
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10.6 Alcohol consumption reduces inhibition and could result in actions and behaviors that
increase the risk of transmission. Facility operators must provide ongoing supervision
to ensure physical distancing requirements are met
10.7 All self-service drink machines, bulk condiment areas and utensil stations must be
closed
11.0 Payment Systems
11.1 Cashless payment systems throughout the facilities – debit and credit with tap option
are recommended
12.0 Suites
12.1 Suite attendance will be limited to individuals who are a part of the same household
12.2 Only spectators with tickets for a specific suite will be permitted in a suite
12.3 All suites will be provided with a hand sanitizer and / or wipe station
12.4 Food and beverage will be delivered to suites by a server wearing a mask
12.5 All food and beverage being served in suites will follow state and local guidance for
food distribution
12.6 Food items will be pre-packaged to be consumed individually 12.7 Hospitality
areas to meet Health Authority guidelines for restaurants
12.8 All suite ticket holders will have an assigned entrance location and time to minimize
contact with others
12.9 Suite ticket holders must remain in their assigned suite except for moving directly to
a washroom or concession
12.10 A sign in sheet must be filled out upon arrival in a suite with each guest’s full name,
telephone number and email address
13.0 Team Store
13.1 Limit the number of people allowed inside the team store based on physical distancing
guidelines or existing state/local occupancy requirements
13.2 Stanchions and/or spacing markers placed both inside and outside of stores to
maintain physical distancing
13.3 All staff will be required to wear a mask during their shift
14.0 Public Address Announcements and Signage
14.1 Signage will be located throughout building outlining spectator movement and
behavior
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14.2 Public address announcements outlining spectator requirements will occur frequently
and will promote the importance of the mandatory mask rule; physical distancing,
especially between household groups and cohorts; good hand hygiene practices;
refraining from loud cheering or singing and the use of the COVID Alert proximity
tracking app
14.3 Videoboard messaging outlining spectator requirements will occur frequently
15.0 Promotions
15.1 Autograph sessions with players and team personnel will not be permitted, unless
allowed by local Health Authorities
15.2 Promotional items cannot be tossed into the seating area or presented to fans
15.3 Intermission activities to follow physical distancing and safety rules
15.4 Opening ceremony presentations to be limited for physical distancing
15.5 Anthem singer to maintain physical distance and use of personal microphone, a pre-
recorded anthem is encouraged
15.6 In-stand announcers and game crews to maintain physical distancing
15.7 Promotional materials cannot be distributed to fans upon entrance or exit of the facility
15.8 Music volume will be reduced to avoid shouting from spectators and staff, the playing
of music between plays, periods and after goals is acceptable
16.0 Media / Broadcasting Areas
16.1 Access to the press box will be strictly enforced
16.2 Press Box seating will be based on physical distancing guidelines
16.3 Radio interviews will be pre-recorded, no guests permitted during the game
16.4 Shielding will be installed to accommodate physical separation, when required
16.5 Media interviews will be encouraged to take place remotely. If this is not possible
interviews will be conducted outside of the dressing room in a dedicated area with
proper physical distancing procedures. Masks will be worn at all times
17.0 Dressing Room Facilities
17.1 Access to this area will be strictly monitored
17.2 Only team personnel; on-ice officials; medical staff; and essential facility staff will be
permitted in this area
17.3 Please reference Hockey Operations section 12.0 “Team and On-Ice Officials
Dressing Rooms / Other Rooms” for protocol around dressing room sanitation,
equipment cleaning, distancing, mask use, etc.
18.0 Seating Capacity / Re-Configuration
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Seating Capacity: Currently, the State Health Authorities have indicated that the modeling for a
cautious and staged re-opening was predicated on ensuring physical distancing would be
exercised so contact would between persons would be minimal. The WHL will work with the State
Health Office to determine an acceptable level of capacity in our facilities when guidelines and
timing permit.
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APPENDIX A – INITIAL MANDATORY MEDICAL SURVEY
General Information
Name: _________________________________________________________________
Date of Birth: _________________________________________________________________
Weight: _________________________________________________________________
Height: _________________________________________________________________
Sex: _________________________________________________________________
Team and Role: _________________________________________________________________
Symptoms
Are you currently suffering from one or more of the following symptoms?
SYMPTOMS YES NO
Fever (100.4 F/ 38 C or more)
Cough (new or worsening)
Unusual Shortness of Breath
Nasal or Sinus Congestion
Runny Nose
Sore Throat
Pain or Difficulty Swallowing
Earache
Headache (new)
Diarrhea
Nausea and/or vomiting
Loss of Appetite
Loss of Taste or Smell
Important and Unusual Fatigue
Red or Purplish Decolouration of Fingers or Toes
Rash
Within the last 40 days, have you suffered one or several of the symptoms above? If so, which one(s)?
_____________________________________________________________________________________
_____________________________________________________________________________________
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Medical History
DOYOU CURRENTLY SUFFER FROM: YES NO
Diabetes (controlled or not)
High Blood Pressure (controlled or not)
Vascular Disease (stroke, etc.)
Heart Disease (angina, heart attack, heart failure, arrhythmia, etc.)
Lung Disease (asthma, bronchitis, emphysema, etc.)
Cancer
Disease of the Immune System (including HIV/AIDS)
Chemotherapy or Radiation Therapy
Did you have surgery to remove your spleen?
Do you have a transplanted organ?
Are you pregnant?
Medications
List here all medications that you are currently taking or that are prescribed and that you will start
taking soon, as well as their dosage:
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
Over the past three months, have you received a treatment with corticosteroids (by mouth or injection
only), such as prednisone?
Yes _____ No _____
If so, please specify
Name of Medication: _________________________________________________________________
Dosage: _________________________________________________________________
Duration of Treatment: _________________________________________________________________
Date of the End of Treatment: ___________________________________________________________
Are you taking any medication by mouth or by injection that reduces the effectiveness of your immune
system (for example, to treat inflammatory bowel disease, a form of arthritis, psoriasis, etc.)?
Yes _____ No _____
If so, please specify
Name of Medication: _________________________________________________________________
Dosage: _________________________________________________________________
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Diagnostic
Since the beginning of the pandemic, have you taken one or more COVID-19 screening test(s)?
Yes _____ No _____
If so, please specify
Date(s) Test Results (positive or negative)
_____________________ _________________________________
_____________________ _________________________________
_____________________ _________________________________
_____________________ _________________________________
Have you been diagnosed with COVID-19, even without being tested?
Yes _____ No _____
If so, please enter the date of diagnosis: ___________________________________________________
Has anyone with whom you are in close contact tested positive for COVID-19?
Yes _____ No _____
If so, please specify who it is:
Friend _____ Family Member _____
Contact
Are you in close contact with someone who has new respiratory symptoms or who has recently
travelled abroad?
Yes _____ No _____
If so, please specify who it is:
Friend _____ Family Member _____
Have you or anyone in your household come into contact with someone who has tested positive for
COVID-19 or is waiting for a test result?
Yes _____ No _____
If so, please specify who it is:
Friend _____ Family Member _____
Date of the latest contact with this person: _________________________________________________
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Travel
In the last 14 days, have you travelled to an at-risk region, to another province or internationally?
Yes _____ No _____
If so, please specify date of the trip: ______________________________________________________
Please specify the location(s), including stopovers:
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
NOTE: Answers to this questionnaire are confidential and will be treated in accordance with
appropriate professional ethics.
I declare that all the above information is true and that I have completed the questionnaire to the best
ofmyknowledge.
Signature: _________________________________________________________________
Date: _________________________________________________________________
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APPENDIX B – DAILY MANDATORY SURVEY
General Information
Name: _________________________________________________________________
Team and Role: _________________________________________________________________
Symptoms
Are you currently suffering from one or more of the following symptoms?
SYMPTOMS YES NO
Fever (100.4 F/ 38 C or more)
Cough (new or worsening)
Unusual Shortness of Breath
Nasal or Sinus Congestion
Runny Nose
Sore Throat
Pain or Difficulty Swallowing
Earache
Headache (new)
Diarrhea
Nausea and/or vomiting
Loss of Appetite
Loss of Taste or Smell
Important and Unusual Fatigue
Red or Purplish Decolouration of Fingers or Toes
Rash
Were you in contact with someone in the last 72 hours showing one or more of the symptoms listed above?
(circle answer)
Yes No
Have you or someone sharing your household comeinto contact with someone who tested positive to COVID-
19 or that is expecting test results? (circle answer)
Yes No
NOTE: Answers to this questionnaire are confidential and will be treated in accordance with appropriate
professional ethics.
I declare that all the above information is true and that I have completed the questionnaire to the best of my
knowledge.
Signature: ____________________________ Date: ____________________________
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APPENDIX C – WHL TEAM MEDICAL PROTOCOL FOR PLAYERS & STAFF
Timeline Prior to Regular Season Start – United States
1.0 Overview
The first 14 days for players arriving at their WHL Team Centre will be the most important time to
mitigate risk and transmission of the COVID-19 virus within the team cohort and billet households. In
most cases, Provincial or State Health Authorities are no longer testing asymptomatic people. Most
of our players will be asymptomatic and will require private testing to ensure all players are negative
for COVID-19 prior to participating in team activities. To limit the spread of COVID-19, all players
entering the US must follow the quarantine orders set by the State Health Authorities. Players will not
be permitted to participate in team activities until their quarantine has concluded.
A 28-day timeline to start the regular season will be used regardless of the start date. The dates
outlined below are fluid and being used to illustrate the 28-day timeline in detail.
2.0 WHL Player Protocol
2.1 TRANSITION TO WHL TEAM CENTER:
February 15 – February 19, 2021
o Players will implement diligent preventative measures (physical distancing, use of
masks, good hand hygiene)
o Player families must limit holiday gatherings/interactions to members of their
immediate household only
o Player families must follow all Public Health Orders and recommendations
o Players will monitor symptoms daily with WHL Athlete RMS Mobile Application (Edge
10 Performance)
o If symptomatic, players must inform their WHL Club (who will inform the WHL Office)
and get tested through their local health authority. The player must inform their WHL
Club (who will inform the WHL Office) on the result of their COVID test
February 20 – February 26, 2021 (Day 1 of the 28-day timeline)
o Players will self-isolate at home
o Players are not permitted to leave their home, unless for medical reason, which must
be approved by their WHL Club medical personnel (Team Doctor or Athletic
Therapist)
o Players are required to complete the medical survey found in (Appendix A) of the WHL
Return to Play protocol. The medical survey must be provided to the team’s medical
personnel 48 hours prior to his departure from his home to the WHL Team Centre
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o Players will monitor symptoms daily with WHL Athlete RMS Mobile Application (Edge
10 Performance)
o If symptomatic, players must inform their WHL Club (who will inform the WHL Office)
and get tested through their local health authority. The player must inform their WHL
Club (who will inform the WHL Office) on the result of their COVID test
o Players will wear a mask when in close contact with any individual, including family
members
o Players’ families are recommended to self isolate during this period, if possible
o No visitors permitted in the family home during this time
2.2 TRANSPORTATION TO THE WHL TEAM CENTER:
Private transportation to the Team Centre is recommended (i.e. players own vehicle)
o If players are unable to drive alone, they may travel with someone from their
immediate household or teammate
All players must report their mode of transportation (i.e. own vehicle, carpool, airline) to their
Club by Monday, February 15, 2021
February27,2021(February 26for playersthatrequire anovernight stay)
o Players will depart their home and travel to WHL Team Centre
o If Driving:
Players will be required to wear a mask at all times during their travels, except
when alone inside their personal vehicle or while eating/drinking
If players are driving with a member of their immediate household or
teammate, the player, family member or teammate must wear a mask when
inside the vehicle
Hand washing or hand sanitizing is required each time the player enters or
exits their own vehicle
All meals should be pre-packaged or pick-up only. No eating in any public
restaurants.
Stops should be minimized to essential stops only (bathroom, gas or food pick
up)
If a hotel room is required, players should not go outside of their room during
their stay. Players should wipe down commonly touched surfaces with a
disinfectant wipe upon arrival to hotel (remote control, door handles etc.)
o If flying:
Players will be required to wear a mask at all times during their travels, except
when eating/drinking
Players must be dropped off at the airport by someone from their household
and picked up in Team Centre by a Club staff member
Hand washing or hand sanitizing should be done regularly throughout the day
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Players should wipe down commonly touched surfaces on airplane with
disinfectant wipe (arm rests, drop-down tray etc.)
If a Club staff member is picking up the player, the following protocol must be
followed:
A large vehicle that will allow for physical distancing is recommended
i.e. mini-van or seven seat SUV
Staff member will sanitize their vehicle thoroughly before and after
each player pick up
The player must sanitize their hands and change their mask prior to
entering the vehicle
The driver of the vehicle and the player must wear a mask at all times
during the journey
The player must sit the furthest distance possible from the driver (i.e
back seat)
Vehicle windows should be cracked to allow for fresh air circulation
2.3 ARRIVAL IN WHL CENTRE:
February 27, 2021
o All players will receive a COVID-19 test upon arrival
If COVID-19 test is a molecular test (PCR), the player will move into billet home
and quarantine in room until negative results are received (typically, 48-72
hours). If positive, player must quarantine for 10 days in a hotel or another
isolated location.
If COVID-19 test is a rapid antigen test, players must receive a negative result,
prior to moving into billet home. If positive, player will be required to take a
COVID-19 molecular test. If positive, player must quarantine for 10 days in a
hotel or other isolated location.
February 27 – March 5
o Players will self-isolate at their billet home or other team accommodations
o Players are not permitted to leave their billet home, except for a medical reason,
which must be approved by their WHL Club medical staff (physician or athletic
therapist)
o Players must stay within a confined space as (i.e a bedroom) as much as possible
o Players will wear a mask at all times while outside of their bedroom, unless to eat
o No meals are permitted with the billet family during this period
o Shared bathrooms are discouraged
o Interactions with billets should be minimized and must be shorter than 15 minutes in
length
o Players will monitor symptoms daily with WHL Athlete RMS Mobile Application (Edge
10 Performance)
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o If symptomatic, the player must inform their WHL Club (who will inform the WHL
Office) and players must get tested through the local health authority. The player
must inform their WHL Club (who will inform the WHL Office) on the result of their
COVID test
March 2 and March 5, 2021
o All players will receive a second and third COVID-19 test on March 2 and March 5
If positive, player will be required to take a COVID-19 molecular test. If
positive, player must quarantine for 10 days in an isolated location.
No team activity may begin until players have received negative tests on all
three tests. Any players who receive a positive test, will isolate for 10 days and
follow the Return to Play Protocol in section 5.0 below.
3.0 WHL COVID Testing Protocol
3.1 COVID TESTING OVERVIEW
There are two types of diagnostic COVID tests:
o molecular tests (COVID M. Test): such as RT-PCR tests, that detect the virus’s RNA
material (considered the gold standard). This test detects those who are in the early
stages of infection.
o antigen tests (COVID A. Test): that detect specific proteins on or within the virus that
provide a rapid result. This test detects those who are highly infectious.
If an antigen test is used and a positive result is received, the player or staff
will be required to complete a molecular test to confirm infection
If a WHL Club has a positive test, contact tracing by the teams Dedicated Compliance
Officer will take place within 24 hours
Once on-ice activity as a full team resumes, if a WHL Club has 1 or more players/staff test
positive by molecular testing methods during the same testing period, that team will be
required to suspend operations for a minimum of 10 days from the last exposure to complete
the quarantine and test out protocol.
o Quarantine + Antigen testing- Teams must test all players and hockey operations staff
2 times. Test 1 should occur no earlier than day 5 and test 2 should be on day 10
from the last exposure. If players and staff remain asymptomatic and both tests are
negative, they will immediately resume normal participation while maintaining normal
mitigation and prevention efforts as defined in the hockey operations protocol. Any
symptom onset will result in that player or staff receiving a PCR test and following the
symptomatic player/staff protocol
o Quarantine + Molecular testing- Teams must test all players and hockey operations
staff no earlier than day 8 after the last exposure. Players and staff must receive their
results before resuming activities. No player or staff may leave quarantine regardless
of their results until day 10. Anyone who displays symptoms at anytime during
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quarantine will move into the symptomatic player/staff protocol and receive a PCR
immediately. Mitigation measure must continue as specified in the hockey operations
protocol.
If a team has played against another team with a positive case detected in the past 72 hours,
the team will be required to quarantine all players and staff for a minimum of 7 days and follow
the test out procedures as out lined below.
o Quarantine + Antigen Testing- On day 7 from their last exposure all players and staff
will be tested via an antigen test. If negative and no symptoms have been described,
they may resume cohort practices as previously outlined. On day 10 from their last
exposure the team will test again and if negative the team may return to team activities
if no symptoms have developed during the quarantine or cohort period.
o Quarantine + Molecular Testing – A PCR test on day 8 from the last exposure may be
used to resume full participation upon obtaining the results.
3.2 COVID ARRIVAL TEST:
Refers to the first test upon arrival to the WHL Team center
COVID M or COVID A may be used
Required by all players on team
Required for all staff within team cohort (GM, coaches, trainers, equipment manager), all
team staff within the cohort will follow the same testing protocol as players.
3.3 COVID PRE FULL TEAM ACTVITY TEST:
Refers to the second and third test upon arrival to the WHL Team center
COVID M or COVID A may be used
Required by all players on team
Required for all staff within team cohort (GM, coaches, trainers, equipment manager), all
team staff within the cohort will follow the same testing protocol as players.
3.4 ONGOING TESTING REQUIREMENTS (3 tests per week):
The WHL will implement a testing strategy for the entire WHL regular season using COVID A
tests
Players and staff within the team cohort will be tested 3 times per week (Monday, Wednesday,
Friday) during the regular season
Positive COVID A test results and all symptomatic players or staff must still receive
confirmation testing via COVID M testing
All symptomatic individuals should be tested through the local health authority
3.5 SCHEDULE CONSIDERATIONS:
To further limit the interactions between all Clubs, the WHL will create a game schedule to
further limit the potential exposure of COVID-19 throughout the teams and communities.
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4.0 Enhanced Screening of Players
There will be enhanced symptom screening for all players, billets, team staff and officials daily, as
outlined in Hockey Operations section of the WHL Return to Play protocol.
4.1 PROTOCOL FOR SYMPTOMATIC INDIVIDUALSOR A POSITIVE TEST RESULT
a) SYMPTOMATIC PLAYER/STAFF:
Immediate isolation and Team Doctor notified
o Arrangements for COVID testing to be made by Team Doctor or Athletic Therapist
If on the road – team bus and public transportation must not be used. Player should be
immediately transported by private vehicle to a hotel or other isolated location. The driver of
the vehicle and player must wear a mask and physical distance from one another. The Player
may drive on their own to this location while being followed by a Club staff member. The WHL
Club and WHL Office will determine a course of action for each individual case, based on age
of player, location, distance from home WHL city etc. with the support of the WHL Chief
Medical Advisor
If at Team Centre – player will go to an isolated location
In the cases where a player is symptomatic or medically unstable, a medical evaluation by a
physician is necessary
If the test result is negative, but symptoms continue, the individual should remain isolated
until such time as the Team Doctor agrees that he can return to play
b) SYMPTOMATIC PLAYER WITH A POSTIVE TEST RESULT:
If any players or staff test positive on the antigen test, they will be required to isolate
immediately and also be required to have a PCR test to confirm the positive results
o Player must be free of symptoms and may be released from isolation if their symptoms
have improved and they have no fever, without use of medicines for at least 24 hours
once the mandatory 10-day isolation period has been completed
If the player is in the billet home upon receiving the positive result, they may be moved to a
hotel room or other isolated location by the team unless the billet family is comfortable with
the player isolating in their household
If one or more players and/or staff test positive for COVID-19 via the PCR test, the Club will
suspend activities for 10 days minimum and follow the quarantine procedure outlined in
section 3.1 unless given different direction by the local health authority.
o If a team has played against another team with a positive case detected in the past
72 hours, that team will also be required to isolate all players. The team must follow
the quarantine strategy as outlined in section 3.1.
WHL Club will perform contact tracing within 12-24 hours
While in isolation a player shall not participate in any vigorous exercise
While in isolation a player may participate in online/remote team activities
Team medical staff shall do remote consultations with the player daily (daily check in)
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c) ASYMPTOMATIC PLAYERS/STAFF WITH A POSITIVE TEST:
Player would isolate as symptomatic players would do
Release from isolation for a confirmed positive asymptomatic patient would happen
according to CDC guidelines. A player’s 10-day isolation would begin on the day the
positive test was taken. If at any time a player becomes symptomatic then he would fall
under the symptomatic athlete guidelines. Once the player who remains asymptomatic has
completed his 10-day isolation, he may leave isolation and begin the Return to Play
Protocol.
5.0 Return to Play
It is recommended that all players have a medical assessment by their Team Doctor prior to
doing the Graduated Return to Play (GRTP) program
o Medical comorbidities may need further testing prior to GRTP
Including, but not limited to cardiovascular disease, pulmonary conditions,
diabetes, or renal disease
o Medical testing to consider include:
Blood testing (High sensitivity troponin, BNP, CRP, or other lab work)
Cardiac testing (ECG, echo, cardiac MRI)
Pulmonary testing (spirometry)
Team Doctors should build a local team of experts in cardiology, pulmonary, and/or infectious
disease support for the season. If these specialists are not available in their city they could
use on-call physicians to answer questions. The WHL can assist with sourcing on call
physicians
All players must go through a minimum of a one-week GRTP protocol (reference British
Journal of Sport Medicine) after their period of isolation is completed
Before the GRTP occurs, the player:
o Must be able to complete ADLs
o Walk 500m without excessive fatigue or Shortness of Breath
o Have at least 10 days rest and 7 days symptom free for those with moderate to severe
illness as defined by the NIH or AMSSM and ACC.
Scales while doing Graduated RTP may be helpful and include:
o Resting HR
o Rated Perceived exertion
o Sleep, stress, fatigue and muscle soreness monitoring
o Injury-psychological readiness to RTP
If players have symptoms (including excessive fatigue) during the RTP protocol, they must
rest for 24 hours and return to their previous stage of exercise
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6.0 Resources for Team Medical Staff
a) CDC: Ten Clinical Tips on COVID-19 for Healthcare Providers Involved in Patient Care
https://www.cdc.gov/coronavirus/2019-ncov/hcp/clinical-tips-for-healthcare-providers.html
b) CDC: Interim Clinical Guidance for Management of Patients with Confirmed Coronavirus
Disease (COVID-19)
https://www.cdc.gov/coronavirus/2019-ncov/hcp/clinical-guidance-management-
patients.html
c) Washington State Department of Health: Frequently asked questions about coronavirus
https://www.doh.wa.gov/Emergencies/COVID19/FrequentlyAskedQuestions
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WESTERN HOCKEY LEAGUE
WHL Team Medical Protocol for Players and Staff
Timeline Prior toRegular Season Start – United States
1.0 Overview
The first 14 days for players arriving at their WHL Team Centre will be the most important time to
mitigate risk and transmission of the COVID-19 virus within the team cohort and billet households. In
most cases, Provincial or State Health Authorities are no longer testing asymptomatic people. Most
of our players will be asymptomatic and will require private testing to ensure all players are negative
for COVID-19 prior to participating in team activities. To limit the spread of COVID-19, all players
entering the US must follow the quarantine orders set by the State Health Authorities. Players will not
be permitted to participate in team activities until their quarantine has concluded.
A 28-day timeline to start the regular season will be used regardless of the start date. The dates
outlined below are fluid and being used to illustrate the 28-day timeline in detail.
2.0 WHL Player Protocol
2.1 TRANSITION TO WHL TEAM CENTER:
February 15 – February 19, 2021
o Players will implement diligent preventative measures (physical distancing, use of
masks, good hand hygiene)
o Player families must limit holiday gatherings/interactions to members of their
immediate household only
o Player families must follow all Public Health Orders and recommendations
o Players will monitor symptoms daily with WHL Athlete RMS Mobile Application (Edge
10 Performance)
o If symptomatic, players must inform their WHL Club (who will inform the WHL Office)
and get tested through their local health authority. The player must inform their WHL
Club (who will inform the WHL Office) on the result of their COVID test
February 20 – February 26, 2021 (Day 1 of the 28-day timeline)
o Players will self-isolate at home
o Players are not permitted to leave their home, unless for medical reason, which must
be approved by their WHL Club medical personnel (Team Doctor or Athletic
Therapist)
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o Players are required to complete the medical survey found in (Appendix A) of the WHL
Return to Play protocol. The medical survey must be provided to the team’s medical
personnel 48 hours prior to his departure from his home to the WHL Team Centre
o Players will monitor symptoms daily with WHL Athlete RMS Mobile Application (Edge
10 Performance)
o If symptomatic, players must inform their WHL Club (who will inform the WHL Office)
and get tested through their local health authority. The player must inform their WHL
Club (who will inform the WHL Office) on the result of their COVID test
o Players will wear a mask when in close contact with any individual, including family
members
o Players’ families are recommended to self isolate during this period, if possible
o No visitors permitted in the family home during this time
2.2 TRANSPORTATION TO THE WHL TEAM CENTER:
Private transportation to the Team Centre is recommended (i.e. players own vehicle)
o If players are unable to drive alone, they may travel with someone from their
immediate household or teammate
All players must report their mode of transportation (i.e. own vehicle, carpool, airline) to their
Club by Monday, February 15, 2021
February 27, 2021 (February 26 for players that require an overnight stay)
o Players will depart their home and travel to WHL Team Centre
o If Driving:
Players will be required to wear a mask at all times during their travels, except
when alone inside their personal vehicle or while eating/drinking
If players are driving with a member of their immediate household or
teammate, the player, family member or teammate must wear a mask when
inside the vehicle
Hand washing or hand sanitizing is required each time the player enters or
exits their own vehicle
All meals should be pre-packaged or pick-up only. No eating in any public
restaurants.
Stops should be minimized to essential stops only (bathroom, gas or food pick
up)
If a hotel room is required, players should not go outside of their room during
their stay. Players should wipe down commonly touched surfaces with a
disinfectant wipe upon arrival to hotel (remote control, door handles etc.)
o If flying:
Players will be required to wear a mask at all times during their travels, except
when eating/drinking
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Players must be dropped off at the airport by someone from their household
and picked up in Team Centre by a Club staff member
Hand washing or hand sanitizing should be done regularly throughout the day
Players should wipe down commonly touched surfaces on airplane with
disinfectant wipe (arm rests, drop-down tray etc.)
If a Club staff member is picking up the player, the following protocol must be
followed:
A large vehicle that will allow for physical distancing is recommended
i.e. mini-van or seven seat SUV
Staff member will sanitize their vehicle thoroughly before and after
each player pick up
The player must sanitize their hands and change their mask prior to
entering the vehicle
The driver of the vehicle and the player must wear a mask at all times
during the journey
The player must sit the furthest distance possible from the driver (i.e
back seat)
Vehicle windows should be cracked to allow for fresh air circulation
2.3 ARRIVAL IN WHL CENTRE:
February 27, 2021
o All players will receive a COVID-19 test upon arrival
If COVID-19 test is a molecular test (PCR), the player will move into billet home
and quarantine in room until negative results are received (typically, 48-72
hours). If positive, player must quarantine for 10 days in a hotel or another
isolated location.
If COVID-19 test is a rapid antigen test, players must receive a negative result,
prior to moving into billet home. If positive, player will be required to take a
COVID-19 molecular test. If positive, player must quarantine for 10 days in a
hotel or other isolated location.
February 27 – March 5
o Players will self-isolate at their billet home or other team accommodations
o Players are not permitted to leave their billet home, except for a medical reason,
which must be approved by their WHL Club medical staff (physician or athletic
therapist)
o Players must stay within a confined space as (i.e a bedroom) as much as possible
o Players will wear a mask at all times while outside of their bedroom, unless to eat
o No meals are permitted with the billet family during this period
o Shared bathrooms are discouraged
o Interactions with billets should be minimized and must be shorter than 15 minutes in
length
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o Players will monitor symptoms daily with WHL Athlete RMS Mobile Application (Edge
10 Performance)
o If symptomatic, the player must inform their WHL Club (who will inform the WHL
Office) and players must get tested through the local health authority. The player
must inform their WHL Club (who will inform the WHL Office) on the result of their
COVID test
March 2 and March 5, 2021
o All players will receive a second and third COVID-19 test on March 2 and March 5
If positive, player will be required to take a COVID-19 molecular test. If
positive, player must quarantine for 10 days in an isolated location.
No team activity may begin until players have received negative tests on all
three tests. Any players who receive a positive test, will isolate for 10 days and
follow the Return to Play Protocol in section 5.0 below.
3.0 WHL COVID Testing Protocol
3.1 COVID TESTING OVERVIEW
There are two types of diagnostic COVID tests:
o molecular tests (COVID M. Test): such as RT-PCR tests, that detect the virus’s RNA
material (considered the gold standard). This test detects those who are in the early
stages of infection.
o antigen tests (COVID A. Test): that detect specific proteins on or within the virus that
provide a rapid result. This test detects those who are highly infectious.
If an antigen test is used and a positive result is received, the player or staff
will be required to complete a molecular test to confirm infection
If a WHL Club has a positive test, contact tracing by the teams Dedicated Compliance
Officer will take place within 24 hours
Once on-ice activity as a full team resumes, if a WHL Club has 1 or more players/staff test
positive by molecular testing methods during the same testing period, that team will be
required to suspend operations for a minimum of 10 days from the last exposure to complete
the quarantine and test out protocol.
o Quarantine + Antigen testing-Teams must test all players and hockey operations staff
2 times. Test 1 should occur no earlier than day 5 and test 2 should be on day 10
from the last exposure. If players and staff remain asymptomatic and both tests are
negative, they will immediately resume normal participation while maintaining normal
mitigation and prevention efforts as defined in the hockey operations protocol. Any
symptom onset will result in that player or staff receiving a PCR test and following the
symptomatic player/staff protocol
o Quarantine + Molecular testing- Teams must test all players and hockey operations
staff no earlier than day 8 after the last exposure. Players and staff must receive their
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results before resuming activities. No player or staff may leave quarantine regardless
of their results until day 10. Anyone who displays symptoms at anytime during
quarantine will move into the symptomatic player/staff protocol and receive a PCR
immediately. Mitigation measure must continue as specified in the hockey operations
protocol.
If a team has played against another team with a positive case detected in the past 72 hours,
the team will be required to quarantine all players and staff for a minimum of 7 days and follow
the test out procedures as out lined below.
o Quarantine + Antigen Testing- On day 7 from their last exposure all players and staff
will be tested via an antigen test. If negative and no symptoms have been described,
they may resume cohort practices as previously outlined. On day 10 from their last
exposure the team will test again and if negative the team may return to team activities
if no symptoms have developed during the quarantine or cohort period.
o Quarantine + Molecular Testing – A PCR test on day 8 from the last exposure may be
used to resume full participation upon obtaining the results.
3.2 COVID ARRIVAL TEST:
Refers to the first test upon arrival to the WHL Team center
COVID M or COVID A may be used
Required by all players on team
Required for all staff within team cohort (GM, coaches, trainers, equipment manager), all
team staff within the cohort will follow the same testing protocol as players.
3.3 COVID PRE FULL TEAM ACTVITY TEST:
Refers to the second and third test upon arrival to the WHL Team center
COVID M or COVID A may be used
Required by all players on team
Required for all staff within team cohort (GM, coaches, trainers, equipment manager), all
team staff within the cohort will follow the same testing protocol as players.
3.4 ONGOING TESTING REQUIREMENTS (3 tests per week):
The WHL will implement a testing strategy for the entire WHL regular season using COVID A
tests
Players and staff within the team cohort will be tested 3 times per week (Monday, Wednesday,
Friday) during the regular season
Positive COVID A test results and all symptomatic players or staff must still receive
confirmation testing via COVID M testing
All symptomatic individuals should be tested through the local health authority
3.5 SCHEDULE CONSIDERATIONS:
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To further limit the interactions between all Clubs, the WHL will create a game schedule to
further limit the potential exposure of COVID-19 throughout the teams and communities.
4.0 Enhanced Screening of Players
There will be enhanced symptom screening for all players, billets, team staff and officials daily, as
outlined in Hockey Operations section of the WHL Return to Play protocol.
4.1 PROTOCOL FOR SYMPTOMATIC INDIVIDUALSOR A POSITIVE TEST RESULT
a) SYMPTOMATIC PLAYER/STAFF:
Immediate isolation and Team Doctor notified
o Arrangements for COVID testing to be made by Team Doctor or Athletic Therapist
If on the road – team bus and public transportation must not be used. Player should be
immediately transported by private vehicle to a hotel or other isolated location. The driver of
the vehicle and player must wear a mask and physical distance from one another. The Player
may drive on their own to this location while being followed by a Club staff member. The WHL
Club and WHL Office will determine a course of action for each individual case, based on age
of player, location, distance from home WHL city etc. with the support of the WHL Chief
Medical Advisor
If at Team Centre – player will go to an isolated location
In the cases where a player is symptomatic or medically unstable, a medical evaluation by a
physician is necessary
If the test result is negative, but symptoms continue, the individual should remain isolated
until such time as the Team Doctor agrees that he can return to play
b) SYMPTOMATIC PLAYER WITH A POSTIVE TEST RESULT:
If any players or staff test positive on the antigen test, they will be required to isolate
immediately and also be required to have a PCR test to confirm the positive results
o Player must be free of symptoms and may be released from isolation if their symptoms
have improved and they have no fever, without use of medicines for at least 24 hours
once the mandatory 10-day isolation period has been completed
If the player is in the billet home upon receiving the positive result, they may be moved to a
hotel room or other isolated location by the team unless the billet family is comfortable with
the player isolating in their household
If one or more players and/or staff test positive for COVID-19 via the PCR test, the Club will
suspend activities for 10 days minimum and follow the quarantine procedure outlined in
section 3.1 unless given different direction by the local health authority.
o If a team has played against another team with a positive case detected in the past
72 hours, that team will also be required to isolate all players. The team must follow
the quarantine strategy as outlined in section 3.1.
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WHL Club will perform contact tracing within 12-24 hours
While in isolation a player shall not participate in any vigorous exercise
While in isolation a player may participate in online/remote team activities
Team medical staff shall do remote consultations with the player daily (daily check in)
c) ASYMPTOMATIC PLAYERS/STAFF WITH A POSITIVE TEST:
Player would isolate as symptomatic players would do
Release from isolation for a confirmed positive asymptomatic patient would happen
according to CDC guidelines. A player’s 10-day isolation would begin on the day the
positive test was taken. If at any time a player becomes symptomatic then he would fall
under the symptomatic athlete guidelines. Once the player who remains asymptomatic has
completed his 10-day isolation, he may leave isolation and begin the Return to Play
Protocol.
5.0 Return to Play
It is recommended that all players have a medical assessment by their Team Doctor prior to
doing the Graduated Return to Play (GRTP) program
o Medical comorbidities may need further testing prior to GRTP
Including, but not limited to cardiovascular disease, pulmonary conditions,
diabetes, or renal disease
o Medical testing to consider include:
Blood testing (High sensitivity troponin, BNP, CRP, or other lab work)
Cardiac testing (ECG, echo, cardiac MRI)
Pulmonary testing (spirometry)
Team Doctors should build a local team of experts in cardiology, pulmonary, and/or infectious
disease support for the season. If these specialists are not available in their city they could
use on-call physicians to answer questions. The WHL can assist with sourcing on call
physicians
All players must go through a minimum of a one-week GRTP protocol (reference British
Journal of Sport Medicine) after their period of isolation is completed
Before the GRTP occurs, the player:
o Must be able to complete ADLs
o Walk 500m without excessive fatigue or Shortness of Breath
o Have at least 10 days rest and 7 days symptom free for those with moderate to severe
illness as defined by the NIH or AMSSM and ACC.
Scales while doing Graduated RTP may be helpful and include:
o Resting HR
o Rated Perceived exertion
o Sleep, stress, fatigue and muscle soreness monitoring
o Injury-psychological readiness to RTP
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If players have symptoms (including excessive fatigue) during the RTP protocol, they must
rest for 24 hours and return to their previous stage of exercise
6.0 Resources for Team Medical Staff
a) CDC: Ten Clinical Tips on COVID-19 for Healthcare Providers Involved in Patient Care
https://www.cdc.gov/coronavirus/2019-ncov/hcp/clinical-tips-for-healthcare-providers.html
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b) CDC: Interim Clinical Guidance for Management of Patients with Confirmed Coronavirus
Disease (COVID-19)
https://www.cdc.gov/coronavirus/2019-ncov/hcp/clinical-guidance-management-
patients.html
c) Washington State Department of Health: Frequently asked questions about coronavirus
https://www.doh.wa.gov/Emergencies/COVID19/FrequentlyAskedQuestions
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WHL Player Protocol Timelines - US Division
Players who will drive or fly and arrive on same day Players who will drive and require a hotel night
DaysDate
(no hotel or overnight stay)(overnight stay required)
1February 20, 2021
WHL Players enter self quarantine at home WHL Players enter self quarantine at home
2February 21, 2021
WHL Players self quarantine at homeWHL Players self quarantine at home
3February 22, 2021
WHL Players self quarantine at homeWHL Players self quarantine at home
4February 23, 2021
WHL Players self quarantine at homeWHL Players self quarantine at home
5February 24, 2021
WHL Players self quarantine at homeWHL Players self quarantine at home
6February 25, 2021
WHL Players self quarantine at homeWHL Players self quarantine at home
WHL Players will depart from home and arrive at
7February 26, 2021
WHL Players self quarantine at home
hotel for overnight stay
WHL Players depart from home and arrive at WHL WHL Players will depart from hotel and arrive at
8February 27, 2021
Team city. Upon arrival, all players receive antigen WHL Team city. Upon arrival, all players receive
tests and placed in isolation at billet home.antigen tests and placed in isolation at billet home.
9February 28, 2021
WHL Players self quarantine at billet homeWHL Players self quarantine at billet home
10March 1, 2021
WHL Players self quarantine at billet homeWHL Players self quarantine at billet home
11March 2, 2021
WHL Players take second antigen test. WHL Players take second antigen test.
12March 3, 2021
WHL Players self quarantine at billet homeWHL Players self quarantine at billet home
13March 4, 2021
WHL Players self quarantine at billet homeWHL Players self quarantine at billet home
WHL Players take third antigen test. If negative, on ice WHL Players take third antigen test. If negative, on
14March 5, 2021
activity can begin as full team ice activity can begin as full team
On-ice activity may begin if all three tests are
15March 6, 2021
On-ice activity may begin if all three tests are negative
negative
16March 7, 2021
On-ice activity On-ice activity
17March 8, 2021
On-ice activity On-ice activity
18March 9, 2021
On-ice activity On-ice activity
19March 10, 2021
On-ice activity On-ice activity
20March 11, 2021
On-ice activity On-ice activity
21March 12, 2021
On-ice activity On-ice activity
22March 13, 2021
On-ice activity On-ice activity
23March 14, 2021
On-ice activity On-ice activity
24March 15, 2021
On-ice activity On-ice activity
25March 16, 2021
On-ice activity On-ice activity
26March 17, 2021
On-ice activity On-ice activity
27March 18, 2021
On-ice activity On-ice activity
28March 19, 2021WHL Regular Season Begins WHL Regular Season Begins
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ECONOMIC AND COMMUNITY DEVELOPMENT DEPARTMENT
Kurt Hanson, Economic and Community Development Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5454
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: The Bridges/Oakpointe Ordinance Amending the
Comprehensive Plan Land Use Map - CPA 2019-6* - Adopt
MOTION: Adopt Ordinance No. 4395, approving comprehensive plan
amendment CPA-2019-6, changing the land use designation for 13.2 acres
of The Bridges PUD from Urban Separator to Low Density Multifamily, as
proposed by the applicant.
SUMMARY: Oakpointe Communities proposes to change the Comprehensive Plan
Land Use Map designation of a 13.2 acre site from US, Urban Separator to LDMF,
Low Density Multifamily. The site is a vacant portion of the 155-acre Bridges PUD
development located at the northwest corner of 124th Avenue SE and SE 304th
jurisdiction. Until recently, The Bridges neighborhood was being considered for
annexation by the City of Auburn. However, Auburn chose not to move forward,
and the neighborhood will remain part of Kent.
The City received this application for amendment to the Comprehensive Plan Land
Use map in 2018. Per Oakpoint
docket review process.
The attached staff report provides the history and description of the property and a
staff recommendation for approval.
A public hearing on Oakpointe's request was held before the Land Use and Planning
Board on February 8, 2021, who recommended Council adopt the staff
recommendation. During its discussion, the Land Use and Planning Board advised
area residents would be able to address Council concerning Oakpointe's request
before Council takes final action on March 2, 2021. As a result, this matter will be
set on the Other Business portion of Council's March 2nd agenda, and individuals
who wish to comment are invited to sign up with the City Clerk to speak during the
Public Comment portion of the March 2nd agenda.
*Note that this application was incorrectly identified in previous documents as CPA
2018-1
BUDGET IMPACT: None
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SUPPORTS STRATEGIC PLAN GOAL:
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
ATTACHMENTS:
1. CompPlanAmend-Land Use Map - Oakpointe (PDF)
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ORDINANCE NO.
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending the
Comprehensive Plan Land Use Plan Map to change
the land use designation for property located at
12200 SE 304th Street in the City of Auburn, but
within Kent city limits, from Urban Separator to
Low Density Multifamily, in compliance with the
requirements of the Growth Management Act (CPA-
2019-6).
RECITALS
A. The Washington State Growth Management Act (“GMA”)
requires internal consistency among comprehensive plan elements.
B. To assure that comprehensive plans remain relevant and up
to date, the GMA requires each jurisdiction to establish procedures
whereby amendments to the plan are considered by the city council, and
limits these amendments to once each year unless certain circumstances
exist.
C. The City of Kent has established a procedure for amending
the Comprehensive Plan in chapter 12.02 of the Kent City Code, which sets
st
a deadline of September 1 of each year for submittal of requests for
comprehensive plan amendments.
D. The City received one timely application to amend the
comprehensive plan’s land use designation map. The application involves
th
parcels located at 12200 SE 304 Street Auburn, WA. The site is located in
in a non-contiguous portion of Kent’s jurisdiction.
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Land Use Plan Map Designations
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E. The property is currently designated US, Urban Separator.
F. The City of Kent Land Use and Planning Board considered this
amendment request at a regularly scheduled meeting on January 11,
2021, and at a public hearing on February 8, 2021.
G. The City’s SEPA responsible official issued a Determination of
Nonsignificance for the proposed amendment on February 12, 2021.
H. On December 30, 2020, the Washington State Department of
Commerce was notified of the proposed amendment. No comments were
received.
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF KENT,
WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
ORDINANCE
SECTION 1. - Incorporation of Amended Staff Report and Recitals.
An Amended Staff Report is attached and incorporated as Exhibit “A.” The
Amended Staff Report contains revisions to the report submitted to the
City’s Land Use and Planning Board for the February 8, 2021 public
hearing. The Amended Staff Report’s background information, analysis of
public benefit, maps, and staff recommendation for the proposal, as well
as the preceding recitals, are incorporated herein by this reference and
constitute the city council’s findings on this matter.
SECTION 2. – Approval and Amendment. The application involving
th
parcels located at 12200 SE 304 Street is approved (CPA-2019-6). The
Kent Comprehensive Plan is hereby amended to establish new land use
plan map designations for the following parcels:
th
1) 12200 SE 304Street, Auburn WA, parcel numbers 108562-
3990, 108562-3960, 108562-3970 and 108562-3980, from a
2 Comprehensive Plan Amendments -
Land Use Plan Map Designations
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land use designation of Urban Separator (US) to a land use
designation of Low Density Multifamily (LDMF) as depicted in
the map attached and incorporated as Exhibit “B”.
SECTION 3. – 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.
SECTION 4. – Corrections by City Clerk or Code Reviser. Upon
approval of the city attorney, the city clerk and the code reviser are
authorized to make necessary corrections to this ordinance, including the
correction of clerical errors; ordinance, section, or subsection numbering;
or references to other local, state, or federal laws, codes, rules, or
regulations.
SECTION 5. – Effective Date. This ordinance shall take effect and
be in force thirty days from and after its passage, as provided by law.
DANA RALPH, MAYOR Date Approved
ATTEST:
KIMBERLY A. KOMOTO, CITY CLERK Date Adopted
Date Published
APPROVED AS TO FORM:
ARTHUR “PAT” FITZPATRICK, CITY ATTORNEY
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Land Use Plan Map Designations
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EXHIBIT A
The Bridges Comprehensive Plan
Amendment Request: Amended staff report
#CPA-2019-6
Presented by Matt Gilbert, Deputy Director, ECD February 18, 2021
Recommendation: Approval
Introduction
*This report contains amendments to the report submitted to the City’s Land Use
and Planning Board prior to the February 8, 2021 public hearing.
The City has reviewed an application submitted by Oakpointe Communities for an
amendment to the Comprehensive Plan Land Use Map during the 2021 docket
process. The application was originally submitted during the 2018 docket process,
but at the applicant’s request, was tabled until this year. This staff report includes
background information, an analysis of public benefit, maps, and a staff
recommendation for each proposal. Analysis and recommendations are based upon
the standards of review listed in Kent City Code. The site of the request is located
th
at the northwest corner of 124 Avenue SE and SE 304th Street. It pertains to
parcels 108562-3960; 108562-3970; 108562-3980 and 108562-3990 and seeks to
change the Comprehensive Plan designation of these parcels from Urban Separator
(US) to Low Density Multifamily (LDMF).
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1
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EXHIBIT A
Figure 1: The Bridges and vicinity (current proposal area is highlighted in blue).
2
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EXHIBIT A
Background:
The proposal site consists of fourtax parcels, which combined comprise 13.2 aces.
The site is a vacant portion of the 155-acre Bridges PUD development. The Bridges
is situated within the jurisdictional boundaries of the City of Kent but in an area that
is non-contiguous with the rest of the City. It is surrounded by land within the City
of Auburn. Until recently, the cities of Kent and Auburn were considering an
annexation of The Bridges into Auburn (with attendant de-annexation from Kent).
This effort was recently ended, and the site will remain part of Kent for the
foreseeable future.
The proposal site was previously approved for commercial development, consistent
with Kent’s PUD regulations. The approved commercial development was never
constructed, and the owner now seeks to change the Comprehensive Plan Land Use
Map designation of the site from US, Urban Separator to LDMF, Low Density
Multifamily. Urban Separator designated lands are always zoned SR-1, Single
Family, 1-Unit per acre. Low Density Multifamily designated areas may be zoned
with a range of single and multifamily districts. If approved, zoning will be proposed
by the owner and reviewed by the City at a later date.
The Bridges development was approved in 2004 as a 386 lot Planned Unit
Development (PUD). Much of the northern 63 acres of the PUD is already
developed as a single-family neighborhood. The PUD also allowed commercial
development at the southern end of the site, but no additional housing. The
applicant now seeks to build townhomes and abandon its plans for commercial
development. This requires a change to the Comprehensive Plan Map, Zoning Map,
and PUD Modification.
Land surrounding this site to the east, west and south is zoned by the City of
Auburn as Residential-5 units per acre, while land north of the proposed change is
in Kent and zoned SR-1, designated as Urban Separator on Kent’s Comprehensive
Land Use Plan map. The proposal site is vacant.
The total land currently designated Urban Separator within The Bridges PUD
consists of approximately 92 acres. If approved, only 13.2 acres of the Urban
Separator would be redesignated, leaving approximately 79 acres designated Urban
Separator (see Figure 2).
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EXHIBIT A
Figure 2: Current Kent Comprehensive Plan Land Use Map. Proposal area is outlined in white.
Relevant Comprehensive Plan Goals and Policies:
Land Use
Policy LU-6.3: Locate housing opportunities with a variety of densities
within close proximity to employment, shopping, transit, human and
community services.
Staff Comment: The site is located within close proximity to transit,
restaurants and businesses, religious institutions, shopping, medical services
and schools. Additional density in this location would fulfill the intent of this
policy.
Goal LU-7 & LU-8: Kent will provide opportunities for a variety of housing
types, options and densities throughout the City to meet the community’s
changing demographics. Kent will revise development regulations to
encourage single-family and multifamily development that is more flexible
and innovate in terms of building design, street standards for private roads
and site design.
Staff comment: Kent’s residential areas are predominantly single-family
homes, which is also typical in the vicinity of this site. If this site is
redesignated, the result would be increased regulatory flexibility and more
variety of housing types, options and density than currently exists. Potential
4
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EXHIBIT A
rezoning and redevelopment as multifamily would provide more housing
options.
Goal LU 19: Establish Urban Separators to protect ecologically sensitive
areas and to create open space corridors that provide visual, recreational and
wildlife benefits within and between urban growth areas.
Staff comment: Kent’s Comprehensive Plan and King County Countywide
Planning Policies designate certain areas in the city as Urban Separators
(US). These areas are intended to create visual definition within and
between urban areas, buffer rural or resource lands, preserve open space
and opportunities for recreation, and connect wildlife and critical area
corridors. The US designation effectively limits development on these parcels
to one residential unit per acre, as Kent’s comprehensive plan policies require
all Urban Separators to be zoned SR-1, the lowest density allowed under
Kent’s zoning code.
Kent designates the southern 92 acres of The Bridges PUD as Urban
Separator.
As open space corridors, Urban Separators often cross jurisdictional
boundaries, and are addressed in King County’s 2012 Countywide Planning
Policies, which include goals and polices related to development patterns
within urban areas and establish urban separators across the county.
Countywide Planning Policy DP-9 addresses these areas:
Designate Urban Separators as permanent low-density incorporated and
unincorporated areas within the Urban Growth Area. Urban Separators are
intended to protect Resource Lands, the Rural Area, and environmentally
sensitive areas, and create open space and wildlife corridors within and
between communities while also providing public health, environmental,
visual, and recreational benefits. Changes to Urban Separators are made
pursuant to the Countywide Planning Policies amendment process described
in policy G-1. Designated Urban Separators within cities and unincorporated
areas are shown in the Urban Separators Map in Appendix 3.
It is important to note that the Kent-designated Urban Separator within The
Bridges PUD is not included by King County as part of the Urban Separator
network in the Lea Hill area. Further, the area proposed for redesignation to
LDMF is not connected to the King County designated Urban Separator area
(see Figure 3).
This Urban Separator and especially the 13.2 acre portion of it proposed for
redesignation, therefore, is not of regional significance.
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EXHIBIT A
Figure 3: Lea Hill area oftheUrban Separators Map, from the 2012 King County Countywide Planning
Policies, Appendix 3. Urban Separators are shown as the green lattice area. The proposal area is
indicated by the black arrow.
Policy LU-19.1: Ensure Urban Separators are low-density areas of no
greater than one dwelling unit per acre.
Staff comment: The Urban Separator designation (and the associated SR-1
zone) does not preclude development. Urban Separators in general may be
developed at the density of one dwelling unit per acre. Further, under the
terms of The Bridges PUD approval, the proposal area can be developed with
light commercial uses such as restaurants, offices, retail, personal services
and gas station, etc. This is generally at odds with the US designation.
Redesignating the 13.2 acres as proposed would allow clustered residential
development and the necessary PUD modification process may provide
conditions on development that stem any further impacts to the remaining
Urban Separator.
Policy LU-19.2: Link Urban Separators within the City of Kent to those of
adjacent cities and unincorporated King County.
Staff comment: Redesignating the subject site to LDMF would not conflict
with this policy because the site is not contiguous with Urban Separators
designated by King County or the City of Auburn (see figures 3 and 4).
Redesignation of only 13.2 acres at this specific site would also not prevent
potential linkage opportunity in the future. Approximately 79 acres of the
PUD would remain designated as Urban Separator, preserving significant
6
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EXHIBIT A
linkage opportunity in the future should regional agencies desire to expand
Urban Separators in this area.
Figure 4: Lea Hill area of Auburn's Comprehensive Plan Land Use Map. Yellow areas indicate single-
family, blue areas are institutional and the red/yellow area is neighborhood commercial overlay. No
Urban Separator areas are designated by Auburn in the vicinity.
Policy LU-19.3: Provide open space linkages within or to designated Urban
Separators when new development occurs.
Staff comment: If and when the subject property is developed, there will be
opportunities to create trail linkages to the open spaces. Kent’s Multifamily
Design Guidelines require open space, landscaping and recreation areas that
will compliment and enhance the Urban Separator area north of the site.
Policy LU-19.4: Coordinate with appropriate agencies and adjacent cities to
create a regional approach to Urban Separators.
Staff comment: Kent’s Urban Separator program coordinates with King
County in that Urban Separators shown in the Countywide Planning Policies
are similarly designated by Kent. The Urban Separator area within The
Bridges is additional to the county-designated Urban Separators, and not
included in Countywide Planning Policies. Redesignating the subject site to
LDMF would not conflict with this policy.
Policy LU-19.5: Inventory local and county-designated Urban Separators in
an effort to manage development regulations.
7
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EXHIBIT A
Staff comment: In 2017, Kent’s City Council directed staff to
comprehensively review the Urban Separator designation and evaluate its
continued relevance in Kent. Staff completed an inventory and
characterization report of existing Urban Separators parcels, a consistency
review to assess relevant policies, and conducted public outreach in a variety
of formats and venues. Based on the results of these efforts, the Council
chose to make no changes to City-wide Urban Separator development
regulations. The current redesignation proposal is an effort to properly
manage the City’s Urban Separators, and on balance, the need for additional
housing, in a variety of types, is very significant and may outweigh the desire
to preserve all Urban Separators.
Policy LU-19.6: Encourage well-designed land use patterns, including
clustering of housing units, zero lot lines and other techniques to protect and
enhance Urban Separators.
Staff comment: If redesignated to LDMF, future development (if approved)
would likely consist of compact, townhome style development which is
consistent with the goal of clustering development to protect and enhance
Urban Separators.
Housing
Goal H-2: Encourage a variety of housing types.
Staff comment: Changing the site’s designation from Urban Separator to
multifamily will encourage more variety of housing types since Kent’s
residential areas are majority single-family.
Policy H-2.2: Encourage infill development and recycling of land to provide
adequate residential sites.
Staff comment: Designating this underutilized land as multifamily would
encourage infill development.
Transportation
Policy T-1.1: Locate commercial, industrial, multifamily and other uses that
generate high levels of traffic in designated activity centers around
intersections of principal or minor arterials, or around freeway interchanges.
Staff comment: The site is located at the intersection of two minor arterials
(so designated by the City of Auburn). Multifamily development on the site
would be compatible with the intent of this policy.
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EXHIBIT A
Applying the Standards of Review:
1. The amendment will not result in development that will adversely affect
the public health, safety, and general welfare.
Staff comment: Any development that occurs as a result of redesignating the site
to LDMF will not adversely affect public health, safety or general welfare. Future
development is subject to a host of adopted regulations and limitations pertaining
to the environment, building safety, development intensity, sanitation, water
quality, etc.
2. The amendment is based upon new information that was not available at
the time of adoption of the comprehensive plan, or that circumstances
have changed since the adoption of the plan that warrant an amendment
to the plan.
Staff comment: The City of Kent established the current Urban Separator
designation for this site in 2004, approximately 17 years ago. The small, 13.2-acre
portion of The Bridges property was identified at the time of PUD approval as a site
for future development. Since 2004, the surrounding area has grown. 386 homes
were approved and built as part of The Bridges PUD, which was amended in 2007
to accommodate commercial development on the 13.2 acre proposal site. In 2008
the Lea Hill area surrounding The Bridges PUD site was annexed by the City of
Auburn. This area has seen continuing development of homes, schools and
commercial uses.
Further, the need for housing variety and options has been increasing nearly every
month in this region due to population and job growth and housing demand. The
LDMF designation would allow the City to help meet these needs in a way that is
consistent with other goals of the Comprehensive Plan.
The Urban Separator Comprehensive Plan designation for this site is no longer
consistent with the allowed commercial land use or surrounding development. The
LDMF designation is more consistent with the surrounding development and the
intended future use of the property.
3. The amendment will result in long-term benefits to the community as a
whole and is in the best interest of the community.
Staff comment: Expanding the multifamily designation could benefit the
community as a whole by increasing housing supply and providing more potential
housing options within an area that is primarily single-family.
The request to designate the site as LDMF will not rezone the site. A new zoning
designation will be reviewed through a future action, but could allow for townhome
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EXHIBIT A
development at about sixteen units per acre, an intent that the applicant has
stated. Kent’s regulations for such a development would ensure that it would
benefit the community and minimize adverse impacts. For instance, Kent’s adopted
regulations include standards for traffic safety, environmental protection, building
aesthetics and landscaping, as well as requirements for open space, playgrounds
and trails that would complement and enhance the remaining Urban Separator
area.
4. The amendment is consistent with other goals and policies of the
comprehensive plan, and that the amendment will maintain concurrency
between the land use, transportation, and capital facilities elements of the
plan.
Staff comment: Since approval of a commercial development at this site in 2007,
the City has anticipated development that is not characteristic of the Urban
Separator designation. The proposed amendment simply represents a change in the
character of the anticipated development and represents a more accurate
expression of the future of the site.
The change is consistent with other goals and policies of the Comprehensive Plan
and will not disrupt concurrency between the various comprehensive plan elements.
Finally, the change from US to LDMF responds to elements of the Comprehensive
Plan's planning guidance, used in development of goals and policies including:
Urban Growth - Foster a growth pattern that accommodates 20 years of
projected population and employment growth in compact, safe and vibrant
neighborhoods and jobs centers.
Urban Design - Support an urban design strategy and development pattern
that create places that attract people and promote active lifestyles.
Recommendation: Approval
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EXHIBIT B
Oakpointe
CPA-2019-6
US to LDMF
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PARKS, RECREATION AND COMMUNITY SERVICES
DEPARTMENT
Julie Parascondola
220 Fourth Avenue South
Kent, WA 98032
253-856-5100
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: Ordinance Amending the Comprehensive Plan and its Capital
Facilities Element to Update Park Project List and 2021 Park
Impact Fee Study - Adopt
MOTION: Adopt Ordinance No. 4393, amending the Capital Facilities
Element of the Kent Comprehensive Plan to incorporate an updated Park
Project List and the 2021 Park Impact Fee Study
SUMMARY:
The City of Kent is currently exploring the possibility of enacting a Park Impact Fee
on new development to pay for additional parks and recreation facilities to meet the
increased level of service capacity needed to support growth. In order to charge a
park impact fee, a parks project list must be adopted as an amendment to the Kent
Comprehensive Plan into the capital facilities element.
Adding the park project list as an amendment to the capital facilities element of the
Kent Comprehensive Plan does not obligate the City of Kent to enact a Park Impact
Fee. The project list is derived from the 2016 City of Kent Park and Open Space
Comprehensive Plan and consists of projects that were adopted in the Parks 6-year
CIP as part of the 2021-2022 City of Kent Biennial Budget.
The Land Use and Planning Board held a public hearing during the February 22,
2021 meeting.
BUDGET IMPACT: None
SUPPORTS STRATEGIC PLAN GOAL:
Innovative Government - Delivering outstanding customer service, developing leaders, and
fostering innovation.
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
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ATTACHMENTS:
1. Ordinance 4393 Comp Plan Park Impact Fee (PDF)
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ORDINANCE NO. 4393
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending the Kent
Comprehensive Plan and its Capital Facilities
Element to incorporate an updated Park Project List
and the 2021 Park Impact Fee Study (CPA-2021-1).
RECITALS
A. The City of Kent Parks and Community Services Department
submitted a proposed amendment to the Capital Facilities Element of the
Comprehensive Plan to incorporate an updated Park Project List and the
2021 Park Impact Fee Study.
B. The City is currently exploring the possibility of enacting a Park
Impact Fee on new development to pay for additional parks and recreation
facilities to meet the increased level of service capacity needed to support
growth.
C. Pursuant to RCW 82.02.050, impact fees may be collected and
spent only for public facilities which are addressed by a capital facilities
element of a comprehensive plan, and continued authorization to collect
and expend impact fees is contingent on the capital facilities element
identifying: (1) deficiencies in public facilities serving existing development
and the means by which existing deficiencies will be eliminated within a
1 Comprehensive Plan Amendment
to the Capital Facilities Element for
Park Project List and Impact Fee Study
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reasonable period of time; (2) additional demands placed on existing public
facilities by new development; and (3) additional public facility
improvements required to serve new development.
D. The incorporation of the Parks Project List and the 2021 Park
Impact Fee Study into the Capital Facilities Element of the Comprehensive
Plan is for the purpose of meeting the requirements of RCW 82.02.050
should the City decide to implement a Park Impact Fee.
E. On December 30, 2020, the City provided the State of
Washington the required 60 day notification under RCW 36.70A.106 of the
City’s proposed amendment to the Capital Facilities Element of the
Comprehensive Plan. The 60 day notice period has passed.
F. On September 11, 2020, the City’s SEPA responsible official
issued a SEPA Addendum to existing environmental documents consisting
of the City of Kent Comprehensive Plan Review and Midway Subarea
Planned Action Environmental Impact Statement (EIS) Draft and Final
(ENV-2010-3) and the Downtown Subarea Action Plan Supplemental EIS
Draft and Final (ENV-2012-30). The SEPA Addendum explained that the
proposed amendment is not expected to create adverse impacts beyond
those previously identified in the EIS.
G. After providing appropriate public notice, the Land Use and
Planning Board conducted a public hearing on February 8, 2021, to consider
the Parks Project List, the 2021 Park Impact Fee Study, and the requested
amendment to the Comprehensive Plan and its Capital Facilities Element.
H. On March 2, 2021, the City Council for the City of Kent
approved the Capital Facilities Element amendment to the Kent
2 Comprehensive Plan Amendment
to the Capital Facilities Element for
Park Project List and Impact Fee Study
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Comprehensive Plan to incorporate the Park Project List and the 2021 Park
Impact Fee Study (CPA-2021-1).
NOW THEREFORE, THE CITY COUNCIL OF THE CITY OF KENT,
WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
ORDINANCE
SECTION 1. - Amendment. The City of Kent Comprehensive Plan
and its Capital Facilities Element are hereby amended to incorporate the
Park Project List and the 2021 Park Impact Fee Study as set forth in
Exhibit A and B, respectively, attached and incorporated by this reference
(CPA-2021-1).
SECTION 2. – Corrections by City Clerk or Code Reviser. Upon
approval of the city attorney, the city clerk and the code reviser are
authorized to make necessary corrections to this ordinance, including the
correction of clerical errors; ordinance, section, or subsection numbering; or
references to other local, state, or federal laws, codes, rules, or regulations.
SECTION 3. – 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.
SECTION 4. – Effective Date. This ordinance shall take effect and be
in force 30 days from and after its passage, as provided by law.
3 Comprehensive Plan Amendment
to the Capital Facilities Element for
Park Project List and Impact Fee Study
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March 2, 2021
DANA RALPH, MAYORDate Approved
ATTEST:
March 2, 2021
KIMBERLEY A. KOMOTO, CITY CLERK Date Adopted
March 5, 2021
Date Published
APPROVED AS TO FORM:
ARTHUR “PAT” FITZPATRICK, CITY ATTORNEY
4 Comprehensive Plan Amendment
to the Capital Facilities Element for
Park Project List and Impact Fee Study
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Qbdlfu!Qh/!28:
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5/G/b
Neighborhood
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RV Added
by ProjectClassification
04Urban0Neighborhood04Trail04Community00
0Urban0Neighborhood0Gateway00
Potential
Gained LOS
RV
Potential
LOS by Recreational Value
0663Urban724171Special Use017.7517.753Undeveloped310.257.253Community08.58.53.5Special Use021214.5Undeveloped58.253.252Neighborhood
0.95.54.63Neighborhood2.32219.78.5Passive/Natural0.632.43Urban0.821.21Pocket2.66.253.653Neighborhood6.31710.74Special Use4.115.511.46Undeveloped3.31612.71Passive/Natural1.142.91.5Neighborhood3.211.58
.310Community0.610.43Neighborhood4.294.81Neighborhood0.654.42Neighborhood2.114.512.471.21.50.31.5Neighborhood
48.9229.5180.687.5
Current RV
59,853
864,647518,785235,608706,445350,237816,689202,394287,313862,602805,768886,646365,510753,682286,367367,323635,323522,598459,966282,323137,910
3,453,2321,035,3861,846,6475,788,1841,310,2622,105,9511,970,5984,295,4721,100,0003,438,3003,925,6852,762,293
43,440,000
$
$
- - - -
- - - - - - - - - - - - - - - - - -
0
0
-
0
,
0
2
574,627
574,627574,627344,776
6
,
1,149,254
4
$
$
- - - - - - - - - 287,313- - 689,552- - - - - - - - - - - 137,910
0
0
-
0
,
0
57,595
5
460,759575,949
5
,
1,151,899
4
- 287,313$
$
- -
- - - 460,759- - - - - - 287,975- - - - - - - 115,190- - -
0
0
-
0
,
0
58,108
0
581,081232,432581,081116,216581,081
3
,
4
1,151,899 $
$ - 287,975
- - - - - - - - 116,216- - - - - - - - -
0
0
-
0
,
0
58,902
7
294,510589,021
9
,
3
1,162,162
581,081 - 290,541$
$
- 235,608- - - 117,804- 235,608- - - - 294,510- 176,706- - - -
0
0
-
0
,
3
55,298
6
290,865387,083552,975
2
,
6
- - 200,267 294,510 - 1,178,042 $
$ 294,510
- 276,488- - - - - - - - - -
305573
0
8142
56
0
854563
Parks and Recreation Project List 2021-2026 Capital Facilities Element0
,,,,,,
,
956542
6
1368
55
1
4152
5
,
8
$ 1,105,951 -
- - 165,893 1,105,951 552,975 - - 276,488$
-----------------
33,00050,00071,00081,00085,000
300,000187,000624,000300,000353,000
1,282,0001,859,0001,000,0001,100,0002,263,0001,633,000
2020202120222023202420252026Total
$
$ 564,647 - 331,785 564,647 169,394 2,823,233 - 55,298 225,859 - 1,105,951
- 564,647 169,394 - 282,323 282,323 225,859 1,129,293
Park/Project4th and Willis GreenwaysCampus Park ImprovementsClark Lake Park Development 240thDowntown Park MasterplanDowntown Park Phase 1 ImprovementsDowntown Place-Making KhersonEast
Hill Operations Feasibility StudyEast Hill Operations ImprovementsEastridge Park RenovationGarrison Creek RenovationGateway Landscape RenovationHogan Park at RR Phase 2Huse/Panther
Lake Community ParkKent Memorial Park RenovationKVLT - Old Fishing Hole ImprovementsKVLT - Boeing RockKVLT - Phase 2KVLT - RiverviewLake Fenwick Phase 2 ImprovementsLinda Heights RenovationMasterpla
nsMill Creek Canyon RevitalizationMill Creek Earthworks RenovationMorrill Meadows Phase 2NPRP - Chestnut RidgeNPRP - Salt Air VistaNPRP - Scenic Hill Park RenovationPark LifecyclePark
Orchard Park ImprovementsParks and Open Space Plan* Parks Land AcquisitionSpringwood Park RenovationSun MeadowsTotal11,221,000* Quantified by acreage
5/G/b
City of Kent
PARK IMPACT FEE STUDY
Draft Report
January 2021
Washington
7525 166th Avenue NE, Ste.D215
Redmond, WA 98052
425.867.1802
Oregon
5335 Meadows Road, Ste 330
Lake Oswego, OR 97035
503.841.6543
Colorado
PO Box 19114
Boulder, CO80301-9998
719.284.9168
www.fcsgroup.com
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City of KentPark Impact Fee Study
January 2021page ii
T ABLE OF C ONTENTS
Table of Contents...........................................................................................................................................ii
Section I. Introduction.................................................................................................................................1
Section II. Impact Fee Legal Overview.........................................................................................................2
Section III. Technical Analysis......................................................................................................................4
III.A.Growth................................................................................................................................4
III.B. Future Facilities Component......................................................................................................7
III.C. Impact Fee Cost Basis............................................................................................................10
III.D. Calculated Impact Fee............................................................................................................10
Section IV. Implementation..........................................................................................................................13
IV.A. Funding Plan........................................................................................................................13
IV.B. Indexing..............................................................................................................................13
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City of KentPark Impact Fee Study
January 2021page 1
Section I.I NTRODUCTION
The City of Kent, Washington (City),is a growing city with increasing demands for park facilities.
One of thepotentialrevenue sources to fund these increasing demands is impact fees. These fees help
the City to recoverthe costs of providing services to growthin an equitable manner. The City does
not currently impose impact fees for its park facilities. Thus, in 2020, the City contracted with FCS
GROUP to perform a park impact fee study that would calculate the maximum defensible park
impact fee in accordance with Washington state law.
Consistent with these objectives, this study included the following key elements:
Overview of Washington Laws and Methodology Alternatives. We worked with City staff to
examine previous impact fee methodologies and develop alternative approaches in compliance
with Washington law.
Develop Policy Framework.We worked with City staff to identify, analyze, and agree on key
assumptions and policy issues.
Technical Analysis.In this step, we worked with City staff to resolve technical issues,isolate
the recoverable portion of existing and planned facilitiescosts, and calculate fee alternatives. The
most important technical consideration involves the inclusion of planned capacity—increasing
improvements and their unique relationship to growth.
Documentation and Presentation.In this step, we presentedpreliminary findings to the City
Council and summarized findings and recommendations in this report.
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Section II.I MPACT F EE L EGAL O VERVIEW
Impact fees are enabled by state statutes, authorized by local ordinance, and constrained by the
United States Constitution. Theyallow cities to recover some of the cost of expanding public
facilities necessitated by growth. These fees allow “growth to pay for growth” in a fair and equitable
manner. Impact fees have a specific definition and associated constraints in the state ofWashington.
Impact feesare allowed under RCW 82.02.050 through 82.02.110 and are permitted for:
Public streets and roads
Publicly owned parks, open space, and recreation facilities
School facilities
Fire protection facilities
The statuteprovides specific guidanceon the permissible methodology for calculating impact fees.
This guidancecan be broken down into three major categories:
1.Eligibility Requirements. RCW 82.02.050(3) states that impact fees:
a.Shall only be imposed for system improvements that are reasonably related to the
new development;
b.Shall not exceed a proportionate share of the costs of system improvements that are
reasonably related to the new development; and;
c.Shall only be used for system improvements that will reasonably benefit the new
development.
These requirements, which exist to protect developers, ensure that impact fees are based on—
and spent for—capacity that will directly or indirectly serve the development.That is why
careful scrutiny is given to theincludedproject list.Moreover, the impact fee that a
developer pays must represent that particular development’s fair share of required capacity.
That is why developments pay a unique fee based on land use.
Additionally, RCW 82.02.050(5) states that “Impact feesmay be collected and spent only for
the public facilities . . . which are addressed by a capital facilities plan element of a
comprehensive land use plan.”This means that if a project is not listed in the adopted capital
facilities plan element, then it is not eligible to be included in impact fee calculations.
2.Future FacilitiesComponent. RCW 82.02.060(1) outlines the future facilitiesportion of
impact fee calculations, stating that the calculation must consider:
a.The cost of public facilities necessitated by new development;
b.An adjustment to the cost of the public facilities for past or future payments made or
reasonably anticipated to be made by new development to pay for particular system
improvements in the form of user fees, debt service payments, taxes, or other
payments earmarked for or pro-ratable to the particular system improvement;
c.The availability of other means of funding public facility improvements;
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d.The cost of existing public facilities improvements; and
e.The methods by which public facilities improvements were financed.
This means that adjustments to the impact fee cost basis must be made for the amount of
outstanding debt that wasor will beused to pay for capital facility improvements, as well as
other methods of funding public facilitiesimprovements.
3.Customer Base. The costs determined to be eligible must be proportionately allocated across
the projected customer base.
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Section III.T ECHNICAL A NALYSIS
This section provides thedetailed calculations of the maximum defensible parks impact fee.
The eligible portion of capacity increasing projects is the cost of future projects that will serve
growth. Some projects are intended to only serve growth, some projects do not serve to increase the
capacity of the City’s park system, and some serve the City’s current and future populations. The
following section will detail how the growth eligibility percentage was calculated for each future
project.
The growth in the user base is the anticipated growth in the City’s population. However, as residents
are not the only users of the City’s park system, employees of businesses within will be included as
well, at a separateratethat reflects the parks demand characteristics of commercial developments.
The total eligible portion of capacity increasing projects divided by the growth in the user base
results in the park impact fee. Each of these components is examined in further detail below.
III.A.GROWTH
Calculation of growth begins with defining the units by which current and future demand will be
measured.Using the best available data, FCS GROUPquantifiedthe current level of demand and
estimateda future level of demand.The difference between the current level and the future level is
the growth in demand that servesas the denominator in the impact feecalculations.
III.A.1.Unit of Measurement
A good unit of measurement allows theCityto quantify the incremental demand of one new
development.A great unit of measurement allows theCityto distinguish different levels of demand
added by different kinds of development.
III.A.1.aOptions
For park impact fees, demand that can be attributed to individual developments is usually measured
bythe number of people who will occupy a development.For residential developments, the number
of occupants means the number of residents.FCS GROUPusesdata from the U. S. Census Bureau to
estimate the number of residents for different kinds of dwelling units.For non-residential
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developments, the number of occupants means the number of employees.We use industry data to
estimate the number of employees per square foot for different kinds of non-residential
developments.However, employees and residents do not have the same amount of time available to
utilize the City’s park system, so a conversion to residential equivalentsmust be made.
When an agency chooses to impose a parks impact feeon both residential and non-residential
developments, the demand of one additional resident must be carefully distinguished from the
demand of one additional employee.This is usually accomplished by the calculation of a residential
equivalent.One resident is one residential equivalent,and one employee is typically less than one
residential equivalent, as they have less available time to utilize parks and facilities.
III.A.1.bRecommendation
The City finds that non-residential developments are a significant source of demand for parks
facilities.We therefore recommend that the City charge parks impact feesfor both non-residential
and residential development.
III.A.2.Residential Equivalence
To charge parks impact feesto both residential and non-residential developments, we must estimate
both (1) how muchavailability non-residential occupants (i.e., employees) have to use parks facilities
and (2) how that availability differs from residential occupants (i.e., residents).
The calculation begins with the most recent datafor both population and employment inKent.As
shown below, in 2017(the most recent year for which both population and employment data were
available), 127,100residents live in Kent, and 72,814employees work in Kent.Of these,9,445
people both live and work in Kent, as shown in Exhibit 1.
Exhibit 1
Residents and Employees in Kent(2017)
Living Inside Living Outside
KentKentTotal
Working inside Kent9,44563,36972,814
Working outside Kent48,772
Not working68,883
Total127,100
Source: WA OFM Population Statistics, US Census Bureau: OnTheMap Application
Next, we estimate the number of hours per week that each category of person would be available to
use the parks facilities in Kent.The two tablesbelow show FCS GROUP’sestimate of maximum
time available for use.It is not an estimate of actual use.
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Exhibit 2
Available Hours by Category
Hours per Week of Park
Availability per Person, Living Inside Living Outside
Residential DemandKentKent
Working inside Kent72
Working outside Kent72
Not working112
Source: FCS GROUP
Hours per Week of Park
Availability per Person, Non-Living Inside Living Outside
Residential DemandKentKent
Working inside Kent2020
Working outside Kent
Not working
Source: FCS GROUP
When the hours of availability above are multiplied by the population and employee countspresented
earlier, we are able to determine the relative parks demand of residents and employees.As shown in
Exhibit 3, the parks demand of one employee is equivalent to the parks demand of 0.213resident.
Another way of understanding this is thatthe parks demand of 4.68employees is equivalent to the
parks demand of one resident.
Exhibit 3
Total Available Hours by Class
Total Hours per Week of Park Residential Non-
Availability, 2017HoursResidential Total Hours
Working inside Kent680,0401,456,2802,136,320
Working outside Kent3,511,5843,511,584
Not working7,714,8967,714,896
Total11,906,5201,456,28013,362,800
Hours per resident93.68
Hours per employee20.00
Employee Residential Equivalent0.213
Source: Previous tables
III.A.3.Growth inDemand
The current (2020)demand for parks facilities is 146,567residential equivalents.That number is the
sum of 130,500residents (based on the Washington State Office of Financial Management’s official
state population projections), and 16,067residential equivalents for 75,257employees.The number
of employees is based on the 2017number of employees, inflated to 2020based on the City’s
historical growth.
During the forecast period from 2020to 2026, the residential population is expected to grow by
8,903residentsto a total of 139,403residents.Population growth was forecast at 1.11percent
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annually, and growth in employees forecast at 1.11percentannually (based on the City’s historical
growth rate from 2011-20). As seen in Exhibit 4,the existing customer basewill grow by 9,999
residential equivalents to a total of 156,566residential equivalents.Therefore, 9,999residential
equivalents will be the denominator for the impact feecalculations later in this report.
Exhibit 4
Growth in Residential Equivalents
Growth from
2017202020262020 to 2026
Population127,100130,500139,4038,903
Employees72,81475,25780,3915,134
Residential Equivalent Employees15,54616,06717,1631,096
Total Residential Equivalents142,646146,567156,5669,999
Source: Previous tables
Calculated Growth Eligibility Percentage6.39%
By dividing the 9,999residential equivalentsin growth by the total projected residential equivalents
in 2026, we determine that6.39percentof the 2026residential equivalents is attributableto growth.
This is the growth eligibility percentage, which is a proportion that will be used to quantify the
impact fee eligibility of selected projects (known as “proportionate benefit projects”) later in the
analysis.
III.B.FUTURE FACILITIESCOMPONENT
The future facilitiescomponentis the eligible cost of planned projects per unit of growth that such
projects will serve.Sincegrowth (denominator) has already been calculatedabove, we will focus
here on the future cost componentcost basis (numerator).
III.B.1.Eligibility
A project’s eligible cost is the product of its total cost and its eligibility percentage.The eligibility
percentage represents the portion of the project that creates capacity for future users.For park impact
fees, eligibility is determined by a level-of-service analysis that quantifies the park facilities that are
needed for growth (and are therefore eligible to be included in an improvement fee cost basis).
III.B.1.aRecreational Value
The City uses a unique level of service metriccalled recreational value. Using this approach, each
park isgraded based on the number of assets, condition of assets, and type of assets that it contains.
This allows each park to be assigned a recreational value that systematically takes into account
multiple features of the park system. This differs from the traditional level of service metric (acres
per 1,000 residents), which does not account for the quality or condition of parks facilities.
Determining eligibility based on the current level of service means that only those project costs that
will allow the City to maintain its current level of service at the end of the planning period (2026, in
this case) are considered eligible.For example, the City’s current inventory of community parks is43
recreational value points.Based on the current population, the current level of service for community
parks is 0.33recreational value pointsper 1,000total residential equivalents.To maintain this level
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of service in 2026, the City will need an additional 2.91recreational value pointsin itscommunity
parks.However, based on the planned projects listed later in this report, the City intends to add 17.00
recreational value points incommunity parks.Because the City plans on adding more than the
minimum amount of recreational value points, only some of the costs of these projects are eligible.
There are two approaches to calculating this eligibility, the current level of service approachand the
future level of service approach.FCS GROUP believes both of these approaches to be equally
defensible. The current level of service is based on the recreational value per residential equivalent
now. For community parks, this value is 17.13 percent (2.91 / 17.00). Only the first 2.91 recreational
value points are eligible to be reimbursed in the impact fee, because the remainder are enhancing the
level of service.
The future level of service approachis backwards looking instead. In 2026, the City plans to have
60.00recreational value points in its community parks (0.43 recreational value points per 1,000 total
residential equivalents). By projecting the future level of service back to present, we can calculate
that the minimum 2020 recreational value points at the future level of service is 55.86, rather than the
43.00that actually exist. Using this metric, 4.14 (60.00–55.86) recreational value points are eligible
to be included, because the first 12.86(55.86-43.00)recreational value points serve to correct the
deficiency. This results in an eligibility percentage of 22.42 percent.The full eligibility calculations
for each park type are shown in Exhibit 5.
Exhibit 5
Expansion Eligibility
Current Level of ServiceFuture Level of Service
New Quantity Units per 1,000 Minimum 2020
CategoryCurrent QuantityQuantity Added QuantityNeededEligibilityResidents in 2026QuantityEligibility
Neighborhood5524793.7215.50%0.5673.5120.90%
Open Space1010.040.00%0.000.560.00%
Trail164201.0827.03%0.1418.5831.69%
Pocket7180.4645.71%0.067.2149.18%
Special Use579653.8645.47%0.4760.9948.95%
Urban1310230.858.53%0.1621.0614.37%
Concept0000.000.00%0.000.000.00%
Passive/Natural610150.384.00%0.1114.1110.13%
Undeveloped414180.282.05%0.1316.438.30%
Community4317602.9117.13%0.4355.8622.42%
Total1998828713.5815.53%2.06268.3220.92%
As shown in Exhibit 5,eligibility percentages range dramatically across park categories. However,
the future level of service approach results in equal or higher eligibility percentages for every park
category, so it will be used throughoutthe rest of the analysis.
III.B.2.Land Acquisition
There is one project that does not use the recreational value metric, Parks Land Acquisition. The City
plans to add about 20 acres to the park system over the planning period. As the City currently has
871 acres in its system, Parks Land Acquisition is 100 percent eligible, following the same level of
service calculations shown above. The list of projects assessed by acreage and recreational value is
shown in Exhibit 6.
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Exhibit 6
Growth Benefit Projects
By CategoryCategoryTotal CostEligibilityEligible Cost
Parks Land Acquisition3,925,685100.00%3,925,685
4th and Willis GreenwaysUrban864,64714.37%124,249
Campus Park ImprovementsNeighborhood518,78520.90%108,406
Clark Lake Park Development 240thPassive/Natural3,453,23210.13%349,969
Downtown Park Phase 1 ImprovementsUrban1,035,38614.37%148,784
Downtown Place-Making KhersonUrban1,846,64714.37%265,361
Eastridge Park RenovationPocket350,23749.18%172,235
Garrison Creek RenovationNeighborhood816,68920.90%170,657
Hogan Park at RR Phase 2Special Use287,31348.95%140,644
Huse/Panther Lake Community ParkUndeveloped862,6028.30%71,618
Kent Memorial Park RenovationSpecial Use5,788,18448.95%2,833,402
KVLT - Old Fishing Hole ImprovementsCommunity805,76822.42%180,644
KVLT - Boeing RockSpecial Use886,64648.95%434,026
KVLT - Phase 2Trail1,310,26231.69%415,268
KVLT - RiverviewUndeveloped2,105,9518.30%174,849
Lake Fenwick Phase 2 ImprovementsPassive/Natural365,51010.13%37,043
Linda Heights RenovationNeighborhood753,68220.90%157,491
Mill Creek Canyon RevitalizationUndeveloped1,970,5988.30%163,611
Mill Creek Earthworks RenovationCommunity4,295,47222.42%962,997
Morrill Meadows Phase 2Community1,100,00022.42%246,608
NPRP - Chestnut RidgeNeighborhood367,32320.90%76,757
NPRP - Salt Air VistaNeighborhood635,32320.90%132,758
NPRP - Scenic Hill Park RenovationNeighborhood522,59820.90%109,203
Park Orchard Park ImprovementsNeighborhood459,96620.90%96,115
Springwood Park RenovationNeighborhood2,762,29320.90%577,214
Sun MeadowsNeighborhood137,91020.90%28,818
Total Cost$38,228,70931.66%$12,104,412
As can be seen, of the $38.2millionin project costs, about $12.1 million is eligible to beincluded in
the impact fee calculation. There is one other projectlist that needs to be included.
III.B.3.Proportionate BenefitProjects
The second subset of the City’s project list includes projects that will expand the capacity of the
parks system in some way without physically adding new recreational valueto the parks system.
These projects are not subject to the eligibility calculations described above but are instead assumed
to benefit both existing and future users proportionately.In addition, there are projects that will not
expand the capacity of the parks system and are not eligible to be included in the impact fee cost
basis. As shown in Exhibit 7, this project list has a total cost of $5.2million.
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Exhibit 7
Proportionate Benefit Projects
ProjectTotal CostEligibilityEligible Cost
Downtown Park Masterplan$235,6086.39%$15,047
East Hill Operations Feasibility Study59,8530.00%-
East Hill Operations Improvements706,4450.00%-
Gateway Landscape Renovation202,3940.00%-
Masterplans286,3676.39%18,289
Park Lifecycle3,438,3000.00%-
Parks and Open Space Plan282,3236.39%18,031
Total$5,211,291$51,367
For eligible proportionate benefitprojects, the eligibility percentage is the proportion of total future
demand (156,566residential equivalents) that will arrive between 2020and 2026(9,999residential
equivalents), or 6.39percent.The total eligible cost basis of these projects is $51,367.
III.C.IMPACT FEE COST BASIS
By adding these two fee components together, acombined impact feecost basis of $12.2 million can
be calculated, as shownin Exhibit 8.
Exhibit 8
Impact Fee Cost Basis Comparison
Impact Fee Cost Basis
Eligible costs by category:
Proportionate Benefit Projects$51,367
Growth Benefit Projects (by Acreage)3,925,685
Growth Benefit Projects (by Recreational Value)8,178,726
Total eligible costs by cateogry$12,155,779
III.D.CALCULATED IMPACT FEE
This section combines the eligible costs from the two project listsand applies adjustmentsfor fund
balance and compliance costs.The result is a total impact feeper residential equivalent.Recall that
there is a projected growth of9,999residential equivalents in the City over the next 6years(Exhibit
4). By dividing the $12.2millionimpact fee cost basis by the growth in residential equivalents, the
impact fee per residential equivalent can be calculated, as shown in Exhibit 9.
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Exhibit 9
Impact Fee per Residential Equivalent
Calculated Impact Fee
Total Cost Basis$12,155,779
Growth in Residential Equivalents9,999
Impact Fee per Residential Equivalent$1,216
Census data is then usedto estimate the number of residents per dwelling unit and calculate impact
fees for residentialdwelling units.For non-residential development, we provide both an impactfee
per employeeand an estimate of the number of employees per 1,000 square feet of different types of
non-residential development.
III.D.1.Impact FeeSchedule
Using data from the U.S.Census Bureau’s American Community Survey, wedetermined that the
average single-family home in Kenthas 2.700residents, while the average multi-family dwelling unit
has 2.016residents. Wepreviously determined that an employee is equivalent to 0.213residents. By
multiplying the $1,216impact fee per residential equivalent by these numbers, the impact fee per
dwelling unit and per employee can be calculated.
Exhibit 10
Comparison of Calculated Impact Fees
Equivalent Residential
Land Use CategoryMultiplierImpact Fee
Single Family Dwelling Unit2.700$3,282
Multi-Family Dwelling Unit2.0162,451
Per Employee0.213260
Source: American Community Survey and Previous Tables
There is one further step to calculate the final impact fee schedule. As the number of employees at a
commercial enterprise can fluctuate, the City plans to charge non-residential development based on
square footage.Thus, the per employee fee must be converted to a sq. ft.-basedfee, by dividing the
per employee fee calculated above by the sq. ft. per employee. This is shown in Exhibit 11.Because
different types of commercial development have different employment densities, impact fees for non-
residential developments are distinguished by land use.
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Exhibit 11
Impact Fee Schedule
Sq. Ft. per
Parks Impact Fee ScheduleFeeUnitEmployee
Single-Family Residential$3,281.97per Dwelling Unitn/a
Multifamily2,451.19per Dwelling Unitn/a
Manufacturing0.52per Sq. Ft.500
Wholesale, Transportation and Utilities0.26per Sq. Ft.1,000
Retail0.37per Sq. Ft.700
Finance, Insurance, and Real Estate0.74per Sq. Ft.350
Services (not including food services)0.65per Sq. Ft.400
Government/Education0.87per Sq. Ft.300
Restaurant1.30per Sq. Ft.200
Mini-storage0.01per Sq. Ft.20,000
Source: Snohomish County Buildable Lands Report and Previous Tables
III.D.2.Comparison to Other Jurisdictions
Exhibit 12shows howthe recommended parks impact feecompareswith respect to selected cities
and districts. As can be seen, the calculated impact fees are generally lower than most other
Washington jurisdictions that levy park impact fees.
Exhibit 12
Local Jurisdiction Comparison
Single Family Office Bldg. (per
Parks Impact Fee ComparisonResidenceMulti-Familysq. ft.)
Issaquah$9,107$5,591$0.97
Sammamish6,7394,362-
Kirkland5,5333,154-
Redmond4,7383,2891.28
Shoreline4,0902,683-
Puyallup4,0172,3140.87
Renton3,9462,801-
Covington3,9222,761-
Auburn3,5003,500-
Kent (calculated)3,2822,4510.74
Tukwila2,8592,4901.18
Vancouver2,3791,739-
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Section IV.I MPLEMENTATION
This section addresses practical aspects of implementing impact fees.
IV.A.FUNDING PLAN
Even if the City implements the parks impact feescalculated previously,impact feerevenues will not
be sufficient to fund the project list.Instead, they can only be expected to fund about 28% of the
project list.An additional $31.3million will needto be raised from other, non-impactfee, sources.
This is shown in Exhibit 13.
Exhibit 13
Funding Plan
Funding Plan
Resources:
Beginning fund balance$-
Impact Fee revenue12,155,779
Other Needed Revenue31,284,221
Total resources$43,440,000
Requirements:
Project list (total cost)$43,440,000
Ending fund balance-
Total requirements$43,440,000
IV.B.INDEXING
The City already annually indexes itstransportationimpact fees to the to the Engineering News-
RecordSeattle Area Construction Cost Index (KMC 12.14.060 (C)).We recommend that the City
continue this practicefor park impact fees as well, as it provides an adjustment to the impact fee
which at least partially responds to the cost basis over time.We also recommend that the City
continue its practice of periodically updating its impact fees to ensure that theyrecover the full cost
of growth’s impacts on City facilities.
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PARKS, RECREATION AND COMMUNITY SERVICES
DEPARTMENT
Julie Parascondola
220 Fourth Avenue South
Kent, WA 98032
253-856-5100
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: 2021-2024 City Art Plan - Approve
MOTION: Approve the 2021-2024 City Art Plan.
SUMMARY:
The annual and five-year City Art Plans are prepared annually as required by KCC
4.04.030.B and detail how the Kent Arts Commission recommends the City spend
the funding generated by the $2 per resident capita budget established under KCC
4.04.020. for approval by Council.
BUDGET IMPACT: None
SUPPORTS STRATEGIC PLAN GOAL:
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
Inclusive Community - Embracing our diversity and advancing equity through genuine community
engagement.
ATTACHMENTS:
1. Art_Plan_2021-2024 (PDF)
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CITY OF KENT
Parks, Recreation & Community Services
Kent Arts Commission
2021 CITY ART PLAN
FIVE YEAR CITY ART PLAN, 2021 2025
Kent City Code 4.04
Buubdinfou;!Bsu`Qmbo`3132.3135!!)3716!;!3132.3135!Djuz!Bsu!Qmbo!.!Bqqspwf*
Approved:
Visual Arts Committee 2/10/21
Kent Arts Commission 2/10/21
City Council Committee of the Whole:
City Council
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CITY OF KENT
Parks, Recreation & Community Services
Kent Arts Commission
2021 CITY ART PLAN
NEW PROJECTS 2021
Budget
Community Project Artwork: Downtown Rotating Mural Project 34,500
Capital Project Artwork: Kent Valley Loop Trail 10,000
Community Project Artwork: Kent Creates 4,000
Capital Project Artwork: West Fenwick Park 50,000
Capital Project Artwork: Chestnut Ridge Park 6,860
TOTAL 2021 BUDGET FOR 19026223.4310 $105,360
OTHER EXPENSES
Salary & Administration (supplies, professional services, $155,840
maintenance/repair)
TOTAL 2021 BUDGET FOR 10006223.4310 $155,840
Total $2 / capita 130,600 x 2 $261,200
PREVIOUSLY APPROVED PROJECTS
Capital Project Artwork: Kent Valley Loop Trail ($4,431 left over from 50,000
2013, $40,000 approved in 2014, $5,569 approved in 2020)
Community Art Project: Kent Creates ($7,700 carried over from 2020) 7,700
Capital Project Artwork: West Fenwick Park ($30,000 reassigned from 30,000
Meet Me on Meeker project)
Capital Project Artwork: Chestnut Ridge Park ($41,731 carried over from 56,873
2020, $15,142 reassigned from 2020 Summer Exhibit Portable Purchases)
Art Project: Utility boxes ($39,022 carried over from 2020) 39,022
Buubdinfou;!Bsu`Qmbo`3132.3135!!)3716!;!3132.3135!Djuz!Bsu!Qmbo!.!Bqqspwf*
Collection Maintenance/Programming ($39,400 carried over from 2020) 39,400
Opportunity fund capital projects, strategic art acquisition, economic 185,306
development ($65,306 carried over from 2020, $120,000 reassigned from
Willis Street Gateway Project)
Downtown Art Plan and Activation ($15,000 carried over from 2019) 15,000
Subtotal $423,301
TOTAL 2021 Anticipated Expenditures $684,501
2
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KENT ARTS COMMISSION
2020 CITY ART PLAN NARRATIVE
Project Title: Community Project Artwork: Downtown Rotating Mural Project
Project Description: The Kent Downtown Partnership has approached the Kent Arts Commission
about placing murals on two buildings downtown, providing an opportunity to implement a
rotating, temporary mural program with murals that will remain in place for a two-year cycle.
Murals will be constructed with panels mounted on building walls. Artwork will be transferred to
vinyl wraps and applied to the panels. (Similar to our traffic signal control box projects.)
Estimated Costs: $34,500
Funding Source: 2021 City Art Plan: $34,500
Partner: Kent Downtown Partnership (property owner liaison)
Background: Benefits of the temporary rotating mural program include: Adding
interest/energy to downtown Kent (updated every two years); aesthetically improving the walls;
partnering with Kent Downtown Partnership; high visibility; potential for expansion; creation of
opportunities for local, emerging and/or artists of color; vinyl-wrapped panels provide vibrant
color, are easy to clean in the case of graffiti, and allow artists with limited large-scale
experience to enter the public art realm.
Locations: Two locations have been identified to start the project, with opportunity for expansion
in the future: 1) East-facing wall on Harrison Street, overlooking Air Ways Brewery parking lot.
nd
2) East-facing wall of building adjacent to the vacant lot at 2 Avenue and Meeker
Street.
Project Title: Capital Project Artwork(s): Kent Valley Loop Trail (KVLT)
Project Description: Parks Department has long-term plans to create a Kent Valley Loop Trail
system. This system of varying length trails along the Green River will link Riverview Park (yet to
be constructed), Foster Park, anding, and Boeing Rock.
Parks Planning and Development contracted with Berger Partnership to develop a Master Plan for
the project in 2013. Through a competitive selection process, the Arts Commission selected Ellen
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Sollod to serve as the artist representative on the planning team and to create an art plan for
the KVLT. Ms. Sollod identified and recommended several projects as a cost-effective approach
ks
Planning and Development staff, the Kent Arts Commission has prioritized a system of artist
designed trail markings, interpretive signs.
Estimated Costs: $60,000
Funding Source: 2021 City Art Plan: $10,000
2013, 2014, 2020 City Art Plans: $50,000
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City Partner: Parks Planning and Development
Background-front
parks and along the Green River Trail that connects them. Integrating public art tourism draw.
Location: Kent Valley Loop Trail/parks along Green River
Project Title: Community Project Artwork: Kent Creates
Project Description: Kent Creates, a web platform for sharing art, culture, and creative
endeavors, was launched in 2016. The project fosters inclusiveness by highlighting the talent
and creativity of the Kent community. Participants upload projects to an automated website.
Submissions are reviewed and published on a quarterly basis, with selected projects receiving an
honorarium. Projects can fall within the traditional arts (poetry, painting, music); the community
arts (culinary arts, fiber arts, metal arts); and the unexpected. Participants submit a description
of their project that will provide information and inspire other Kent residents to get creative.
Estimated Costs: $11,700 ($4,000 for honorariums, $5,200 for maintenance/
hosting, $2,500 contingency/additional infrastructure and
interface updates
Funding Source: 2021 City Art Plan: $4,000
2020 City Art Plan: $7,700
City Partner: Information Technology
Background: Nationally, arts organizations are changing how they interact with the community.
Traditionally, we have been presenters of arts programs, but we also want to provide platforms
for collaboration. Kent Creates allows people in Kent to share their creativity with one another.
Location: Online
Project Title: Capital Project Artwork: West Fenwick Park
Project Description: The Parks Department is on the verge of completing a major renovation of
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West Fenwick Park that includes a Chutes and Ladders themed interactive playground based
on the board game, providing an opportunity for an associated whimsical art component.
Estimated Costs: $80,000
Funding Source: 2021 City Art Plan: $50,000
2018 City Art Plan: $30,000
(Reassigned from Meet Me on Meeker project)
City Partner: Parks Planning and Development
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Background: West Fenwick is a popular park on Kents West Hill, just east of the Interstate 5.
Thenewly renovated park will include an artificial turf field, a grass field, a playground, a
walking path, and a new picnic shelter.
Location: West Fenwick Park, 3808 South Reith Road
Project Title: Capital Project Artwork: Chestnut Ridge Park Renovation
Project Description: Parks Planning and Development will renovate Chestnut Ridge Park in
2020-2021. Plans include a playground expansion and an open lawn area well-suited for a
sculptural art installation. The Arts Commission will work closely with Parks Planning and
Development staff to determine the desired purpose and scope of the artwork.
Estimated Costs: $63,733
Funding Source: 2021 City Art Plan: $6,860
2020 City Art Plan: $56,873
City Partner: Parks Planning and Development
Background: Chestnut Ridge is a neighborhood park including a picnic shelter and grill, play
equipment, parking, and restrooms. Existing public art includes Peter Rei
rd
Location: Chestnut Ridge Park, 9901 South 203 Street
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PREVIOUSLY APPROVED PROJECTS
Project Title: Utility Boxes
Project Description: In 2017, Kent Arts Commission staff worked with the Police Department,
Economic Development and Public Works to identify utility/signal boxes to wrap with artwork
(printed on vinyl) to deter graffiti. Building on the success of the five boxes that were part of the
2017 pilot project, the Kent Arts Commission commissioned eight boxes/artworks in 2018 and
2019. Another eight boxes/artworks are planned for 2020.
Estimated Costs: $39,022 (Approx. $4,000/box, 8
boxes projected in 2021 +
contingency)
Funding Source: 2020 City Art Plan: $39,022
City Partner: Police Development, Public Work, ECD
Background: Many cities are using vinyl artwork wraps on utility/signal boxes to beautify their
communities and to defer graffiti. Local examples are Shoreline and Federal Way.
Location(s): Varied/TBD
Project Title: Collection Maintenance and Programming
Project Description: Projects include outdoor sculpture maintenance and collection repair,
helping to sustain existing assets. Projects in 2021 may include restoration of Another Place,
Another Time plaza at Kent Historical Museum (Stuart Nakamura, 1997), repair and repainting
of Railroad Yard mural at Titus Railroad Park (Mary Iverson, 2006); assessment of Daily
Migration train corridor sculptures (Dos Remedios, 2005); and various repair and maintenance
projects.
Estimated Costs: $39,400
Funding Source: 2020 City Art Plan Carry Over: $39,400
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Background: This fund may be used for maintaining and providing programming for existing
artworks.
Project Title: Opportunity fund (capital projects, strategic art acquisition, economic development
implementation)
Project Description: Identify and implement art project(s) to address City and community goals.
This funding allows the Arts Commission to incorporate significant artwork into capital projects,
acquire artwork for specific locations or needs, and contribute artwork to implementation of the
City of Kent Economic Development Plan. Possibilities include projects as part of the Meeker
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Street Corridor, other gateway projects, partnerships with Economic Development and/or the
Kent Downtown Partnership, and acquiring art work to strat
Estimated Costs: $185,306
Funding Source: 2020 City Art Plan Carry Over: $65,306
th
2020 Reassigned: $120,000 (from 4 and Willis Gateway
Art)
City Partner: Economic Development, Parks Planning and Development
Background: Kent Arts Commission staff continues on-going discussions with Economic
Development staff about ways to partner and use art to achieve community Economic
Development goals. The Kent Downtown Partnership has a renewed interest in incorporating
more art in downtown Kent, providing more potential partnership opportunities.
Location(s): TBD
Project Title: Downtown Art Plan and Activation
Project Descriptione
Consultancies program, which matches artists/creative consultants with municipalities to address
a variety of challenges throughout the region.
TheKent Arts Commission was paired with Lucia Neare to develop a downtown arts and culture
plan for Kent, as well as to implement one or more art activation activities. With new
development and increased energy around revitalizing downtown Kent, there are a variety of
organizations and individuals with interest in incorporating art and culture. Developing a plan will
allow all stakeholders to have ownership and to move forward with a common vision. The project
has involved collaboration with the Kent Downtown Partnership, private property and business
owners; various city departments; and representatives from various cultural communities in
Kent. Relationships have been forged and focus groups will convene in 2020.
Estimated Costs: $15,000 remaining
Funding Source: 2019 City Art Plan: $15,000
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City Partner: Potentially Economic Development,
Parks Planning and Development
Background: Currently there are a variety of programs and projects in place in the downtown
-
Center Gallery, Kent Downtown Partnership/private art installations, the 3rd Thursday Art Walk,
Kent Summer Concerts, library programs, and two new art studio spaces. It is exciting to see so
much happening in the way of arts and culture in downtown Kent, but the current approach is
scattershot and not united by a common vision. The focus of working with a creative consultant
will be to bring stakeholders together to develop a unified vision and an actionable plan for using
art and culture to transform downtown Kent into the heart of our diverse community.
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KENT ARTS COMMISSION CITY ART 5 YEAR PLAN: 2021 2025
2021 PROJECTS COSTS
Projects 105,360
Community Project Artwork: Downtown Rotating Mural Project 34,500
Capital Project Artwork: Kent Valley Loop Trail 10,000
Community Project Artwork: Kent Creates 4,000
Capital Project Artwork: West Fenwick Park 50,000
Capital Project Artwork: Chestnut Ridge Park 6,860
Administration/Maintenance 155,840
Total $261,200
2022 PROJECTS COSTS
Projects 105,200
Art Project: Utility Boxes 30,000
Capital Project artwork: Van Dorens Landing 50,000
Community Project Artwork: Kent Creates 10,000
Portable Collection Purchases 10,000
Collection maintenance and programming 5,200
Administration/Maintenance 156,000
Total $261,200
2023 PROJECTS COSTS
Projects 103,200
Capital Project artwork(s): Van Dorens Landing 30,000
Art Project: Downtown Rotating Murals 22,500
st
Capital Project artwork(s): 1 Avenue Pocket Park 20,000
Portable Collection Purchases 15,000
Community Project Artwork: Kent Creates 10,000
Collection maintenance and programming 5,700
Administration/Maintenance 158,000
Total $261,200
2024 PROJECTS COSTS
Projects 101,200
Capital Project artwork(s) TBD 40,000
Art Project: Utility Boxes 32,000
Opportunity fund (capital projects, strategic acquisition, econ. dev.) 2,200
Portable Collection Purchases 10,000
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Community Project Artwork Kent Creates 12,000
Collection maintenance and programming 5,000
Administration/Maintenance 160,000
Total $261,200
2025 PROJECTS COSTS
Projects 101,200
Opportunity fund (capital projects, strategic acquisition, econ. dev.) 44,700
Art Project: Downtown Rotating Murals 22,500
Portable Collection Purchases 12,000
Community Project Artwork: Kent Creates 12,000
Collection maintenance and programming 10,000
Administration/Maintenance 160,000
Total $261,200
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PARKS, RECREATION AND COMMUNITY SERVICES
DEPARTMENT
Julie Parascondola
220 Fourth Avenue South
Kent, WA 98032
253-856-5100
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: King County Veterans, Seniors, and Human Services Levy
Agreement Authorize
MOTION: Authorize the Mayor to sign the King County Veterans, Seniors,
and Human Services Levy Agreement to accept $893,471 in levy funds for
the term 01/01/2021 through 12/31/2023, amend the budget, and
authorize the expenditure funds in accordance with the agreement terms
acceptable to the Parks Director and City Attorney.
SUMMARY:
Activity Center was awarded $1,403,689 from the King County Veterans, Seniors
and Human Services Levy (VSHSL) in 2019. The initial term of funding spanned two
years (2019-2020). This agreement extends that funding for an additional three
years (2021-2023). The Levy funds will enable the Kent Senior Activity Center to
continue its work in becoming a more inclusive senior hub, providing seniors and/or
caregivers who live in the City of Kent and surrounding areas of unincorporated
King County opportunities to experience social engagement and connection, to
engage in activities that promote healthy aging and to access resources that
support seniors to live in their communities of choice.
In addition to programmatic and related services outreach, this funding will provide
for several one-time Senior Center facility improvements or enhancements as well
as provide for the completion of a Senior Programs Needs Assessment.
Within the contract proposal and award is funding for two employees: a Senior
-
time employees are limited-
It is anticipated that King County will seek to renew the VSHSL upon completion in
2023 and Kent will apply for funding at that time. However, if King County is not
successful or if there is a change in direction, these staff members, as well as
related Kent Senior Center services and programs, will be directly impacted.
BUDGET IMPACT: 2021-2023 impact, $893,471. The Parks Department/Senior
Center budget will be amended.
SUPPORTS STRATEGIC PLAN GOAL:
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Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Inclusive Community - Embracing our diversity and advancing equity through genuine community
engagement.
ATTACHMENTS:
1. Levy Agreement (PDF)
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Department of Community and Human Services
Adult Services Division
401 Fifth Avenue, Suite 500
Seattle, WA 98104
206-263-9105
TTY Relay: 711
KING COUNTY COMMUNITY AND HUMAN SERVICES CONTRACT – 2021/2022
Contractor Kent Senior Activity Center
Project Title ASD Contracted Services
Contract Amount $ 893,471
Contract Period From: 01/01/2021 To 12/31/2023
DUNS No. (if applicable) 020253613 SAM No. (if applicable)
THIS CONTRACT No. 6206089 is entered into by KING COUNTY (the “County”), and Kent
Senior Activity Center (the “Contractor”) whose address is 600 East Smith St, Kent, WA 98030.
FUNDING SOURCES FUNDING LEVELS EFFECTIVE DATES
COUNTY $893,471 01/01/2021 - 12/31/2023
TOTAL $893,471 01/01/2021 - 12/31/2023
WHEREAS, the County has been advised that the foregoing are the current funding sources,
funding levels and effective dates, and
WHEREAS, the County desires to have certain services performed by the Contractor as
described in this Contract,
NOW THEREFORE, in consideration of payments, covenants, and agreements hereinafter
mentioned, to be made and performed by the parties hereto, the parties mutually agree as
follows:
1. Contract Services and Requirements, and Incorporated Exhibits.
The Contractor shall provide services and meet the requirements included in this Contract and
in the following attached exhibits, each of which is incorporated herein by this reference:
EXHIBIT NAME EXHIBIT NUMBER
City of Kent - Senior Activity Center - Senior Hubs - VSHSL -
Exhibit I
SE3
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If you require accommodation to access this form, alternate
formats are available upon request.
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2. Contract Term
A. This Contract shall begin on 01/01/2021, and shall terminate on 12/31/2023, unless
extended or terminated earlier, pursuant to the terms and conditions of the Contract.
3. Compensation and Method of Payment
A. Compensation:
The County shall compensate the Contractor for satisfactory completion of the services
and requirements as specified in this Contract and its attached exhibit(s).
B. Invoicing:
The Contractor shall submit invoices and all accompanying reports as specified in the
attached exhibit(s), including its final invoice and all outstanding reports. The County shall
endeavor to make payment not more than 30 days after a complete and accurate invoice
is received.
C. Final Invoice:
The Contractor shall submit its final invoice and all outstanding reports as specified in this
contract and its attached exhibit(s). If the Contractor’s final invoice and reports are not
submitted as required, the County will be relieved of all liability for payment to the
Contractor of the amounts set forth in the final invoice or any later invoice.
D. Reimbursement for Travel:
The Contractor will not be reimbursed for travel unless otherwise specified within an
Exhibit.
4. Internal Control and Accounting System
The Contractor shall establish and maintain a system of accounting and internal controls that
complies with the generally accepted accounting principles issued by the Financial Accounting
Standards Board (FASB), the Governmental Accounting Standards Board (GASB), or both as is
applicable to the Contractor’s form of doing business.
5. Debarment and Suspension Certification
Entities that are debarred, suspended, or proposed for debarment, by the U.S. Government are
excluded from receiving federal funds and contracting with the County. The Contractor, by
signature to this Contract, certifies that the Contractor is not currently debarred, suspended, or
proposed for debarment, by any Federal department or agency. The Contractor also agrees that
it will not enter into a subcontract with a person or entity that is debarred, suspended, or
proposed for debarment. The Contractor will notify King County if it, or a subcontractor, is
debarred, suspended, or proposed for debarment, by any Federal department or agency.
Debarment status may be verified at https://www.sam.gov/.
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6. Maintenance of Records
A. Accounts and Records:
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The Contractor shall maintain for a period of six years after termination of this Contract
accounts and records, including personnel, property, financial, and programmatic records
and other such records the County may deem necessary to ensure proper accounting
and compliance with this Contract.
B. Nondiscrimination and Equal Employment Records:
In accordance with the nondiscrimination and equal employment opportunity
requirements set forth in Section 17. below, the Contractor shall maintain the following for
a period of six years after termination of this Contract:
i. Records of employment, employment advertisements, application forms, and other
data, records and information related to employment, applications for employment
or the administration or delivery of services or any other benefits under this
Contract; and
ii. Records, including written quotes, bids, estimates or proposals, submitted to the
Contractor by all entities seeking to participate in this Contract, and any other
information necessary to document the actual use of and payments to
subcontractors and suppliers in this Contract, including employment records.
The County may visit the site of the work and the Contractor’s office to review these
records. The Contractor shall provide all help requested by the County during such
visits and make the foregoing records available to the County for inspection and
copying. At all reasonable times, the Contractor shall provide to the County, the
state, and/or federal agencies or officials access to its facilities—including those of
any subcontractor assigned any portion of this Contract in order to monitor and
evaluate the services provided under this Contract. The County will give reasonable
advance notice to the Contractor in the case of audits to be conducted by the
County. The Contractor shall comply with all record keeping requirements of any
applicable federal rules, regulations or statutes included or referenced in the
contract documents. If different from the Contractor’s address listed above, the
Contractor shall inform the County in writing of the location of its books, records,
documents, and other evidence for which review is sought, and shall notify the
County in writing of any changes in location within 10 working days of any such
relocation.
7. Evaluations and Inspections
A. Subject to Inspection, Review, or Audit:
The records and documents with respect to all matters covered by this Contract shall be
subject at all time to inspection, review, or audit by the County and/or federal/state
officials authorized by law during the performance of this Contract and for six years after
termination hereof, unless a longer retention period is required by law.
B. Medical Records:
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If applicable, medical records shall be maintained and preserved by the Contractor in
accordance with state and federal medical records statutes, including but not limited to
Revised Code of Washington (RCW) 70.41.190, 70.02.160, and standard medical records
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practice. The Contractor shall also be responsible for the maintenance and disposal of
such medical records.
C. Contract Performance Monitoring:
The Contractor and the County shall engage in monitoring visits to assess the
Contractor’s compliance with reasonably expected levels of performance, quality, and
practice. The County will execute monitoring visits in accordance with the applicable
frequency, as prescribed by the controlling Exhibit under this Contract. The Contractor
shall cooperate with the County and its agents to assess the Contractor’s performance
under this Contract and to make available all information reasonably required by any such
performance measurement and evaluation processes. At the request of the County, the
Contractor shall implement a plan to remedy any items of noncompliance identified during
the monitoring process.
The results and records of these processes shall be maintained and disclosed in
accordance with RCW Chapter 42.56.
D. Unauthorized Disclosure:
The Contractor agrees that all information, records, and data collected in connection with
this Contract shall be protected from unauthorized disclosure in accordance with
applicable state and federal law.
8. Compliance with the Health Insurance Portability and Accountability Act of 1996 (HIPAA)
The Contractor shall not use protected health information created or shared under this Contract
in any manner that would constitute a violation of HIPAA and any regulations enacted pursuant
to its provisions. Contractor shall read and maintain compliance with all HIPAA requirements at
https://www.kingcounty.gov/depts/community-human-services/contracts/requirements.aspx.
9. Financial Report Submission
The Contractor is required to submit a financial reporting package as described in A through C
below. All required documentation must be submitted by email to
DCHSContracts@kingcounty.govby the stated due date.
A. If the Contractor is a Non-Federal entity as defined in 2 CFR Part 200.69, and expends
$750,000 or more in Federal awards during its fiscal year, then the Contractor shall meet
the audit requirements in 2 CFR Part 200 Subpart F. Audit packages are due to the
County within nine months after the close of the Contractor’s fiscal year.
B. If the Contractor is a local government in the State of Washington and is not subject to the
requirements in subsection A, the Contractor shall submit audited financial statements
that are in accordance with the Washington State Auditor’s Office requirements. Financial
statement audits are due to the County within 150 days after the close of the Contractor’s
fiscal year end as required by RCW 43.09.230.
C. If the Contractor is not subject to the requirements in subsection A or B, the following
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apply:
Entity Type Non-Profit For Profit
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Gross Gross Revenue Gross Revenue Gross Revenue Gross Revenue
Revenue Under $3M on Over $3M on Under $3M on Over $3M on
average in the average in the average in the average in the
previous three previous three previous three previous three
fiscal years. fiscal years. fiscal years. fiscal years.
Required Audited financial Audited financial
Form 990 Income tax
Documentation statements statements
within 30 days return; and
prepared by an prepared by an
of its being
A full set of
independent independent
filed; and
annual internal
Certified Public Certified Public
financial
A full set of
Accountant or Accountant or
annual internal statements
Accounting Firm Accounting Firm
financial
statements
Due Date Within 30 Within nine Within 30 Within nine
calendar days months following calendar days months following
from the forms the close of the from the forms the close of the
being filed. Contractor’s fiscal being filed. Contractor’s
year. fiscal year.
D. Waiver:
A Contractor that is not subject to the requirements in subsection A may, in extraordinary
circumstances, request, and in the County’ sole discretion be granted, a waiver of the
audit requirements. Such requests are made to the County at:
DCHSContracts@kingcounty.gov for review. If approved by the County, the Contractor
may substitute for the above requirements other forms of financial reporting or fiscal
representation certified by the Contractor’s Board of Directors, provided the Contractor
meets the following criteria:
i. Financial reporting and any associated management letter show no reportable
conditions or internal control issues; and
ii. There has been no turnover in key staff since the beginning of the period for which
the financial reporting was completed.
10. Corrective Action
If the County determines that the Contractor has failed to comply with any terms or conditions of
this Contract, or the Contractor has failed to provide in any manner the work or services (each a
“breach”), and if the County determines that the breach warrants corrective action, the following
procedure will apply:
A. Written Notification:
The County will notify the Contractor in writing of the nature of the breach.
B. Contractor’s Corrective Action Plan:
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The Contractor shall respond with a written corrective action plan within ten working days
of its receipt of such notification unless the County, at its sole discretion, extends in
writing the response time. The plan shall indicate the steps being taken to correct the
specified breach and shall specify the proposed completion date for curing the breach.
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This date shall not be more 30 days from the date of the Contractor’s response, unless
the County, at its sole discretion, specifies in writing an extension to complete the
corrective actions.
C. County’s Determination of Corrective Action Plan Sufficiency:
The County will determine the sufficiency of the Contractor’s proposed corrective action
plan, then notify the Contractor in writing of that determination. The determination of
sufficiency of the Contractor’s corrective action plan shall be at the sole discretion of the
County.
D. Termination or Suspension:
If the Contractor does not respond within the appropriate time with a corrective action
plan, or the Contractor’s corrective action plan is determined by the County to be
insufficient, the County may terminate or suspend this Contract in whole or in part
pursuant to Section 12.
E. Withholding Payment:
In addition, the County may withhold any payment to the Contractor or prohibit the
Contractor from incurring additional obligations of funds until the County is satisfied that
corrective action has been taken or completed; and
F. Non-Waiver of Rights:
Nothing herein shall be deemed to affect or waive any rights the parties may have
pursuant to Section 12, Subsections B, C, D, and E.
11. Dispute Resolution
The parties shall use their best, good-faith efforts to cooperatively resolve disputes and problems
that arise in connection with this Contract. Both parties will make a good faith effort to continue
without delay to carry out their respective responsibilities under this Contract while attempting to
resolve the dispute under this section.
12. Termination
A. Termination for Convenience:
This Contract may be terminated by the County without cause, in whole or in part, at any
time during the term specified in Subsection 2. above, by providing the other party 30
calendar days advance written notice of the termination. The Contract may be suspended
by the County without cause, in whole or in part, at any time during the term specified in
Subsection 2. above, by providing the Contractor 30 calendar days advance written notice
of the suspension.
B. Termination for Default:
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The County may terminate or suspend this Contract, in whole or in part, upon seven
business days advance written notice if: (1) the Contractor breaches any duty, obligation,
or service required pursuant to this Contract and either (a) the corrective action process
described in Section 10 fails to cure the breach or (b) the County determines that
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requiring a corrective action plan is impractical or that the duties, obligations, or services
required herein become impossible, illegal, or not feasible. If the Contract is terminated by
the County pursuant to this Subsection 12.B., the Contractor shall be liable for damages,
including any additional costs of procuring similar services from another source.
If the termination results from acts or omissions of the Contractor, including but not limited
to misappropriation, nonperformance of required services, or fiscal mismanagement, the
Contractor shall return to the County immediately any funds, misappropriated or
unexpended, that have been paid to the Contractor by the County.
C. Termination for Non-Appropriation:
If expected or actual funding is withdrawn, reduced, or limited in any way prior to the
termination date set forth above in Subsection 2., the County may, upon seven business
days advance written notice to the Contractor, terminate or suspend this Contract in
whole or in part.
If the Contract is terminated or suspended as provided in this Section: (1) the County will
be liable only for payment in accordance with the terms of this Contract for services
rendered prior to the effective date of termination or suspension; and (2) the Contractor
shall be released from any obligation to provide such further services pursuant to the
Contract as are affected by the termination or suspension.
Funding or obligation under this Contract beyond the current appropriation year is
conditional upon appropriation by the County Council and/or other identified funding
source(s) of sufficient funds to support the activities described in the Contract. If such
appropriation is not approved, this Contract will terminate at the close of the current
appropriation year. The current funding sources associated with this Contract are
specified on page one.
If the Contract is suspended as provided in this Section, the County may provide written
authorization to resume activities.
D. Non-Waiver of Rights:
Nothing herein shall limit, waive, or extinguish any right or remedy provided by this
Contract or by law or equity that either party may have if any of the obligations, terms, and
conditions set forth in this Contract are breached by the other party.
13. Hold Harmless and Indemnification
A. Duties as Independent Contractor:
In providing services under this Contract, the Contractor is an independent contractor,
and neither it nor its officers, agents, or employees are employees of the County for any
purpose. The Contractor shall be responsible for all federal and/or state tax, industrial
insurance, and Social Security liability that may result from the performance of and
compensation for these services and shall make no claim of career service or civil service
rights which may accrue to a County employee under state or local law.
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The County assumes no responsibility for the payment of any compensation, wages,
benefits, or taxes, by, or on behalf of the Contractor, its employees, and/or others by
reason of this Contract.
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The Contractor shall protect, indemnify, defend and save harmless the County, its
officers, agents, and employees from and against any and all claims, costs, and/or losses
whatsoever occurring or resulting from (1) the Contractor’s failure to pay any such
compensation, wages, benefits, or taxes, and/or (2) the supplying to the Contractor of
work, services, materials, or supplies by Contractor employees or other suppliers in
connection with or support of the performance of this Contract.
B. Contractor’s Duty to Repay County:
The Contractor agrees that it is financially responsible for and will repay the County all
indicated amounts following an audit exception which occurs due to the negligence,
intentional act, and/or failure, for any reason, to comply with the terms of this Contract,by
the Contractor, its officers, employees, agents, and/or representatives. This duty to repay
the County shall not be diminished or extinguished by the termination of the Contract.
C. Contractor Indemnifies County:
To the maximum extent permitted by law, the Contractor shall protect, defend, indemnify,
and save harmless the County, its officers, employees, and agents from any and all costs,
claims, judgments, and/or awards of damages, arising out of, or in any way resulting from,
the negligent acts or omissions of the Contractor, its officers, employees, subcontractors
and/or agents, in its performance or non-performance of its obligations under this
Contract. The Contractor agrees that its obligations under this subparagraph extend to
any claim, demand, and/or cause of action brought by, or on behalf of, any of its
employees or agents. For this purpose, the Contractor, by mutual negotiation, hereby
waives, as respects the County only, any immunity that would otherwise be available
against such claims under any industrial insurance act, including Title 51 RCW, other
Worker's Compensation act, disability benefit act, or other employee benefit act of any
jurisdiction which would otherwise be applicable in the case of such claim. In addition, the
Contractor shall protect and assume the defense of the County and its officers, agents
and employees in all legal or claim proceedings arising out of, in connection with, or
incidental to its indemnity obligation; and shall pay all defense expenses, including
reasonable attorney's fees, expert fees and costs incurred by the County on account of
such litigation or claims. Title 51 RCW. If the County incurs any judgment, award, and/or
cost arising therefrom including reasonable attorneys’ fees to enforce the provisions of
this article, all such fees, expenses, and costs shall be recoverable from the Contractor.
D. County Indemnifies Contractor:
To the maximum extent permitted by law, the County shall protect, defend, indemnify, and
save harmless the Contractor, its officers, employees, and agents from any and all costs,
claims, judgments, and/or awards of damages, arising out of, or in any way resulting from,
the negligent acts or omissions of the County, its officers, employees, and/or agents, in its
performance and/or non-performance of its obligations under this Contract. The County
agrees that its obligations under this subparagraph extend to any claim, demand, and/or
cause of action brought by, or on behalf of, any of its employees or agents. For this
purpose, the County, by mutual negotiation, hereby waives, as respects the Contractor
only, any immunity that would otherwise be available against such claims under the
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Industrial Insurance provisions of Title 51 RCW. In the event the Contractor incurs any
judgment, award, and/or cost arising therefrom including reasonable attorneys’ fees to
enforce the provisions of this article, all such fees, expenses, and costs shall be
recoverable from the County.
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E. Intellectual Property Infringement:
For purposes of this section, claims shall include, but not be limited to, assertions that use
or transfer of software, book, document, report, film, tape, or sound reproduction or
material of any kind, delivered hereunder, constitutes an infringement of any copyright,
patent, trademark, trade name, and/or otherwise results in unfair trade practice.
The indemnification, protection, defense and save harmless obligations contained herein
shall survive the expiration, abandonment or termination of this Contract.
14. Insurance Requirements
The Contractor shall procure and maintain for the term of this Contract, insurance covering King
County as an additional insured, as described in this section and at the link below, against
claims which may arise from, or in connection with, the performance of work hereunder by the
Contractor, its agents, representatives, employees, and/or subcontractors.
Contractor shall provide evidence of the insurance required under this Contract, including a
Certificate of Insurance and Endorsements covering King County as additional insured for full
coverage and policy limits within 10 business days of signing the contract. Evidence of
Insurance and Endorsements shall be submitted by email to DCHSContracts@kingcounty.gov.
The Contractor may request additional time to provide the required documents by emailing
DCHSContracts@kingcounty.gov. Extensions will be granted at the sole discretion of DCHS.
The costs of such insurance shall be paid by the Contractor or subcontractor. The Contractor
may furnish separate certificates of insurance and policy endorsements for each subcontractor
as evidence of compliance with the insurance requirements of this Contract. Any provision in
any Contractor or subcontractor insurance policy that restricts available limits of liability in a
written agreement or contract shall not apply. The Contractor is responsible for ensuring
compliance with all of the insurance requirements stated herein. Failure by the Contractor, its
agents, employees, officers, subcontractors, providers or provider subcontractors to comply with
the insurance requirements stated herein shall constitute a material breach of this Contract.
Specific coverage types and limit requirements can be found by visiting
https://www.kingcounty.gov/depts/community-human-
services/contracts/requirements/insurance.aspx.
15. Assignment
Contractor shall not assign any interest, obligation or benefit under or in this Contract or transfer
any interest in the same, whether by assignment or novation, without prior written consent of the
County. If assignment is approved, this Contract shall be binding upon and inure to the benefit
of the successors of the assigning party upon the written agreement by assignee to assume and
be responsible for the obligations and liabilities of the Contract, known and unknown, and
applicable law.
16. Subcontracting
A. Written Consent of the County:
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The Contractor shall not subcontract any portion of this Contract or transfer or assign any
claim arising pursuant to this Contract without the written consent of the County. The
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County’s consent must be sought in writing by the Contractor not less than 15 days prior
to the date of any proposed subcontract.
The rejection or approval by the County of any Subcontractor or the termination of a
Subcontractor will not relieve Contractor of any of its responsibilities under the Contract,
nor be the basis for additional charges to the County.
In no event will the existence of the subcontract operate to release or reduce the liability
of Contractor to the County for any breach in the performance of Contractor’s duties.
The County has no contractual obligations to any Subcontractor or vendor under contract
to the Contractor. Contractor is fully responsible for all contractual obligations, financial or
otherwise, to its Subcontractors.
B. “Subcontract” Defined:
“Subcontract” shall mean any agreement between the Contractor and a subcontractor or
between subcontractors that is based on this Contract, provided that the term
“subcontract” does not include the purchase of (1) support services not related to the
subject matter of this Contract, or (2) supplies.
C. Required Clauses for Subcontracts:
The Contractor shall include Section 4, 5, 6, 7, 8, 10, 15, 16, 17, 18, 19, 20, 21, 22, 27, 28
and 29, in every subcontract or purchase agreement for services that relate to the subject
matter of this Contract.
D. Required Language for Subcontracts:
The Contractor shall include the following language verbatim in every subcontract for
services which relate to the subject matter of this Contract:
“Subcontractor shall protect, defend, indemnify, and hold harmless King County, its
officers, employees and agents from any and all costs, claims, judgments, and/or awards
of damages arising out of, or in any way resulting from the negligent act or omissions of
subcontractor, its officers, employees, and/or agents in connection with or in support of
this Contract. Subcontractor expressly agrees and understands that King County is a
third-party beneficiary to its Contract with Contractor and shall have the right to bring an
action against subcontractor to enforce the provisions of this paragraph.”
17. Nondiscrimination and Payment of a Living Wage
A. The Contractor shall comply with all applicable federal, state and local laws regarding
discrimination, including those set forth in this Section.
B. Nondiscrimination:
During performance of the Contract, the Contractor shall not discriminate against any
employee or applicant for employment because of the employee’s or applicant's sex,
race, color, marital status, national origin, religious affiliation, disability, sexual orientation,
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gender identity or expression or age except by minimum age and retirement provisions,
unless based upon a bona fide occupational qualification. The Contractor will make equal
employment opportunity efforts to ensure that applicants and employees are treated
equitably, without regard to their sex, race, color, marital status, national origin, religious
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affiliation, disability, sexual orientation, gender identity or expression or age. Contractor
shall additionally read and comply with all additional requirements set forth at:
https://www.kingcounty.gov/depts/community-human-
services/contracts/requirements.aspx.
C. Payment of a Living Wage:
In accordance with King County Living Wage Ordinance 17909, for contracts for services
with an initial or amended value of $100,000 or more, the Contractor shall pay, and
require all Subcontractors to pay, a living wage to employees for each hour the employee
performs a Measurable Amount of Work on this Contract. The requirements of the
ordinance, including payment schedules, are detailed at
https://www.kingcounty.gov/depts/finance-business-operations/procurement/about-
us/Living-Wage.aspx.
Violations of this requirement may result in disqualification of the Contractor from bidding
on or being awarded a County contract for up to two years; contractual remedies
including, but not limited to, liquidated damages and/or termination of the Contract;
remedial action as set forth in public rule; and other civil remedies and sanctions allowed
by law.
18. Conflict of Interest
Entering into this Contract with the County requires that the Contractor agree to abide by certain
provisions of the King County Employee Code of Ethics, including those relating to conflicts of
interest and the employment of current or former County employees.
A. Compliance with King County Code of Ethics:
The Contractor shall comply with applicable provisions of King County Code (KCC) 3.04.
Failure to comply with such requirements shall be a material breach of this contract, and
may result in termination of this Contract and subject the Contractor to the remedies
stated in this contract, or otherwise available to the County at law or in equity.
B. Penalties:
The Contractor agrees, pursuant to KCC 3.04.060, that it will not willfully attempt to
secure preferential treatment in its dealings with the County by offering any valuable
consideration, thing of value or gift, whether in the form of services, loan, thing or
promise, in any form to any county official or employee. The Contractor acknowledges
that if it is found to have violated the prohibition found in this paragraph, its current
contracts with the county will be cancelled and it shall not be able to bid on any County
contract for a period of two years.
C. Former King County Employees:
The Contractor acknowledges that, for one year after leaving County employment, a
former County employee may not have a financial or beneficial interest in a contract or
grant that was planned, authorized, or funded by a County action in which the former
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County employee participated during County employment. Contractor shall identify at the
time of offer current or former County employees involved in the preparation of proposals
or the anticipated performance of Work if awarded the Contract. Failure to identify current
or former County employees involved in this transaction may result in the County’s
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denying or terminating this Contract. After Contract award, the Contractor is responsible
for notifying the County’s Project Manager of current or former County employees who
may become involved in the Contract any time during the term of the Contract.
19. Equipment Purchase, Maintenance, and Ownership
A. Equipment Maintenance:
The Contractor agrees that when Contract funds are used to pay for all or part of the
purchase costs of any equipment that costs $5,000 or more per item, and the purchase of
such equipment is identified in an exhibit to this Contract, such equipment is, upon the
purchase or receipt, the property of the County and/or federal/state government. The
Contractor shall be responsible for all proper care and maintenance of the equipment,
including securing and insuring such equipment.
B. Equipment Ownership:
The Contractor shall ensure that all such equipment is returned to the County or
federal/state government upon termination of this Contract unless otherwise agreed upon
by the parties.
20. Proprietary Rights
A. Ownership Rights of Materials Resulting from Contract:
Except as indicated below or as described in an Exhibit, the parties to this Contract
hereby agree that if any patentable or copyrightable material or article should result from
the work described herein, all rights accruing from such material or article shall be the
sole property of the County. To the extent that any rights in such materials vest initially
with the Contractor by operation of law or for any other reason, the Contractor hereby
perpetually and irrevocably assigns, transfers and quitclaims such rights to the County.
The County agrees to and does hereby grant to the Contractor a perpetual, irrevocable,
nonexclusive, and royalty-free license to use and create derivative works, according to
law, any material or article and use any method that may be developed as part of the
work under this Contract.
B. Ownership Rights of Previously Existing Materials:
The Contractor shall retain all ownership rights in any pre-existing patentable or
copyrightable materials or articles that are delivered under this Contract, but do not
originate from the work described herein. The Contractor agrees to and does hereby grant
to the County a perpetual, irrevocable, nonexclusive, and royalty-free license to use and
create derivative works, according to law, any pre-existing material or article and use any
method that may be delivered as part of the work under this Contract.
C. Continued Ownership Rights:
The Contractor shall sign all documents and perform other acts as the County deems
necessary to secure, maintain, renew, or restore the rights granted to the County as set
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forth in this section.
21. Political Activity Prohibited
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None of the funds, materials, property, or services provided directly or indirectly under this
Contract shall be used for any partisan political activity or to further the election or defeat of any
candidate for public office.
22. King County Recycled Product Procurement Policy
If paper copies are required, in accordance with KCC 18.20, the Contractor shall use recycled
paper, and both sides of sheets of paper whenever practicable, when submitting proposals,
reports, and invoices.
23. Future Support
The County makes no commitment to support contracted services and assumes no obligation
for future support of the contracted activity(-ies), except as expressly set forth in this Contract.
24. Entire Contract
The parties agree that this Contract is the complete expression of the described subject matter,
and any oral or written representations or understandings not incorporated herein are excluded.
Both parties recognize that time is of the essence in the performance of this Contract.
25. Contract Amendments
Either party may request changes to this Contract. Proposed changes that are mutually agreed
upon shall be incorporated only by written amendments to this Contract.
26. Notices
Whenever this Contract provides for notice by one party to another, such notice shall be in
writing and directed to each party’s contact representative indicated within the contract exhibits.
Any time within which a party must take some action shall be computed from the date that any
associated required notice is received by that party.
27. Services Provided in Accordance with Law and Rule and Regulation
The Contractor and any subcontractor agree to abide by the laws of the state of Washington,
rules and regulations promulgated thereunder, and regulations of the state and federal
governments, as applicable, which control disposition of funds granted under this Contract, all of
which are incorporated herein by reference.
If there is an irreconcilable conflict between any of the language contained in any exhibit or
attachment to this Contract, the language in the Contract shall control over the language
contained in the exhibit or the attachment, unless the exhibit provision expressly indicates that it
controls over inconsistent contract language. If there is conflict among requirements set forth in
exhibits, language contained in the lower numbered exhibit shall control unless the higher
numbered exhibit provision expressly indicates that it controls over inconsistent lower numbered
exhibit language.
28. Applicable Law
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This Contract shall be construed and interpreted in accordance with the laws of the State of
Washington. The venue for any action hereunder shall be in the Superior Court for King County,
Washington.
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29. No Third-Party Beneficiaries
Except for the parties to whom this Contract is assigned in compliance with the terms of this
Contract, there are no third party beneficiaries to this Contract, and this Contract shall not
impart any rights enforceable by any person or entity that is not a party hereto.
30. Non-Waiver of Breach
Waiver of any default shall not be deemed to be a waiver of any subsequent default. No action
or failure to act by the County shall constitute a waiver of any right or duty afforded to the
County under the Contract; nor shall any such action or failure to act by the County modify the
terms of the Contract or constitute an approval of, or acquiescence in, any breach hereunder,
except as may be specifically stated by the County in writing.
31. Force Majeure
“Force Majeure” means an event or events beyond the parties’ reasonable control, incurred not
as a product or result of the negligence of the afflicted party, and which have a materially
adverse effect on the ability of such party to perform its obligations as detailed in this Contract.
Force Majeure events may include, but are not limited to: Acts of God or Nature; war; civil,
military, public, or industrial disturbances; acts or threats of terrorism; epidemics, fire, flood or
other casualty; labor difficulties, shortages of labor or materials or equipment; government
regulations; delay by government or regulatory agencies; shutdowns for purpose of emergency
repairs, and/or unusually severe weather.
A. No Breach if Force Majeure Applies:
Neither party shall be considered in breach of this Contract to the extent that performance
of their respective obligations is prevented by a Force Majeure event upon giving notice
and reasonably full particulars to the other party.
B. Duty to Minimize Disruption and Give Notice:
Parties maintain an express duty to minimize the disruption caused by Force Majeure,
and shall, as soon as reasonably practicable, give notice to the other party of the nature
and impact of the Force Majeure. Irrespective of any extension of time, if the effect of an
event or series of events continues for a period of 180 days, either the County or the
Contractor may give to the other a notice of suspension or termination.
C. Extension of Time:
Should Force Majeure events delay the Contractor’s completion of the deliverables and
performance commitments, the Contractor may be entitled to an extension for the time for
completion. Any extension must be approved in writing by the County.
D. Suspending Performance:
Should a Force Majeure event prevent the Contractor from completing deliverables or
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performing commitments in this Contract, the completion or performance shall be
suspended only for the time and to the extent commercially practicable to restore normal
operations. Further, the Contractor and the County shall endeavor to continue to perform
their contractual obligations to the extent reasonably practicable and will work to adjust
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deliverables or performance commitments as needed to continue the provision of services
during the Force Majeure event. Contractor may be reimbursed for any costs incurred
mitigating adverse impacts of the Force Majeure and may be compensated for any partial
work that has been completed.
32. Emergency Response Requirements
Within three months of the execution of this Contract, the Contractor shall prepare and make
available to the County upon request, the necessary plans, procedures and protocols to:
A. Respond to and recover from a natural disaster or major disruption to Contractor operations
such as a work stoppage.
B. Continue operations during a prolonged event such as a pandemic.
If the Contractor does not have any such plan as of the start of this Contract, the Contractor
may request (i) an extension of the time needed to create a plan, and (ii) for assistance
from the County in preparing such a plan.
At a minimum, any plans, procedures, or protocols described in this section must include
how the Contractor plans to continue to provide the services described in or funded by this
Contract.
33. Contractor Certification
By signing this Contract, the Contractor certifies that, in addition to agreeing to the terms and
conditions provided herein, it has read and understands the contracting requirements on the
DCHS website at https://www.kingcounty.gov/depts/community-human-
services/contracts/requirements.aspxand agrees to comply with all of the contract terms and
conditions detailed on that site, including applicable Emergency Response ,
EEO/Nondiscrimination, HIPAA, Insurance, and Credentialing requirements.
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IN WITNESS WHEREOF, the parties hereby agree to the terms and conditions of this Contract:
KING COUNTY KENT SENIOR ACTIVITY CENTER
FOR
King County Executive Signature
Date Name (Please type or print)
Date
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EXHIBIT I
KENT SENIOR ACTIVITY CENTER
VSHSL SOCIAL ENGAGEMENT STRATEGY 3:
KENT PLACE HUB
EXHIBIT PERIOD: JANUARY 1, 2021 – DECEMBER 31, 2023
I. WORK STATEMENT
The Contractor shall provide oversight, coordination and implementation of the KENT PLACE
HUB.The total amount of reimbursement pursuant to this Exhibit shall not exceed $893,471 for
the Exhibit Period noted above as shown in the funding table below. Funding for investment in
this program is provided by the King County Veterans, Seniors and Human Services Levy
(VSHSL) and is managed by the Adult Services Division (ASD) of the King County Department
of Community and Human Services (DCHS), which has the responsibility for achieving and
monitoring the overall outcomes. Ongoing funding for the full period of the Exhibit and the
award period as outlined in the award letter shall be contingent on the Contractor’s
implementation of the program as described, timely achievement of the contract milestones
outlined below, continued funding availability and other contractual requirements contained in
the Exhibit.
ASD Result Area Funding
Funding Period Fund Source
Alignment Allocation
01/01/2021 – $282,520
2021 VSHSL Fund -
12/31/2021
Seniors
01/01/2022 – $301,944
2022 VSHSL Fund -
Social Engagement 12/31/2022
Seniors
2023 VSHSL Fund -
01/01/2023 – $309,007
Seniors
12/31/2023
Not to Exceed $893,471
II. PROGRAM DESCRIPTION
King County’s overarching goal is to ensure that all people, regardless of who they are and
where they live, have the opportunity to thrive, with full and equal access to opportunities,
power and resources. ASD, in its partnership with the CITY OF KENT, acting through the Kent
Senior Activity Center, shares a commitment to contributing to community-level change and
individual-level impact in the division’s five result areas:
• Financial Stability
• Healthy Living
• Housing Stability
• Service System Access and Improvement
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• Social Engagement.
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Accordingly, the parties will work together to perform and report the services funded under this
Exhibit in a manner that contributes to the equity goals of the County described herein.
As community gathering places that provide older adults with opportunities for social
engagement, provide resources and assistance, and offer participants a sense of belonging,
senior centers offer an antidote to social isolation for older adults and caregivers in our
communities. However, lack of flexible funding and long-term cuts to available senior centers
have prevented them from fully realizing a vision of becoming strategic places of social
engagement from which to holistically deploy strategies for financial stability, housing stability,
human service system access, and healthy living.
Based on the growing scientific understanding of the risks of isolation, King County seeks to
support senior centers in becoming vibrant and inclusive Senior Hubs that expand outreach to
isolated seniors and support opportunities for engagement among King County’s diverse
community of seniors. This strategy promotes belonging where systems, biases,
miscommunications and/or cultural differences too often isolate.
Kent Senior Activity Center is a senior hub that serves as the recognized resource center on
aging services and provides support, outreach, connection, and social engagement for the
diverse population of seniors who live in the city of Kent and surrounding areas of
unincorporated King County, the Contractor will reach isolated seniors and support
opportunities of engagement for the diversity of seniors in King County.
A. Program Activities
The Contractor shall serve as the KENT PLACE HUB Senior Hub (“Senior Hub”) providing
opportunities for seniors and/or their caregivers who live in the city of Kent and surrounding
areas of unincorporated King County (“Focus Population”), to experience social engagement
and connection, engage in activities that promote healthy aging, and access resources that
support seniors to live in their communities of choice.
1. The Contractor shall operate as a Senior Center as follows:
a. Senior Centers shall provide at least three of the following services:
i. Food and nutrition programs, and/or congregate (shared) meals;
ii. Social activities;
iii. Information and assistance that connects individuals to aging networks
and services;
iv. Educational opportunities for enrichment and life-planning;
v. Celebratory events for holidays, birthdays, cultural experiences, etc.;
and/or
vi. Health promotion, wellness and fitness.
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b. Senior Center services shall be ongoing and offered on a regular
basis, but do not need to be at the same location every day. The
Contractor’s senior center may meet or provide services at different
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locations on different days, as long as there is a consistent schedule easily
accessed by intended, eligible participants and community organizations
who can depend upon the Contractor to host a senior center at a specified
location on any specific day.
c. The Contractor shall staff programs as needed to support delivery of
services.
d. The Contractor shall exercise all due care and diligence and take all
reasonable steps to ensure the values, conduct, and associations of any
subcontractors or third parties delivering services to participants do not
conflict with the VSHSL Levy’s Guiding Principles, the work described in this
Exhibit, or King County’s prioritization of racial equity and social justice.
2. The Contractor shall operate as a Senior Hub by providing the following services:
a. Provide Senior Center services named in Section II.A.1.a. above at least five
(5) days a week as a Senior Hub.
b. Cultural competency: In order to effectively operate and provide services
with cultural competency, a contractor maintains a defined set of values and
principles, and demonstrates behaviors, attitudes, policies, and structures
that enable said contractor to work in cross-cultural situations. As such, the
three following components must exist:
i. Accessibility: the Contractor evaluates and modifies the way in which
its services are accessible (language, location, delivery style) to
populations whose modes of engagement are different than the
majority population.
ii. Relevance: the Contractor identifies specific culturally-based needs
of populations and modifies the services delivered in order to meet
those needs, including acquiring and institutionalizing cultural
knowledge.
iii. Commitment: the Contractor periodically conducts a self-
assessment and reviews its cultural competency, including obtaining
input from participants and non-participant culturally diverse
populations and key stakeholders and uses this feedback in policy
making, contractor administration, and service delivery.
c. Culturally responsive and reflective: An approach and/or programming that
honors and engages the history, beliefs, traditions, and values of those
whom are served; implements the approach and programming with staffing
that share same cultural, racial, and/or ethnic background of those whom
are served.
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d. Conducting culturally competent focus population-specific outreach to
increase participation and provide opportunities for inclusive social
engagement for seniors who might otherwise remain isolated or
disengaged.
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e. Engaging with isolated seniors who may otherwise choose not to visit the
physical space(s) where the Senior Hub is located.
f. Providing guided connections and active navigation of referrals between the
Senior Hub and other specified VSHSL-funded service providers, as
appropriate and as agreed upon on a case-by-case basis in partnership with
King County.
g. Actively collaborate and coordinate with members of the Senior Hub
Collaborative to share resources, including but not limited to web-access
resources and outreach tools.
h. Coordinating with other community organizations to expand the services
available through the Senior Hub.
i. Increasing knowledge of and/or participation in Community Living
Connections.
j. Representing the voice of the seniors served by the Senior Hub in other
human service collaboratives, on issues such as transportation, food access
and housing, as appropriate and as agreed upon on a case-by-case basis in
partnership with King County.
k. Prioritize participation in racial equity trainings and other trainings in
partnership with and as directed by King County.
l. Share and present at Senior Hubs Learning Collaborative meetings on
identified area(s) of respective hub expertise, as identified by the
Contractor.
3. The Contractor shall expand the services and supports available to seniors within
the geographic or population area of focus, including:
a. Engaging isolated seniors through the Homebound Senior Check-in Program
by connecting seniors with resources, information, and referrals.
b. Developing a comprehensive and centralized online hub for community
resources, information, and programs that is easily accessible to the senior
population.
c. Offering programs encompassing but not limited to, health promotion, social
activities, information assistance and educational opportunities.
d. Collaborating with diverse community groups on senior-specific programming,
including, but not limited to, India Association of Western Washington (IAWW)
and Sustainable Housing for Ageless Generations (SHAG).
e. Offering a Senior Services Scholarship Program to cover meals and/or other
specified program fee for low-income seniors.
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4. The Contractor shall participate in the Senior Hubs Learning Collaborative, with
representation by at least one staff member at each of the scheduled meetings.
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5. The Contractor shall plan and adjust for long-term program structures and delivery
with DCHS review and approval that adhere to current public health guidance and
government orders meant to stop the spread of the COVID-19 virus, understanding
many program participants are in the high-risk category of susceptibility to the virus.
Best efforts shall be made to engage isolated seniors and respond to their diverse
Needs.
6. The Contractor shall work with King County staff to create a referral protocol (the
“Referral Protocol”) with an appropriate entity when identified for the purpose of
providing referrals for affordable housing for seniors. The Referral Protocol may be
changed upon mutual written agreement
of the parties.
7. The Contractor shall work with King County staff to develop a method to collect
client satisfaction data (“Client Satisfaction Collection Method”).
B. Participant Eligibility
Eligible participants for services are seniors and/or their caregivers throughout King County
meeting the VSHSL’s definitions, especially those in the city of Kent and surrounding areas
of unincorporated King County (Focus Populations).
C. Definitions
1. DCHS web-referenced definitions for the following terms used within this Exhibit
can be found at https://kingcounty.gov/VSHSL-definitions.
a. Caregiver
b. Implementation Plan
c. Military Servicemember
d. Senior
e. Veteran
f. Veteran Family
2. Definitions for the following terms used within this Exhibit can be found in the
VSHSL Implementation Plan at https://kingcounty.gov/VSHSL-Implementation-
Plan.
a. Financial Stability
b. Healthy Living
c. Housing Stability
d. Service System Access and Improvement
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e. Social Engagement
3. Definitions for other terms used within this Exhibit:
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a. Senior Center
For the purposes of this Exhibit, a “senior center” is an entity that hosts
a dedicated space (physical or web-based) for seniors (persons 55 and
older) to gather in order to access services that promote healthy aging
and to experience life enrichment, empowerment, belonging, and
enjoyment. The space defined as the senior center may be a stand-alone,
dedicated building or be part of a larger or shared center that has multiple
purposes. That space may also include a series of spaces or locations.
b. Senior Hub
For the purposes of this Exhibit, a “Senior Hub” is a senior center, or set
of partnering senior centers, with the staffing, programmatic, and systems
capacity to serve as the recognized resource center on aging services
and supports for a focused geographic area and/or specific cultural
group(s), including but not limited to the Focus Population. If the Senior
Hub consists of partnering senior centers, the times and locations of
services may be spread between the partnering centers in order to
achieve the level of access required to be considered a Senior Hub.
Services need not be equal between each partner and may be structured
so as to capitalize on the strengths that each partner brings to the
partnership as well as on the needs of the portion of the Focus Population
each partner seeks to serve.
c. Senior Hubs Learning Collaborative
For the purposes of this Exhibit, the “Senior Hubs Learning
Collaborative” means a structured forum for supporting best practices
and shared learning among the awarded Senior Hubs. All Senior Hub
partners will participate. Frequency and format of meetings will be
determined in collaboration with all Senior Hubs and King County staff.
D. Contract Milestones
The Contractor shall meet the following milestones during program years 2021-2023:
1. 2021 Milestones
As a Senior Hub, complete the following milestones:
a. By January 31, 2021: The Performance Measurement and Evaluation
(PME) Plan shall be fully developed and formally accepted for the KENT
PLACE HUB. See Section III., PERFORMANCE MEASUREMENT AND
EVALUATION.
b. By February 28, 2021: The Referral Protocol will be updated and should
be agreed to and be in place, through mutual email agreement between
King County staff and the CITY OF KENT, acting through the Kent Senior
Activity Center staff.
c. By a timeline to be determined by King County within the PME Plan, the
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Contractor shall administer the Client Satisfaction Collection Method.
d. By March 31, 2021:
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i.Evaluate existing partnerships and form 3-4 connections with the aim
of one (1) new partnership each quarter.
ii. Complete development of Homebound Senior Check-in program.
iii. Complete assessment of program offerings.
e. By June 30, 2021:
i. Launch implementation of Homebound Senior Check-in program.
ii. Finalize template for collecting information to input to centralized
online hub for community resources, information, and programs that
is easily accessible to the senior population, herein referenced as
“Hub Database”.
f. By September 30, 2021:
i. Complete community needs assessment.
ii. Evaluate existing relationships with homebound seniors, with the aim
of developing more relationships by the end of the third quarter.
iii. Launch Hub Database to the public.
iv. Complete planning for launch of data collection software, RecTrac.
g. By December 31, 2021:
i. Begin collection of participant data with RecTrac.
ii. Update and maintain data in the Hub Database as needed.
iii. Complete plan to implement programs based on needs assessment.
2. 2022 Milestones
As a Senior Hub, complete the following milestones:
a. By March 31, 2022:
i. Evaluate existing partnerships and form 3-4 connections with the aim
of one (1) new partnership each quarter.
ii. Complete assessment of program offerings for continuous quality
improvement.
b. By June 30, 2022: Develop 2023 milestones in partnership with King
County.
c. By a timeline to be determined by King County within the PME Plan, the
Contractor shall administer the Client Satisfaction Collection Method.
d. By September 30, 2022:
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i. Launch implementation of programs based on completed needs
assessment in 2021.
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e. By December 31, 2022:
i. Complete assessment of Hub Database for continuous quality
improvement.
3. 2023 Milestones
As a Senior Hub, complete the following milestones:
a. By a timeline to be determined by King County within the PME Plan, the
Contractor shall administer the Client Satisfaction Collection Method.
b. By March 31, 2023:
i. Evaluate existing partnerships and form 3-4 connections with the aim of
one (1) new partnership each quarter.
c. By June 30, 2023:
i. Complete assessment of program offerings for continuous quality
improvement.
d. By December 31, 2023:
i. Complete assessment of Hub Database for continuous quality
improvement.
III. PERFORMANCE MEASUREMENT AND EVALUATION
A. Performance Measurement and Evaluation Planning Process
The Contractor shall name a person who will lead performance measurement,
evaluation, and continuous quality improvement activities for this Exhibit. A
Performance Measurement and Evaluation (PME) Plan shall be co-developed and is
intended to provide the Contractor and King County with useful information for
decision-making, planning and program management. The Contractor and King County
staff shall work collaboratively to identify relevant measures of service delivery, quality
and program results and determine the mechanisms by which required information will
be collected, managed and reported. King County is responsible for providing a first
draft of the PME plan. The PME Plan shall be considered final after written acceptance
is received by both parties. Email communication is sufficient.
B. Performance Measures
Performance measures shall be measured using individual-level and/or aggregate-
level data submitted pursuant to this Exhibit. Specific data elements and reporting
mechanisms shall be defined in the PME Plan. If deemed necessary, additional
evaluation activities, such as focus groups, surveys or more rigorous evaluation
projects, may also be included in the PME Plan.
At least one of each type of performance measure (below) shall be included in the final
PME Plan. Where there are multiple contractors working on a related program or
strategy, the PME Plan may also include at least one strategy-level performance
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measure.
1. Quantity of service provided: How much did we do?
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For example, number of seniors and/or their caregivers served by the Senior
Hub each quarter.
2. Quality of service provided: How well did we do it?
For example, percent of Senior Hub participants who identify with the target
population for the senior center.
3. How seniors have been impacted: Is anyone better off?
For example, percent of Senior Hub participants who indicate that they feel
more connected to their community (from survey or focus group).
Once developed and accepted by each party, the Contractor shall be required to
adhere to and perform the reporting and other services described in the PME Plan;
provided, however, that the Contractor’s failure to meet any specific performance
targets or other metrics outlined in the PME Plan shall not constitute a breach of this
Contract or this Exhibit.
C. Modification of the PME Plan
Either party may suggest revisions to the PME Plan. The party requesting revisions to
the PME Plan (the “Requesting Party”) shall submit the suggested changes in writing to
the other party (the “Receiving Party”).
Within five business days of receipt, the Receiving Party shall review the revised PME
Plan. Prior to the expiration of such period, the Receiving Party shall provide a written
response to the Requesting Party that the Receiving Party either (i) accepts the revised
PME Plan as provided by the Requesting Party, or (ii) makes additional changes to the
PME Plan.
If modifications have been requested by the Receiving Party, then the parties shall
discuss in good faith the original and subsequent modifications until an acceptable
PME Plan has been developed and each party has provided the other with written
acceptance of such plan.
IV. PARTNERSHIP AND REPORTING REQUIREMENTS
A. Partnership Activities
1. The Contractor shall work with King County staff to coordinate and align
services with other VSHSL-funded organizations and system partners in order
to effectively and efficiently administer a set of services that clients may be
seeking to access.
2. The Contractor shall participate in regular meetings of levy-funded
organizations, if and when these are convened, to improve system connection
and coordination of existing services and support best practices and shared
learning.
3. The Contractor shall engage in any levy competency trainings offered by King
County. These training opportunities shall be offered at no cost to VSHSL-
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funded providers to help providers attain and maintain key skills and concepts
that will support the VSHSL’s goals of effectiveness, efficiency and equity.
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4. The Contractor shall include an attribution to the VSHSL with the use of the
VSHSL logo and/or a statement such as “This program receives funding from
the King County Veterans, Seniors and Human Services Levy” in all program
marketing materials, digital or hardcopy, developed during this contract period.
B. Reporting Activities
1. The Contractor shall participate in monthly check-ins with King County staff
either in person or by phone. Check-ins may be reduced or increased in
frequency based on program needs and King County needs to ensure program
accountability and the provision of adequate support for the program.
2. Starting on January 1, 2021, the Contractor shall collect individual-level and/or
aggregate-level data about services and client outcomes and report to King
County on a quarterly basis. Reports are due within ten business days following
the end of each quarter of the calendar year. The format and reporting
mechanisms for this report shall be provided by King County and be outlined in
the PME Plan.
3. The Contractor shall submit an annual narrative progress report to King County
on January 15 following each program year. The report shall cover the activities
of the previous year (January – December). The format and questions for the
annual narrative progress report shall be provided by King County.
4. By the date outlined in the PME Plan, the Contractor shall submit client
satisfaction data gathered through the Client Satisfaction Collection Method to
King County.
5. The Contractor shall complete a VSHSL-funded wage study in the spring of
2021 and in 2023 to help inform understanding of prevailing wages among
nonprofit providers, and how compensation may be contributing to staff
satisfaction, turnover and client outcomes. Results of the survey shall be made
available to all VSHSL-funded providers.
6. King County reserves the right to request additional supporting documentation
or information, as needed, and between reporting periods. A minimum of three
business days’ notice shall be provided to the Contractor. If the Contractor
believes such notice is inadequate to prepare the report, it shall work with King
County to adjust the due date for additional requested information.
V. COMPENSATION AND METHOD OF PAYMENT
Regular payment for activities covered by this Exhibit shall be based on (1) meeting the
deliverables outlined in the table below, and (2) the Contractor incurring periodic costs and
expenses in performing such services as described in Section II.A., PROGRAM
DESCRIPTION: Program Activities of this Exhibit greater than or equal to the periodic
payment listed in the table below. Also, by entering into the contract, the Contractor is
agreeing to make concerted efforts to meet the program activities and contract milestones as
outlined in Section II., PROGRAM DESCRIPTION and program and reporting requirements as
outlined in Section IV., PARTNERSHIP AND REPORTING REQUIREMENTS. The Contractor
is further required to engage in continuous quality improvement as outlined in the PME Plan in
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partnership with King County staff. If, through analysis of the required reports and data or
through conversations with the Contractor, it is determined that the program model, as
described in this Exhibit, is not successfully or sufficiently serving the city of Kent and
unincorporated King County community, the Contractor agrees to work with King County to re-
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envision the program model, make changes to the PME Plan and pivot, using learnings to
improve service delivery. Such adjustments will be documented in an amendment to this
Exhibit signed by both parties.
If the Contractor does not meet the agreed upon program activities, deliverables and/or
contract milestones during two quarters of the Contract and/or if the Contractor fails to engage
with the King County staff to re-envision the program model or make necessary adjustments in
order to better serve the city of Kent and unincorporated King County, King County reserves
the right to request specified corrective action in writing or, either before such a request is
issued or if such a request is unheeded or does not produce improved engagement toward
quality improvement, to reduce the contract amount, withhold payment, or terminate the
contract in line with notice requirements in this contract’s boilerplate.
A. Billing Invoice Package
The Contractor shall submit a Billing Invoice Package (BIP) quarterly that consists of a signed
invoice statement and other reporting requirements as stated in Section IV., PARTNERSHIP
AND REPORTING REQUIREMENTS of this Exhibit in a format approved by King County. The
BIP is due within ten business days following the end of each payment period. The total
amount of payments to the Contractor for each year of this Exhibit shall not exceed the yearly
funding allocation as noted in the funding table in Section I., WORK STATEMENT, unless
otherwise approved by King County in writing.
The Contractor shall advise King County quarterly of any material changes in revenues from
sources other than the County that are used to provide the services funded under this Exhibit.
The Contractor agrees to re-negotiate, as needed, if the County determines that such changes
are substantial.
Date Payment
Payment / Fund Source Deliverable
Due Period
April 14, January - $70,630 VSHSL Fund - On-time completion / submission of:
2021 March 2021 Seniors
1. Accurate invoice
2. Completion of PME Plan
3. Individual-level and/or aggregate
$70,630 Total
level data
4. Summary of services and progress
towards milestones as applicable
July 15, April - June $70,630 VSHSL Fund - On-time completion / submission of:
2021 2021 Seniors
1. Accurate invoice
2. Individual-level and/or aggregate
level data
$70,630 Total
3. Summary of services and progress
towards milestones as applicable
October July -
$70,630 VSHSL Fund - On-time completion / submission of:
14, 2021 September Seniors
1. Accurate invoice
2021
2. Individual-level and/or aggregate
level data
$70,630 Total
3. Summary of services and progress
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towards milestones as applicable
January $70,630 VSHSL Fund - On-time completion / submission of:
14, 2022 Seniors
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Date Payment
Payment / Fund Source Deliverable
Due Period
1. Accurate invoice
October -
2. Individual-level and/or aggregate
December
$70,630 Total
2021 level data
3. Annual narrative progress report
4. Summary of services and progress
towards milestones as applicable
April 14, January - $75,486 VSHSL Fund - On-time completion / submission of:
2022 March 2022 Seniors
1. Accurate invoice
2. Individual-level and/or aggregate
level data
$75,486 Total
3. Summary of services and progress
towards milestones as applicable
July 15, April - June $75,486 VSHSL Fund - On-time completion / submission of:
2022 2022 Seniors
1. Accurate invoice
2. Individual-level and/or aggregate
level data
$75,486 Total
3. Summary of services and progress
towards milestones as applicable
October July - VSHSL Fund -
$75,486 1. Accurate invoice
14, 2022 September Seniors
2. Individual-level and/or aggregate
2022
level data
3. Summary of services and progress
$75,486 Total
towards milestones as applicable
January October - $75,486 VSHSL Fund - 1. Accurate invoice
16, 2023 December Seniors
2. Individual-level and/or aggregate
2022
level data
3. Annual narrative progress report
$75,486 Total
4. Summary of services and progress
towards milestones as applicable
April 14, January - $77,251 VSHSL Fund - 1. Accurate invoice
2023 March 2023 Seniors
2. Individual-level and/or aggregate
level data
3. Summary of services and progress
$77,251 Total
towards milestones as applicable
July 17, April - June $77,251 VSHSL Fund - 1. Accurate invoice
2023 2023 Seniors
2. Individual-level and/or aggregate
level data
3. Summary of services and progress
$77,251 Total
towards milestones as applicable
October July -
$77,251 VSHSL Fund - 1. Accurate invoice
13, 2023 September Seniors
2. Individual-level and/or aggregate
2023
level data
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3. Summary of services and progress
$77,251 Total
towards milestones as applicable
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Date Payment
Payment / Fund Source Deliverable
Due Period
January October -
$77,254 VSHSL Fund - On-time completion / submission of:
15, 2024 December Seniors
1. Accurate invoice
2023
2. Individual-level and/or aggregate
level data
$77,254 Total
3. Annual narrative progress report
4. Summary of services and progress
towards milestones as applicable
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PUBLIC WORKS DEPARTMENT
Chad Bieren, PE - Interim Public Works Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5600
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: Highway Traffic Safety Improvement Program 108th Avenue
S.E. and S.E. 264th Street Compact Roundabout Grant -
Authorize
MOTION: Authorize the Mayor to accept grant funds from the Washington
State Department of Transportation for the Highway Traffic Safety
Improvement Program 108th Avenue S.E. and S.E. 264th Street Compact
Roundabout project, in the amount of $885,000, amend the budget,
authorize the expenditure of the grant funds accordingly, authorize the
expenditure of up to $90,000 in local matching funds from the B&O fund,
and authorize the Mayor to sign all necessary documents, subject to final
terms and conditions acceptable to the City Attorney and Public Works
Director.
SUMMARY: The Washington State Department of Transportation (WSDOT) sends
out a call for safety projects every two years, with funds available through the
Highway Safety Improvement Program (HSIP). In March of 2020, the City applied
to WSDOT for City Safety funds through the HSIP. Accompanying these applications
at includes
analysis of traffic accident data. WSDOT selected from the projects and
countermeasures identified in the Local Road Safety Plan and has chosen to award
two City Safety projects to the City of Kent: (1) City Safety Road Diets, and (2)
108th Avenue S.E. / S.E. 264th Street Compact Roundabout per award letters
dated December 23, 2020.
The 104th Avenue S.E. / S.E. 264th Street Compact Roundabout City Safety project
would convert the existing stop-controlled intersection to a compact roundabout.
The project is estimated to total $900,000 and a 10% local match is required for all
phases; however, the 10% match may be waived for the construction phase if
construction funds are obligated by April 30, 2023. The preliminary project schedule
assumes that construction will be completed by December 2022 and every effort
will be made to ensure this schedule is met. While the total City match may be up
to $90,000, the resulting local match is only expected to be $15,000 for the
Preliminary Engineering/Design and right-of-way phases. Staff proposes that the
required match funds be paid from the B&O fund.
BUDGET IMPACT: Minimum budget impact is $15,000 to match federal funding for
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project design. If obligation of construction funds occurs after April 30, 2023, then
a $90,000 match would be required.
SUPPORTS STRATEGIC PLAN GOAL:
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
ATTACHMENTS:
1. HSIP Grant Awards Map (PDF)
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PUBLIC WORKS DEPARTMENT
Chad Bieren, PE - Interim Public Works Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5600
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: Highway Safety Improvement Program City Safety Road
Diets Grant - Authorize
MOTION: Authorize the Mayor to accept grant funds from the Washington
State Department of Transportation for the Highway Safety Improvement
Program - City Safety Road Diets program, in the amount of $735,000
dollars, amend the budget, authorize the expenditure of the grant funds
accordingly, authorize the expenditure of up to $75,000 dollars in local
matching funds from the B&O fund, and authorize the Mayor to sign all
necessary documents, subject to final terms and conditions acceptable to
the City Attorney and Public Works Director.
SUMMARY: The Washington State Department of Transportation (WSDOT) sends
out a call for safety projects every two years, with funds available through the
Highway Safety Improvement Program (HSIP). In March of 2020, the City applied
to WSDOT for City Safety funds through the HSIP. Accompanying these applications
analysis of traffic accident data. WSDOT selected from the projects and
countermeasures identified in the Local Road Safety Plan and has chosen to award
two City Safety projects to the City of Kent: (1) City Safety Road Diets, and (2)
108th Avenue S.E. / S.E. 264th Street Compact Roundabout per award letters
dated December 23, 2020.
The City Safety Road Diets Project would re-stripe existing 4-lane and wide 2-lane
roadways to 3-lanes plus bike lanes on three corridors where bike lanes are planned
as part of the Transportation Master Plan. Those three corridors are:
4th Avenue North (South 228th Street to West James Street)
West Meeker Street - Lincoln Avenue North - East Smith Street (Washington
Avenue North to 4th Avenue North)
South 260th Street - South 259th Place (Pacific Highway South to Military Road
South)
The three projects are estimated to total $750,000 and a 10% local match is
required for all phases; however, the 10% match may be waived for the
construction phase if construction funds are obligated by April 30, 2023. The
preliminary project schedule assumes that construction will be completed by
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December of 2022 and every effort will be made to ensure this schedule is met.
While the total City match may be up to $75,000, the resulting local match is only
expected to be $15,000 for the Preliminary Engineering/Design phase. Staff
proposes that the required match funds be paid from the B&O fund.
BUDGET IMPACT: Minimum budget impact is $15,000 to match federal funding for
project design. If obligation of construction funds occurs after April 30, 2023, then
a $75,000 match would be required. Local matching dollars would come from the
B&O Tax fund.
SUPPORTS STRATEGIC PLAN GOAL:
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
ATTACHMENTS:
1. HSIP Grant Awards Map (PDF)
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PUBLIC WORKS DEPARTMENT
Chad Bieren, PE - Interim Public Works Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5600
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: INFO ONLY: Residential Traffic Calming Program Update
SUMMARY: The Residential Traffic Calming Program was recently updated on June
2, 2020 to better address neighborhood livability concerns and continues to be a
popular program among residents. The number of requests for traffic calming has
seen a significant increase since the Stay Home, Stay Healthy orders were issued in
March of 2020 by the Governor. This presentation reviews the update, the current
status of the program, and the number of requests currently in each phase of the
process.
SUPPORTS STRATEGIC PLAN GOAL:
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
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PUBLIC WORKS DEPARTMENT
Chad Bieren, PE - Interim Public Works Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5600
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: Ordinance Amending the Comprehensive Plan Capital
Facilities and Transportation Elements Transportation
Master Plan - Adopt
MOTION: Adopt Ordinance No. 4394, amending the Capital Facilities
Element of the Kent Comprehensive Plan to incorporate an updated
Transportation Project List, and amending the Kent Comprehensive Plan to
replace the content of the Transportation Element with the updated
Transportation Master Plan.
SUMMARY:
next 20 years. This vision was crafted through extensive public outreach and
interdepartmental coordination. The project lists as well as the policies and actions
are two of the most tangible outputs of the Transportation Master Plan update, but
numerous other elements are documented in the TMP. The TMP sets a framework
for understanding, prioritizing, measuring, and constructing a multimodal
transportation network to help Kent achieve its goals. The TMP document includes
seven chapters:
Chapter 1 - Introduction: Describes the purpose of the TMP and the
planning requirements it needs to address. This chapter provides information about
Chapter 2 - Transportation Planning Context: Describes conditions for
all travel modes in the existing transportation system. This chapter also provides an
overview of needs identified by the community, as well as opportunities and
challenges. The City of Kent defines Transportation Equity in this chapter and
Chapter 3 - Public Outreach: Describes the extensive community outreach
process that included online engagement, pop-ups at community centers,
committee meetings, and targeted engagement with traditionally underserved
communities. The overarching principle of the public outreach process was to
develop a TMP that reflects the diverse perspectives and transportation needs of
the community. Although the COVID-19 pandemic limited in-person engagement
opportunities in 2020, creative engagement tools were deployed to seek feedback
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Chapter 4 - Policies and Actions
categorized under each of the five goals. Policies describe the City
preferred direction to achieving these goals. Actions implement the policies through
tangible projects and defined steps to improve processes, develop capital projects,
assign tasks, and set priorities.
Chapter 5 - Transportation Vision: Descr
system, to meet the needs of all users. This chapter introduces the priority
des are
served, and describes the types of infrastructure that would be needed to achieve
that vision. This chapter includes level of service performance standards for streets
and intersections, and planning guidance to accommodate transit, biking, and
walking.
Chapter 6 - Project List
will provide a safer and more connected multimodal system over the next 20 years.
As described in Chapter 7, this project list was sized to match what Kent can
realistic
opportunities arise.
Chapter 7 - Implementation
including how the city plans to pay for transportation over the life of the TMP,
strategies that the city will employ to optimize use of its transportation network,
and how Kent can monitor progress of the TMP over time to fully realize the
overarching goals that guided development of this TMP.
Technical and supporting information is detailed in the Appendices.
BUDGET IMPACT: Each project will be evaluated for budget impact when included
in the Six-Year Transportation Improvement Program.
SUPPORTS STRATEGIC PLAN GOAL:
Innovative Government - Delivering outstanding customer service, developing leaders, and
fostering innovation.
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
Inclusive Community - Embracing our diversity and advancing equity through genuine community
engagement.
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ATTACHMENTS:
1. TMP Ordinance (PDF)
2. TMP Exh 1_210205 (PDF)
3. KentTMP_Appendices_All (PDF)
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ORDINANCE NO. 4394
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending the Kent
Comprehensive Plan and its Capital Facilities
Element to incorporate an updated Transportation
Project List and amending the Kent Comprehensive
Plan to replace the content of the Transportation
Element with the updated Transportation Master
Plan (CPA-2021-2).
RECITALS
A. The City of Kent Public Works Department submitted proposed
amendments to the Capital Facilities Element of the Comprehensive Plan to
incorporate an updated Transportation List and submitted proposed
amendments to the Transportation Element to replace the content with the
updated Transportation Master Plan.
B. In the fall of 2018, the City began the process of updating the
Transportation Master Plan (TMP). The TMP is integrated into the
Transportation Element and Capital Facilities Element of the Kent
Comprehensive Plan. The TMP serves as the City’s blueprint for long range
transportation planning. The TMP includes, among other items, the five
transportation goals and supporting policies and actions; an inventory of the
existing transportation system; level of service standards; transportation
1 Comprehensive Plan Amendment
Transportation Project List and Transportation Master Plan
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demand maagement strategies; future improvement needs; and a multi-
year financing plan for improvements.
C. The TMP update included an extensive, equitable public
process. The City worked at length with a joint resident-stakeholder-
technical task force, the Transportation Advisory Board (TAB), to inform the
TMP update. The public outreach process included two phases. The first
phase focused on the transportation goals and seeking transportation
project ideas, and the second phase focused on seeking input on the
transportation projects that do the most to reach the transportation goals.
Within the City, an interdepartmental team with representatives from Public
Works, Economic and Community Development, and Parks worked together
to develop the TMP including the goals, the transportation equity definition,
project performance measures, project development, project prioritization,
policies and actions, and systemwide (plan) performance measures.
D. Equity was an explicit component in the TMP to achieve the
following objectives: understand baseline conditions, conduct equitable
public outreach, incorporate equity into the performance metrics to
prioritize projects that benefit underserved communities, and track the
City's progress toward equity goals. During the TMP update, a
Transportation Equity definition was developed in coordination with the
Cultural Communities Board and the interdepartmental staff group. The City
defines Transportation Equity as the fair treatment of all people with
consideration of race, native language, national origin, ability, income, or
age in the development and implementation of transportation policies,
plans, and projects to provide access to employment, recreation, housing,
services, and social interaction.
E. Throughout this process, the City Council has held workshop
and committee meetings to gather information and analyze the ongoing
2 Comprehensive Plan Amendment
Transportation Project List and Transportation Master Plan
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development of the TMP. Workshops were held on March 19, 2019; August
20, 2019; December 10, 2019; March 3, 2020; July 21, 2020; September
15, 2020; and January 5, 2021; and Committee meetings were held on
November 19, 2018; January 7, 2019; June 17, 2019; August 5, 2019;
November 12, 2019; December 3, 2019; February 11 and 25, 2020; August
11, 2020; October 13, 2020; November 10, 2020; December 1, 2020;
January 12, 2021; and February 23, 2021.
F. On December 16, 2020, the City provided the State of
Washington the required 60-day notification under RCW 36.70A.106 of the
City’s proposed amendment to the Capital Facilities Element of the
Comprehensive Plan. The 60 day notice period has passed.
G. The City’s SEPA responsible official issued a Determination of
Nonsignificance for the proposed amendment on February 12, 2021.
H. After providing appropriate public notice, the Land Use and
Planning Board conducted a public hearing on February 8, 2021, to consider
the Transportation Project List, the updated Transportation Master Plan,
and the requested amendment to the Comprehensive Plan and its Capital
Facilities Element and Transportation Element.
I. On March 2, 2021, the City Council for the City of Kent
approved the Capital Facilities Element amendment and the Transportation
Element amendment to the Kent Comprehensive Plan (CPA-2021-2) to
incorporate the Transportation Project List and the updated Transportation
Master Plan.
NOW THEREFORE, THE CITY COUNCIL OF THE CITY OF KENT,
WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
ORDINANCE
3 Comprehensive Plan Amendment
Transportation Project List and Transportation Master Plan
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SECTION 1. - Amendment. The City of Kent Comprehensive Plan
and its Capital Facilities Element is hereby amended to incorporate an
updated Transportation Project List, Exhibit A, and to replace the content
of the Transportation Element with the updated Transportation Master Plan,
Exhibit B (CPA-2021-2). The Exhibits are attached and incorporated by this
reference.
SECTION 2. – Corrections by City Clerk or Code Reviser. Upon
approval of the city attorney, the city clerk and the code reviser are
authorized to make necessary corrections to this ordinance, including the
correction of clerical errors; ordinance, section, or subsection numbering; or
references to other local, state, or federal laws, codes, rules, or regulations.
SECTION 3. – 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.
SECTION 4. – Effective Date. This ordinance shall take effect and be
in force 30 days from and after its passage, as provided by law.
March 2, 2021
DANA RALPH, MAYOR Date Approved
ATTEST:
March 2, 2021
KIMBERLEY A. KOMOTO, CITY CLERK Date Adopted
March 5, 2021
Date Published
APPROVED AS TO FORM:
4 Comprehensive Plan Amendment
Transportation Project List and Transportation Master Plan
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ARTHUR “PAT” FITZPATRICK, CITY ATTORNEY
5 Comprehensive Plan Amendment
Transportation Project List and Transportation Master Plan
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5
Chapter123467
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5
Chapter123467
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5
Chapter123467
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5
Chapter123467
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5
Chapter123467
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)MPT*/!MPT!sfqsftfout!uif!efhsff!pg!dpohftujpo!bu!bo!joufstfdujpo!cbtfe!po!b!dbmdvmbujpo!pg!bwfsbhf!efmbz!gps!fbdi!wfijdmf/!
sfqsftfoujoh!ijhimz!dpohftufe!dpoejujpot!xjui!mpoh!efmbzt/!
LOS ALOS BLOS C
Intersection Operation: Free FlowIntersection Operation: Stable Flow
Intersection Operation: Stable Flow
Degree of Delay: Negligible DelaysDegree of Delay: Moderate Delays
Degree of Delay: Minimal Delays
LOS DLOS ELOS F
Intersection Operation: Less Stable FlowIntersection Operation: Unstable FlowIntersection Operation: Unpredictable Flow/Wait Through
Multiple Cycles
Degree of Delay: Long DelaysDegree of Delay: Substantial Delays Can Occur
Degree of Delay: Excessive Delays Can Occur
Figure 9
Ubcmf!3
cbtfe!po!bwfsbhf!dpouspm!efmbz!qfs!wfijdmf;!gps!tjhobmj{fe!boe!bmm.xbz!tupq!joufstfdujpot/!MPT!hsbeft!bsf!cbtfe!po!uif!bwfsbhf!
efmbz!gps!bmm!wfijdmft!foufsjoh!uif!joufstfdujpo-!gps!uxp.xbz!tupq.dpouspmmfe!joufstfdujpot-!uif!efmbz!gspn!uif!nptu!dpohftufe!
npwfnfou!jt!sfqpsufe!boe!vtfe!up!dbmdvmbuf!MPT/
Uif!Djuzt!dvssfou!MPT!tuboebse!sfrvjsft!uibu!nptu!
Mfwfm!pg!Tjhobmj{fe!Tupq.Dpouspmmfe!
dpssjepst!pqfsbuf!bu!MPT!F!ps!cfuufs!evsjoh!uif!QN!
TfswjdfJoufstfdujpotJoufstfdujpot
qfbl!ipvs-!cvu!uibu!uif!Epxoupxo!Lfou!Tvcbsfb!Qmbo!
B=!21=!21
joufstfdujpot!nbz!pqfsbuf!bu!MPT!G/!XTEPU!nbjoubjot!uifjs!
pxo!MPT!tuboebse!gps!joufstfdujpot!bmpoh!tubuf!spvuft!boe!
C?!21!up!31?!21!up!26
joufstubuft-!tvdi!bt!TS!::-!TS!627-!boe!TS!626/
D?!31!up!46?!26!up!36
Up!voefstuboe!dvssfou!dpoejujpot!po!Lfout!spbexbz!
E?!46!up!66?!36!up!46
ofuxpsl-!91!joufstfdujpot!bspvoe!uif!Djuz!xfsf!fwbmvbufe!
F?!66!up!91?!46!up!61
5;41!!6;41QN/!Gjhvsf!21!tipxt!uif!mpdbujpot!pg!uif!tuvez!
G?!91?!61
dpssjepst!boe!joufstfdujpot/
Table 2
Qbhf!28
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!383
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!13!}!Usbotqpsubujpo!Qmboojoh!Dpoufyu!
518
169
¬¬
¬¬
¬¬
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405
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¬¬
¬¬
¬¬
¬¬
¬¬
¬¬
¬¬
167
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99
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181
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¬
¬
C
¬
¬
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¬
¬
¬
¬
3
¬
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E
515
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5
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F
G
516
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Tvcbsfb
Tuvez!Dpssjeps
Figure 10
Tuvez!Dpssjeps
Dfousbm!Djuz
25821DG
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Tuvez!Joufstfdujpot!
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Tuvez!Joufstfdujpo
Fbtu!Lfou
369BEH
Tuvez!Joufstfdujpo
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47:CFI
Bmpoh!Dpssjeps
Njexbz
Epxoupxo
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!29 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!384
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!13!}!Usbotqpsubujpo!Qmboojoh!Dpoufyu!
Ubcmf!4
bmpoh!Nfflfs!Tusffu!vtjoh!Tzodisp!tpguxbsf/!Bqqfoejy!C!tipxt!uif!qsfmjnjobsz!wfijdmf!efmbz!sftvmut!gps!fbdi!joufstfdujpo/
Wpmvnf.Xfjhiufe!
Dpssjeps!JEDpssjeps!ObnfMPT
Bwfsbhf!Efmbz
2 T!2:7!Tu!Dpssjeps68/2F
3 T!323ui!Tu!Dpssjeps56/3E
4 TF!319ui!Tu!Dpssjeps52/8E
5 T!339!Tu!Dpssjeps57/5E
6 TF!351!Tu!Dpssjeps.Fbtu!Lfou46/2E
7 Sfjui!Se0T!36:!Qm0T!371!Tu!Dpssjeps59/7aE
8 TF!359!Tu!Dpssjeps43/8D
9 TF!367!Tu!Dpssjeps4:/4E
:T!383!Tu!Dpssjeps4:/8E
21 F!Dbozpo!Es0TF!Lfou!Lbohmfz!Se!Dpssjeps52/8E
B 79!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz63/1E
C 95!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz57/:E
D 215!Bwf!TF0219!Bwf!TF58/1E
E 75!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz44/1D
F 227!Bwf!TF!Dpssjeps4:/2E
G 243!Bwf!TF!Dpssjeps53/3E
H 63/4E
I Njmjubsz!Se!T047!Bwf!T!Dpssjeps65/4E
Jtpmbufe!Joufstfdujpot
TS278!TC!'!TS!62732/9D
TS278!OC!'!TS!627228/8C
85ui!Bwf!T!'!X!Xjmmjt!Tu/237/7D
5ui!Bwf!'!Xjmmjt!Tu/4:/3E
Dfousbm!Bwf!'!Xjmmjt!Tu/68/6F
5ui!Bwf!'!Nfflfs!Tu/25/9C
Table 3
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!2:
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!385
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!13!}!Usbotqpsubujpo!Qmboojoh!Dpoufyu!
Wpmvnf.Xfjhiufe!
Dpssjeps!JEDpssjeps!ObnfMPT
Bwfsbhf!Efmbz
Dfousbm!Bwf!'!Hpxf!Tu/31/:D
Dfousbm!Bwf!'!Nfflfs!Tu/27/8C
3oe!Bwf!'!Tnjui!Tu/28/7C
5ui!Bwf!'!Tnjui!Tu/43/1D
Dfousbm!Bwf!'!Tnjui!Tu/64/3E
Kbtpo!Bwf!'!Tnjui!Tu/29/:C
Dfousbm!Bwf!'!Kbnft!Tu/89/5F
5ui!Bwf!'!Kbnft!Tu/45/7D
Xbtijohupo!Bwf!'!Nfflfs!Tu/68/3F
75ui!Bwf!T!'!Nfflfs!Tu/52/1E
Svttfmm!Se!'!X!Nfflfs!Tu/32/5D
Xbtijohupo!Bwf!'!Kbnft!Tu/4:/3E
75ui!Bwf!T!'!Kbnft!Tu/24/6C
Xjmmjt!Tu!'!Xbtijohupo!Bwf55/8E
Table 3
Pwfsbmm-!uif!ebub!tipxfe!uibu!bmm!joufstfdujpot!boe!dpssjepst!dvssfoumz!nffu!uif!Djuzt!MPT!tuboebse!evsjoh!uif!QN!qfbl!ipvs/
Xijmf!bmm!joufstfdujpot!boe!dpssjepst!nffu!Djuz!tuboebset!voefs!fyjtujoh!dpoejujpot-!Lfou!sftjefout!ibwf!wpjdfe!dpodfso!
bcpvu!dpohftujpo!jo!tfwfsbm!qbsut!pg!uif!djuz/!Lfz!dpodfsot!ibwf!jodmvefe!dpohftujpo!jo!epxoupxo-!ftqfdjbmmz!bu!uif!sbjmspbe!
dspttjoht!po!Tnjui!Tusffu!boe!Kbnft!Tusffu-!boe!bmpoh!Lfou.Lbohmfz!Spbe-!xijdi!jnqbdut!sftjefout!rvbmjuz!pg!mjgf!boe!ibnqfst!
uifjs!bcjmjuz!up!usbwfm!fbtu.xftu-!bt!Lfou.Lbohmfz!jt!b!nbkps!spbexbz!cfuxffo!uif!Fbtu!Ijmm!boe!epxoupxo/
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!31 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!386
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!13!}!Usbotqpsubujpo!Qmboojoh!Dpoufyu!
Gsfjhiu!boe!Usvdl!Npcjmjuz
Gsfjhiu!qmbzt!b!lfz!spmf!jo!Lfout!fdpopnjd!boe!cvtjoftt!efwfmpqnfou/!Uif!Lfou!Joevtusjbm!Wbmmfz!jt!uif!gpvsui!mbshftu!
nbovgbduvsjoh!boe!ejtusjcvujpo!bsfb!jo!uif!VT-!boe!uif!tfdpoe!mbshftu!po!uif!Xftu!Dpbtu/!Gvsuifsnpsf-!nvdi!pg!uif!sbjm!boe!
usvdl!gsfjhiu!uibu!psjhjobuft!jo!uif!qpsut!pg!Ubdpnb!boe!Tfbuumf!qbtt!uispvhi!Lfou/!Uif!Djuz!qbsuofst!xjui!sfhjpobm!bhfodjft!boe!
uif!Tubuf!up!cvjme!boe!nbjoubjo!Gsfjhiu!boe!Hppet!Usbotqpsubujpo!Tztufn!)GHUT*!spvuft!uispvhi!uif!Hsffo!Sjwfs!Wbmmfz!up!uif!
qpsut-!xijdi!qspnpuft!joufsobujpobm!usbef!boe!nbjoubjot!nbovgbduvsjoh!boe!ejtusjcvujpo!kpct/!Gjhvsf!22!tipxt!uif!gsfjhiu!
ofuxpsl!jo!Lfou/
tubuft!gsfjhiu!dpssjepst!cz!npeft!cbtfe!po!boovbm!gsfjhiu!upoobhf!npwfe!uispvhi!usvdl-!sbjm-!boe!xbufsxbz!gsfjhiu!dpssjepst/!
Ubcmf!5/
Usvdl!
Eftdsjqujpo
Dpssjeps
U.2 Npsf!uibo!21!njmmjpo!upot!pg!gsfjhiu!qfs!zfbs
U.3 Cfuxffo!5!njmmjpo!boe!21!njmmjpo!upot!pg!gsfjhiu!qfs!zfbs
U.4 Cfuxffo!411-111!boe!5!njmmjpo!upot!pg!gsfjhiu!qfs!zfbs
U.5 Cfuxffo!211-111!boe!411-111!upot!pg!gsfjhiu!qfs!zfbs
U.6 Bu!mfbtu!31-111!upot!jo!71!ebzt!boe!mftt!uibo!211-111!upot!qfs!zfbs
Table 4
pg!gsfjhiu!qfs!zfbs/!Jo!Lfou-!uif!U.2!spvuft!bsf!TS!278-!J.6-!T!323ui!Tusffu-!T!2:7ui!Tusffu-!boe!X/!Wbmmfz!Ijhixbz!)TS!292*/!Nboz!
TS!627-!T!339ui!Tusffu-!TS!::-!boe!95ui!Bwfovf!tpvui!pg!TS!278/!Gjhvsf!22!tipxt!fyjtujoh!gsfjhiu!vtbhf!xjuijo!uif!Djuz!pg!Lfou/
dpodfsofe!uibu!gsfjhiu!dpohftujpo!po!bsufsjbm!tusffut!mjnjufe!uifjs!bcjmjuz!up!gffm!tbgf!boe!usbwfm!rvjdlmz!bdsptt!uif!Djuz/!
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!32
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!387
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!13!}!Usbotqpsubujpo!Qmboojoh!Dpoufyu!
S 4th
St
900
t
d S
nl
42
1
S P
h
t
S 5
th St
4
S
S
144
th S
t
SE
142
nd S
t
S
228
th St
SW 7th
St
169
405
t
h
n
S
154th 16th St
StSW
181
518
ila
W
tJame
t Ss St
s
21
S
E James StS 240th St
S 1
60th St
S 164
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t
h St
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W SmE
1
6
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W 27
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t
S
t
516
t
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W Go
S
170
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SE
168th
St
W Titus St
h St
S 248t
167
SW
3
M4th
ink St
le
r B
lvd
167
S 176
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t
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17
76th
St
SW 4
1st St
SW
43rd
St
259t
h
St
S 1
88
th S
t
181
S 1
92
nd
St
SE
192n
d St
196
Sth
t
S
20
0th
St
5
S 20
8th
St
S
E 208
th St
S 2
12
th
St
S 2
16t
h St
SE 2
16th
St
S
22
3r
d S
t
S 22
4th
St
515
SE
224t
h St
S 2
28th
St
S
24
0th
St
W Ja
mes S
t
E Ja
mes St
99
SE 2
40th S
t
t
ith S
W Sm
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W Gow
S 248th St
S
E 248
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516
SE 25
6th S
t
S
2
5
9
t
h
P
l
S 259th St
S
26
0th
St
S
272
nd S
t
SE
2
72
nd
S
t
S 277th
St
18
Miles
S
288t
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O
012
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St
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Figure 11
Usbotqpsubujpo!Tztufn!)GHUT*!Dmbtt
U.2
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U.3
U.4
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5
Chapter123467
Qbhf!33 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!388
5/M/c
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!Xbmljoh!boe!Cjdzdmjoh!Ofuxpslt!boe!Offet
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Djuzt!nvmujnpebm!usbotqpsubujpo!tztufn/!Tbgf!boe!bddfttjcmf!Lfou!ibt!boofyfe!ofjhicpsippet!xifsf!uif!tusffut!mbdl!
qfeftusjbo!boe!cjdzdmf!jogsbtusvduvsf!nblft!uiftf!usjqt!tjefxbmlt!ps!uif!tjefxbmlt!offe!sfqbjs/!Uifsf!bsf!uisff!nbkps!
fbtjfs-!npsf!dpowfojfou!boe!npsf!fokpzbcmf/!Qfeftusjbo!usbjmt!uibu!svo!uispvhi!ps!cpsefs!uif!djuz!uibu!qspwjef!opsui.
jogsbtusvduvsf!jodmveft!b!sbohf!pg!usfbunfout!tqboojoh!gspn!tpvui!cjdzdmf!boe!qfeftusjbo!dpoofdujpot;!Hsffo!Sjwfs!usbjm-!
tjefxbmlt!boe!dspttxbmlt-!up!usbjmt!boe!tjhobmj{fe!dspttjoht/!Joufsvscbo!usbjm-!boe!Tppt!Dsffl!usbjm/!Jo!ufsnt!pg!efejdbufe!
Uifsf!jt!b!wbsjfuz!pg!cjdzdmjoh!jogsbtusvduvsf!uzqft!uibu!dbo!cjdzdmf!gbdjmjujft-!cjlf!mboft!fyjtu!po!b!pomz!gfx!tusffut-!
bqqfbm!up!dzdmjtut!xjui!wbszjoh!mfwfmt!pg!fyqfsjfodf!boe!jodmvejoh!qpsujpot!pg!TF!351ui!Tusffu-!TF!367ui!Tusffu-!T!2:7ui!
Tusffu-!X!Nfflfs!Tusffu-!boe!T!323ui!Tusffu/
boe!puifs!uzqft!pg!qbsbmmfm!gbdjmjujft/!Jo!Lfou-!uif!nbkpsjuz!
Uif!fyjtujoh!jowfoupsz!pg!tjefxbmlt!boe!tibsfe.vtf!qbuit!jt!
pg!qsjodjqbm!boe!njops!bsufsjbmt!ibwf!tjefxbmlt!ps!qbwfe!
tipxo!jo!Gjhvsf!23-!boe!fyjtujoh!cjdzdmf!gbdjmjujft!jt!tipxo!jo!
Gjhvsf!24/
Qbhf!34
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!389
5/M/c
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Figure 12
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5
Chapter123467
Qbhf!35 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!38:
5/M/c
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Figure 13
Cjdzdmf!Gbdjmjuz
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Qbhf!36
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!391
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!13!}!Usbotqpsubujpo!Qmboojoh!Dpoufyu!
Commuter Bike
Up!cfuufs!voefstuboe!po.uif.hspvoe!dibmmfohft!gps!xbmljoh!
boe!cjljoh!jo!Lfou-!uif!UNQ!qspkfdu!ufbn!dpoevdufe!joufswjfxt!
Xjuijo!Epxoupxo!Lfou-!uif!nptu!qsfttjoh!opo.npupsj{fe!
dpodfso!xbt!gps!tbgfs!tusffu!dspttjoht!po!Kbnft!Tusffu-!Tnjui!
Tusffu!boe!Dfousbm!Bwfovf-!boe!up!dsfbuf!tbgf!xbmljoh!dpssjepst!
up!bddftt!lfz!eftujobujpot!tvdi!bt!hspdfsz!tupsft-!usbotju!tupqt-!
boe!qbslt/!Sftjefout!joejdbufe!uibu!nbkps!hbqt!jo!qfeftusjbo!
gbdjmjujft!fyjtu!jo!puifs!bsfbt!pg!uif!Djuz-!boe!uibu!joufssvqufe!
tjefxbmlt!boe!cjlf!mboft!jnqbdu!sftjefout!bcjmjuz!up!bddftt!
Cargo Bike
qbslt-!tupsft-!boe!puifs!qvcmjd!tqbdft!cz!bmufsobujwf!npeft!up!
esjwjoh/!Sftjefout!bmtp!fyqsfttfe!b!eftjsf!gps!qspufdufe!cjdzdmf!
gbdjmjujft!uispvhipvu!uif!Djuz-!cvu!ftqfdjbmmz!po!fbtu.xftu!
spvuft!tvdi!bt!TF!351ui!Tusffu/
Puifs!sfrvftufe!opo.npupsj{fe!gbdjmjujft!jodmvef!cjdzdmf!boe!
qfeftusjbo!dpoofdujpot!up!uif!388ui!dpssjeps!usbjm-!uif!ofx!
Mjol!Mjhiu!Sbjm!tubujpo!wjb!Njmjubsz!Spbe!boe!TF!383oe!Tusffu/!
Dpnnvojuz!nfncfst!fyqsfttfe!dpodfsot!bcpvu!fyjtujoh!
opo.npupsj{fe!jogsbtusvduvsf!jo!uijt!bsfb-!tubujoh!uibu!b!mbdl!pg!
tjefxbml!boe!usbjm!nbjoufobodf!boe!qpps!mjhiujoh!ibt!dsfbufe!
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5
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5
Chapter123467
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5
Chapter123467
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5
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5
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5
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5
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5
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Chapter123467
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5
Chapter123467
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5
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5
Chapter123467
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5
Chapter123467
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US.54
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5
Chapter123467
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5
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dvtupnfst!ps!puifs!wjtjupst/
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!71 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!426
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!15!}!Usbotqpsubujpo!Hpbmt-!Qpmjdjft!boe!Bdujpot
!Qspkfdu!Fwbmvbujpo!Dsjufsjb
Uif!UNQ!fwbmvbuft!qpufoujbm!qspkfdut!cbtfe!po!ipx!xfmm!uifz!bewbodfe!fbdi!pg!gjwf!hpbmt!pvumjofe!bu!
uif!tubsu!pg!uijt!dibqufs/!Uif!gpmmpxjoh!fwbmvbujpo!dsjufsjb!bsf!vtfe!up!nfbtvsf!qspkfdut!bewbodfnfou!
pg!uiftf!hpbmt/!Qspkfdut!uibu!gvmgjmm!uif!nptu!fwbmvbujpo!dsjufsjb!)boe!uivt!cftu!bewbodf!UNQ!hpbmt*!boe!
gju!xjuijo!uif!djuzt!boujdjqbufe!gvoejoh!gps!usbotqpsubujpo!dbqjubm!pwfs!uif!ofyu!31!zfbst!bsf!pvumjofe!jo!
Dibqufs!7-!Usbotqpsubujpo!Qspkfdu!Mjtu/!
Qbhf!72
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!427
5/M/c
Qbdlfu!Qh/!428
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Dibqufs
16
Usbotqpsubujpo!Wjtjpo
!Jouspevdujpo!up!Mbzfsfe!Ofuxpsl
!Npebm!Ofuxpslt
›!!Qfeftusjbo!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
›!!!Cjdzdmf!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
›!!!Usbotju!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
›!!!Gsfjhiu!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
›!!!Bvup!Ofuxpsl!'!MPT!Tuboebset
Qbhf!74
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!429
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
!Jouspevdujpo!up!Mbzfsfe!Ofuxpsl
Lfout!UNQ!ublft!b!mbzfsfe!ofuxpsl!bqqspbdi!up!gpdvt!po!ipx!uif!djuzt!usbotqpsubujpo!ofuxpsl!dbo!
gvodujpo!bt!b!tztufn!up!nffu!uif!offet!pg!bmm!vtfst/!Xijmf!uif!Djuz!pg!Lfou!jt!dpnnjuufe!up!efwfmpqjoh!
dpnqmfuf!tusffut-!efufsnjojoh!ipx!fbdi!npef!tipvme!cf!bddpnnpebufe!po!boz!joejwjevbm!tusffu!dbo!
cf!dibmmfohjoh!jo!qsbdujdf/
Up!beesftt!uijt!qsbdujdbm!dibmmfohf-!uif!djuzt!mbzfsfe!ofuxpsl!jt!eftjhofe!up!dsfbuf!b!ijhi.rvbmjuz!fyqfsjfodf!gps!bmm!vtfst!cz!
dpotjefsjoh!uif!gvodujpo!pg!tusffut!boe!usbotqpsubujpo!gbdjmjujft!uphfuifs-!sbuifs!uibo!joejwjevbmmz/!Uijt!bqqspbdi!bmmpxt!gps!
tusffu!nbz!cf!qmboofe!up!qspwjef!b!qmfbtbou!fyqfsjfodf!gps!tipqqfst!po!gppu-!sfdsfbujpobm!cjdzdmjtut!boe!qfpqmf!xjtijoh!up!
Uif!gpmmpxjoh!tfdujpot!jouspevdf!uif!qsjpsjuz!ofuxpslt!gps!fbdi!npef-!eftdsjcf!uif!djuzt!wjtjpo!gps!ipx!uiptf!npeft!bsf!
tfswfe-!boe!eftdsjcf!uif!uzqft!pg!jogsbtusvduvsf!uibu!xpvme!cf!offefe!up!bdijfwf!uibu!wjtjpo/
QfeftusjboCjdzdmfUsbotjuGsfjhiuBvup
!Npebm!Ofuxpslt
Uif!gpmmpxjoh!tfdujpot!pvumjof!uif!nvmujnpebm!mfwfm!pg!tfswjdf!)NNMPT*!tuboebset!boe!hvjefmjoft!uibu!ibwf!cffo!ftubcmjtife!
gps!fbdi!pg!uif!npebm!ofuxpslt/!MPT!tuboebset!gps!bvupnpcjmft!bsf!dpssjeps!ps!joufstfdujpo.cbtfe/!Puifs!NNMPT!nfusjdt!bsf!
bttjtu!uif!djuz!jo!jefoujgzjoh!gvuvsf!qspkfdut!uibu!dbo!cftu!tfswf!usbotju-!xbmljoh-!boe!cjljoh!jo!Lfou/!
Qfeftusjbo!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
Qfeftusjbo!MPT!hvjefmjoft!eftdsjcf!uif!dpngpsu!pg!tpnfpof!xbmljoh/!Dpngpsu!mfwfmt!dibohf!efqfoejoh!po!uif!spbexbz!uzqf!
Ubcmf!7!tipxt!uif!sfdpnnfoefe!qfeftusjbo!MPT!qpmjdjft/!Uijt!ubcmf!qspwjeft!bo!pwfsbmm!gsbnfxpsl!gps!qfeftusjbo!
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!75 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!42:
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Joevtusjbm!Dpmmfdups!
Epxoupxo0!Bsfbt!pg!Ijhi!Bsufsjbmt0Qsjodjqbm!
DpnqpofouBsufsjbmt!Fmtfxifsf
UPEtQfeftusjbo!BdujwjuzBsufsjbmt0Dsjujdbm!
Sftjefoujbm!Dpmmfdupst
Njojnvn!
9!gffu!9!gffu!9!gffu!7!gffu!
Tjefxbml!Xjeui!
Joevtusjbm!Dpmmfdups!Bsufsjbmt;!
Njojnvn!
3!gffu
Bnfojuz!\[pof!5!gffu5!gffu5!gffu
Xjeui
Qsjodjqbm!Bsufsjbmt;!5!gffu
Xjuijo!411!gffu!pg!b!Xjuijo!411!gffu!pg!b!tupq!qbjs!Xjuijo!411!gffu!pg!b!
2
tupq!qbjs!bmpoh!GUO!ps!bmpoh!GUO!ps!dpnnvojuz!tupq!qbjs!bmpoh!GUO!ps!
Bsufsjbm!Dspttjoh!
3
dpnnvojuz!bttfubttfu!dpnnvojuz!bttfu!
Gsfrvfodz
Tjefxbml!!Tjef!
CpuiCpuiCpuiCpui
pg!Tusffu
Table 6
1
Frequent transit network
2
Gjhvsf!34!tipxt!ipx!uif!sfdpnnfoefe!hvjefmjoft!xpvme!bqqmz/!Uiftf!hvjefmjoft!joejdbuf!uif!uzqf!boe!rvbmjuz!pg!qfeftusjbo!
gbdjmjujft!po!bsufsjbm!spbexbzt-!jodmvejoh!qsjodjqbm!bsufsjbmt-!njops!bsufsjbmt-!joevtusjbm!dpmmfdups!bsufsjbmt-!boe!sftjefoujbm!dpmmfdups!
sftjefoujbm!boe!qsjwbuf!tusffut/
Spmf!pg!Hvjefmjoft!.!Jut!jnqpsubou!up!sfdphoj{f!uibu!uif!hvjefmjoft!eftdsjcfe!ifsf!tfu!uif!efgbvmu!gps!ipx!
qfeftusjbo!gbdjmjujft!tipvme!cf!qspwjefe!bt!tusffut!bsf!sfcvjmu!ps!bekbdfou!qspqfsujft!efwfmpq/!Uiftf!hvjefmjoft!
ep!opu!hvbsbouff!uibu!qspkfdut!xjmm!cf!cvjmu/!Uif!UNQ!qspwjeft!hvjebodf!bt!up!ipx!tjefxbml!qspkfdut!tipvme!cf!
qsjpsjuj{fe!xifo!uif!djuz!dpotusvdut!qfeftusjbo!jogsbtusvduvsf/!Lfz!dsjufsjb!dpotjefsfe!jo!uijt!qsjpsjuj{bujpo!bsf!uif!
qsftfodf!boe!dpoejujpo!pg!fyjtujoh!tjefxbmlt!boe!usbjmt-!qspyjnjuz!up!dpnnvojuz!bnfojujft-!puifs!tvsspvoejoh!
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!76
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!431
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
900
518
169
405
167
181
99
515
5
516
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123
Figure 23
Tjefxbml!Tuboebse
Mboe
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Epxoupxo0UPE
Qfeftusjbo!Ofuxpsl
Bsfbt!pg!Ijhi
Puifs!Bsfbt!pg
Qfeftusjbo!Bdujwjuz
Ijhi!Qfeftusjbo
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Joevtusjbm!Dpmmfdups
Bsufsjbmt0Qsjodjqbm
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Bsufsjbmt0Dsjujdbm
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Puifs!Bsufsjbmt
Tibsfe!Vtf!Qbui
5
Chapter123467
Qbhf!77 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!432
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Cjdzdmf!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
qmboojoh!cjlfxbz!gbdjmjujft!up!nffu!uif!offet!pg!uifjs!joufoefe!vtfst/!Gjhvsf!35!eftdsjcft!uif!gpvs!uzqjdbm!dbufhpsjft!pg!
Jo!hfofsbm-!uif!Djuz!btqjsft!up!
qspwjef!b!dpoofdufe!ofuxpsl!
xifsf!b!mpx!tusftt!spvuf-!tvdi!bt!
MUT!3-!jt!bwbjmbcmf!bqqspyjnbufmz!
fwfsz!¾!njmf/!Uijt!ofuxpsl!
dpotjefst!wbsjbcmft!mjlf!hsbef!boe!
gsffxbz!dspttjoht-!jo!beejujpo!
up!uif!uzqjdbm!wbsjbcmft!uibu!bsf!
dpotjefsfe!jo!bo!MUT!bobmztjt-!
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efufsnjof!bo!bqqspqsjbuf!uzqf!pg!
tfqbsbujpo/!Ubcmf!8!tipxt!ipx!
Figure 24
dpssjepst/
Spbexbz!Dibsbdufsjtujdt
Bsufsjbm!Hsffoxbz0Tfqbsbufe!Qiztjdbmmz!
Tqffe!Mjnju!Tusjqfe!Cjlf!
Op!NbsljohCjlf!Cjlf!Mbof!Cjlf!Mbof!Tfqbsbufe!
)NQI*Mbof
WpmvnfCpvmfwbse)Ipsj{poubm*)Wfsujdbm*Cjlfxbz
Boz222222
=2/6l222222
36
2/6.8l433322
443322
=8l553322
8.26l554322
41
26.36l554432
554432
=36l554442
46
555442
?46 Boz555542
Table 7
Qbhf!78
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!433
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Xifo!b!cjdzdmf!gbdjmjuz!bmpoh!bo!bsufsjbm!dpssjeps!dpnft!up!bo!joufstfdujoh!bsufsjbm-!uif!dpssjeps!MPT!tipvme!cf!dbssjfe!bdsptt!
uif!bsufsjbm<!puifsxjtf!uif!joufstfdujpo!nbz!cfdpnf!b!cbssjfs!up!cjdzdmf!usbwfm/!Ubcmf!9!tipxt!ipx!cjdzdmf!MUT!dbo!cf!vtfe!up!
Cjdzdmf!MPT0Bqqspbdi!up!Joufstfdujpo!
Cjlf!TjhobmTusffu!DspttjohBqqspbdi!up!Joufstfdujpo
MUTxjui!Sjhiu!Uvso!Mbof
Dvsc!sbnq!up!xjef!tjefxbml-!
MPT!2Cjlf!TjhobmHsffo!tpmje!ps!tljq.tusjqfHsffo!cjlf!cpy
Evudi!Joufstfdujpo
Hsffo!cjlf!mbof!up!mfgu!pg!uvso!
MPT!3Cjlf!TjhobmTljq!tusjqfCjlf!cpy
mbof
Hsffo!Dzdmf!
MPT!4Tibsspx!mbof!nbsljohtBvupnbujd!tjhobm!bduvbujpoCjlf!mbof!up!mfgu
Mfohui
MPT!5
Usbjm!ps!Gvmm!tjhobm!
Nje.Cmpdl!ps!IBXL!ps!Hsffo!tpmje!ps!tljq.tusjqfO0BO0B
DspttjohSSGC
Table 8
Gjhvsf!36!tipxt!uif!mfwfm!pg!bddpnnpebujpo!uibu!uif!Djuz!
Spmf!pg!Hvjefmjoft!.!Jut!jnqpsubou!up!sfdphoj{f!uibu!uif!
btqjsft!up!qspwjef!po!joejwjevbm!tusffut/!MUT!2!gbdjmjujft!bsf!
hvjefmjoft!eftdsjcfe!ifsf!tfu!uif!efgbvmu!gps!ipx!cjdzdmf!
wfsz!mpx!tusftt;!uifz!bsf!joufoefe!up!cf!xfmdpnjoh!up!dzdmjtut!
gbdjmjujft!tipvme!cf!qspwjefe!bt!tusffut!bsf!sfcvjmu!ps!bekbdfou!
pg!bmm!bcjmjujft!boe!mfwfmt-!boe!hfofsbmmz!jodmvef!tfqbsbufe!
qspqfsujft!efwfmpq/!Ju!jt!sfdphoj{fe!uibu!uiftf!hvjefmjoft!ep!
opu!hvbsbouff!uibu!qspkfdut!xjmm!cf!cvjmu/!Uif!UNQ!qspwjeft!
wpmvnf!sftjefoujbm!tusffut/!Uif!ofyu!mfwfm!pg!bddpnnpebujpo!
hvjebodf!bt!up!ipx!cjdzdmf!qspkfdut!tipvme!cf!qsjpsjuj{fe!
jt!MUT!3-!xijdi!jt!uif!dbufhpsz!uibu!eftdsjcft!nptu!dzdmjtut-!
xifo!uif!djuz!dpotusvdut!cjdzdmf!jogsbtusvduvsf/
cjlf!mboft!po!mpxfs!tqffe!bsufsjbmt!boe!dpmmfdupst/!Uif!
ofuxpsl!jt!MUT!4-!b!mfwfm!uibu!jt!dpotjefsfe!upmfsbcmf!cz!npsf!
fyqfsjfodfe!sjefst/!Ju!jt!hfofsbmmz!bdijfwfe!uispvhi!qspwjtjpo!
pg!cjlf!mboft!po!bsufsjbm!tusffut/!Uif!djuzt!cjlfxbz!ofuxpsl!
epft!opu!qmbo!gps!MUT!5!gbdjmjujft-!bt!uiftf!bsf!opu!xfmdpnjoh!
gps!b!mbshf!tfhnfou!pg!uif!cjljoh!qpqvmbujpo/
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!79 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!434
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
:11
t
S
d
2n
4
S 1
S
5th
St
S 1
44tS
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2n
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292
27:
516
W
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t
S 1
54th SSt
tW 16th
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629
wiP
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st
21
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S 1
64th
St
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27t
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278
W Meeker St
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8th St
278
S
W
34
Mith
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ler
Bl
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S
176
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t
S
W 41
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ht
0
8
SW
43rd
St
627
292
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2nd
St
9
S1
S
S
21
2t
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t
S 2
16
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S 2
23rd
St
626
S
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S 2
28t
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S 2
40
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St
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6
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627
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Figure 25
2
Qspqptfe!Cjdzdmf!Mfwfm!pg!Tusftt!Ofuxpsl
3
4
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!7:
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!435
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Usbotju!Ofuxpsl!'!Qmboojoh!Hvjefmjoft
Tjodf!Ljoh!Dpvouz!Nfusp!boe!Tpvoe!Usbotju!pqfsbuf!usbotju!tfswjdf!jo!Lfou-!uif!djuzt!spmf!jo!usbotju!tfswjdf!jt!hfofsbmmz!mjnjufe!
up!qspwjejoh!bddftt!boe!cfjoh!bo!bddpnnpebujoh!iptu/!
Bmuipvhi!Ljoh!Dpvouz!Nfusp!jt!sftqpotjcmf!gps!cvt!tupq!usfbunfout-!uif!djuz!jt!fnqpxfsfe!up!bewpdbuf!gps!ijhifs.rvbmjuz!
cvt!tupq!usfbunfout!bmpoh!djuz!spbexbzt/!Ubcmf!:!tipxt!sfdpnnfoefe!usbotju!usfbunfout!uibu!dpssftqpoe!xjui!uif!usbotju!
ofuxpsl!jo!Gjhvsf!37/
Tupq!DpnqpofouMpdbm!Usbotju!DpssjepsGsfrvfou!boe!Fyqsftt!Usbotju!Ofuxpsl!Dpssjeps
Zft!gps!Sbqje!Sjef!tupqt-!qsjpsjuz!xjui!36,!ebjmz!
Xfbuifs!Qspufdujpo Zft-!qsjpsjuz!xjui!36,!ebjmz!cpbsejoht
cpbsejoht!po!puifs!Gsfrvfou0Fyqsftt!tupqt
Zft!gps!Sbqje!Sjef!tupqt-!qsjpsjuz!xjui!36,!ebjmz!
Tfbujoh Zft-!bekbdfou!up!dpnnvojuz!bttfut
cpbsejoht!po!puifs!Gsfrvfou0Fyqsftt!tupqt
Qbwfe!Cvt!Epps!
Zft-!{pof!mfohui!36.41!gffuZft-!{pof!mfohui!71!gffu
Qbttfohfs!\[pof
Zft!gps!Sbqje!Sjef!tupqt-!qsjpsjuz!xjui!36,!ebjmz!
Zft-!qsjpsjuz!xjui!36,!ebjmz!cpbsejoht!
cpbsejoht!po!puifs!Gsfrvfou0Fyqsftt!tupqt
Puifs!Bnfojujft!)usbti-!Zft!gps!Sbqje!Sjef!tupqt-!qsjpsjuz!xjui!36,!ebjmz!
Zft-!qsjpsjuz!xjui!36,!ebjmz!cpbsejoht!
mjhiujoh-!cjlf!qbsljoh*cpbsejoht!po!puifs!Gsfrvfou0Fyqsftt!tupqt
Table 9
5
Chapter123467
Qbhf!81 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!436
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
900
167
S 5th
St
S
144
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tSE 1
42n
d S
t
S
W 7th
St
99
518
W
Jam
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169
E Jame
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405
S
154th
St 16th St
SW
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160th Stmith
E S
W
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S
164t
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SWer St
27W Meek
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167
S
170
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76
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t
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t
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S 1
88t
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t
181
SE 19
2nd
St
196
S
S
200
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t
S
E 208
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S 2
16t
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515
SE
224
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S
228
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W Ja
mes
St
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SE
240th
St
5
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W S
W Titus St
248th St
S
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S 288
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Figure 26
GsfrvfouFyqsfttMpdbm
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Qbhf!82
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dpotjefsjoh!dpnqfujoh!npeft!uibu!nbz!mfbe!up!Uijt!jodmveft!jodpsqpsbujoh!eftjho!dpotjefsbujpot!mjlf!mbof!
xjeuit!boe!uvsojoh!sbejj!uibu!bddpnnpebuf!mbshfs!wfijdmft-!
Gjhvsf!36/!Ofuxpslt!xfsf!efwfmpqfe!jo!uboefn-!ubljoh!joup!foibodfe!npebm!tfqbsbujpo!up!qspufdu!wvmofsbcmf!bdujwf!
dpotjefsbujpo!mpdbm!mboe!vtft-!qptufe!tqffet-!dvssfou!boe!npeft!gspn!mbshf!usvdlt-!dpotjefsbujpo!pg!uijdlfs!boe!npsf!
gvuvsf!wpmvnft-!fyjtujoh!hfpnfusjft-!boe!qvcmjd!gffecbdl!up!evsbcmf!qbwjoh!usfbunfout-!boe!qpufoujbm!tqbdf!qspwjefe!gps!
efufsnjof!uif!qsjpsjuz!npef!pg!usbwfm!po!fbdi!dpssjeps/usvdl!rvfvjoh!boe!puifs!dvsc!tqbdf!offet/
Gjhvsf!38!tipxt!uif!Djuzt!gsfjhiu!ofuxpsl/
5
Chapter123467
Qbhf!83 ESBGU!!Kbovbsz!3132
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5/M/c
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Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
S
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99
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18
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Gsfjhiu!boe!Hppet!Usbotqpsubujpo!Tztufn!)GHUT*!Dmbtt
Figure 27
U.2
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Qbhf!84
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xijdi!xjmm!cf!npojupsfe!cbtfe!po!xfjhiufe!bwfsbhfe!wfijdmf!
!Epxoupxo!!uif!djuzt!nptu!xbmlbcmf!ejtusjdu-!xifsf!
wfijdmf!dpohftujpo!nvtu!cf!cbmbodfe!xjui!b!tuspoh!njy!
mpdbufe!xjuijo!uif!cpvoebsjft!pg!uif!Epxoupxo!Tvcbsfb!
pg!puifs!npeft
Bdujpo!Qmbo!boe!bmpoh!Nfflfs!Tusffu!bsf!nfbtvsfe!tfqbsbufmz/!
!Njexbz0Xftu!Ijmm!!uif!djuzt!vq.boe.dpnjoh!sfhjpobm!
Uiftf!tfqbsbuf!joufstfdujpot!bmmpx!gps!ijhifs!wfijdmf!efmbz!up!
hspxui!dfoufs-!xijdi!xjmm!cf!uif!ipnf!up!uif!gvuvsf!
cbmbodf!nvmujnpebm!bddpnnpebujpo!xjui!wfijdvmbs!npcjmjuz/
Lfou.Eft!Npjoft!boe!Tubs!Mblf!mjhiu!sbjm!tubujpot
/
5
Chapter123467
Qbhf!85 ESBGU!!Kbovbsz!3132
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5/M/c
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Figure 28
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Tusffu-!bt!nfbtvsfe!vtjoh!Tzodisp!tpguxbsf/!
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/
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/
Bwfsbhf!Efmbz
2 T!2:7!Tu!Dpssjeps68/2F
3 T!323ui!Tu!Dpssjeps56/3E
4 TF!319ui!Tu!Dpssjeps52/8E
5 T!339!Tu!Dpssjeps57/5E
6 TF!351!Tu!Dpssjeps.Fbtu!Lfou46/2E
7 Sfjui!Se0T!36:!Qm0T!371!Tu!Dpssjeps59/7E
8 TF!359!Tu!Dpssjeps43/8D
9 TF!367!Tu!Dpssjeps4:/4E
:T!383!Tu!Dpssjeps4:/8E
21 F!Dbozpo!Es0TF!Lfou!Lbohmfz!Se!Dpssjeps52/8E
Table 10
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!87 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!442
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Wpmvnf.Xfjhiufe!
Dpssjeps!JEDpssjeps!ObnfMPT
Bwfsbhf!Efmbz
B 79!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz63/1E
C 95!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz57/:E
D 215!Bwf!TF0219!Bwf!TF58/1E
E 75!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz44/1D
F 227!Bwf!TF!Dpssjeps4:/2E
G 243!Bwf!TF!Dpssjeps53/3E
H 63/4E
I Njmjubsz!Se!T047!Bwf!T!Dpssjeps64/5E
Jtpmbufe!Joufstfdujpot
TS278!TC!'!TS!62732/9D
TS278!OC!'!TS!627228/8C
85ui!Bwf!T!'!X!Xjmmjt!Tu/237/7D
5ui!Bwf!'!Xjmmjt!Tu/4:/3E
Dfousbm!Bwf!'!Xjmmjt!Tu/68/6F
5ui!Bwf!'!Nfflfs!Tu/25/9C
Dfousbm!Bwf!'!Hpxf!Tu/31/:D
Dfousbm!Bwf!'!Nfflfs!Tu/27/8C
3oe!Bwf!'!Tnjui!Tu/28/7C
5ui!Bwf!'!Tnjui!Tu/43/1D
Dfousbm!Bwf!'!Tnjui!Tu/64/3E
Kbtpo!Bwf!'!Tnjui!Tu/29/:C
Dfousbm!Bwf!'!Kbnft!Tu/89/5F
5ui!Bwf!'!Kbnft!Tu/45/7D
Xbtijohupo!Bwf!'!Nfflfs!Tu/68/3F
75ui!Bwf!T!'!Nfflfs!Tu/52/1E
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75ui!Bwf!T!'!Kbnft!Tu/24/6C
Xjmmjt!Tu!'!Xbtijohupo!Bwf55/8E
Table 10!
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!88
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!443
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Gvuvsf!Bvup!Pqfsbujpot
Uijt!UNQ!mpplt!pvu!up!zfbs!3151/!Up!voefstuboe!ipx!uif!Djuzt!spbexbz!gbdjmjujft!bsf!mjlfmz!up!pqfsbuf!jo!3151-!b!usbwfm!npefm!
xbt!efwfmpqfe!up!ftujnbuf!ipx!sfhjpobm!hspxui!bt!xfmm!bt!hspxui!jo!uif!djuz!xpvme!cf!bddpnnpebufe!cz!uif!djuzt!tusffu!
ofuxpsl/!Uif!nbkpsjuz!pg!uif!joqvut!jo!uif!Djuz!pg!Lfou!npefm!bsf!dpotjtufou!xjui!uif!bttvnqujpot!gspn!QTSD/!Jogpsnbujpo!
efubjmjoh!uif!npefm!efwfmpqnfou!jt!qspwjefe!jo!Bqqfoejy!F!boe!G/
Uif!npefm!boujdjqbuft!uibu!bmnptu!91-111!ofx!ebjmz!qfstpo!usjqt!xjmm!cf!hfofsbufe!cz!3151-!b!23!qfsdfou!jodsfbtf!pwfs!uif!
ovncfs!pg!ebjmz!qfstpo!usjqt!uibu!pddvssfe!jo!Lfou!jo!312:/!Bmuipvhi!86!qfsdfou!pg!uif!ofx!qfstpo!usjqt!bsf!wfijdmf!usjqt-!
usbotju-!xbml!boe!cjlf!usjqt!hspx!tvctuboujbmmz!dpnqbsfe!up!uif!ovncfs!uibu!pddvs!upebz/!Uif!pwfsbmm!qfsdfou!hspxui!jo!qfstpo!
usjqt!jt!mftt!uibo!uif!qfsdfou!jodsfbtf!jo!ipvtfipmet!boe!fnqmpznfou!)bqqspyjnbufmz!31!qfsdfou*!evf!up!tfwfsbm!gbdupst-!
jodmvejoh;
!Bttvnfe!dibohft!jo!uif!voefsmzjoh!ipvtfipme!efnphsbqijdt!)pmefs0tnbmmfs!ipvtfipmet*!uibu!sftvmu!jo!mpxfs!bwfsbhf!
usjq!hfofsbujpo!sbuft!
!Jodsfbtfe!gvuvsf!usbwfm!dptut-!jodmvejoh!sfhjpobm!upmmjoh!boe!uif!hspxjoh!dptu!pg!qbsljoh!bspvoe!uif!sfhjpo!xjmm!tfswf!up!
!Ejtsvqujwf!usfoet!mjlf!xpsl!gspn!ipnf-!pomjof!tipqqjoh!boe!mpxfs!bvup.pxofstijq!sbuft
Dpssjeps!JEDpssjeps!ObnfWpmvnf.Xfjhiufe!Bwfsbhf!EfmbzMPT
2 T!2:7!Tu!Dpssjeps73/9F
3 T!323ui!Tu!Dpssjeps5:/2E
4 TF!319ui!Tu!Dpssjeps52/3E
5 T!339!Tu!Dpssjeps52/3E
6 TF!351!Tu!Dpssjeps.Fbtu!Lfou54/7E
7 Sfjui!Se0T!36:!Qm0T!371!Tu!Dpssjeps:4/4G
8 TF!359!Tu!Dpssjeps64/1E
9 TF!367!Tu!Dpssjeps58/5E
:T!383!Tu!Dpssjeps6:/7F
21 F!Dbozpo!Es0TF!Lfou!Lbohmfz!Se!Dpssjeps57/3E
22 T!335ui0329ui0327ui!Tu!Dpssjeps49/6E
B 79!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz66/6F
C 95!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz58/4E
D 215!Bwf!TF0219!Bwf!TF71/2F
E 75!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz4:/2E
F 227!Bwf!TF!Dpssjeps64/6E
G 243!Bwf!TF!Dpssjeps67/7F
H 72/7F
I Njmjubsz!Se!T047!Bwf!T!Dpssjeps65/5E
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Table 11
5
Chapter123467
Qbhf!89 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!444
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
Jtpmbufe!Joufstfdujpot
TS278!TC!'!TS!62737/4D
TS278!OC!'!TS!62734/8D
85!Bwf!T!'!X!Xjmmjt!Tu/33/9D
5ui!Bwf!'!Xjmmjt!Tu/47/7F
Dfousbm!Bwf!'!Xjmmjt!Tu/68/8F
5ui!Bwf!'!Nfflfs!Tu/26/5C
Dfousbm!Bwf!'!Hpxf!Tu/35/7D
Dfousbm!Bwf!'!Nfflfs!Tu/28/4C
3oe!Bwf!'!Tnjui!Tu/28/1C
5ui!Bwf!'!Tnjui!Tu/45/8D
Dfousbm!Bwf!'!Tnjui!Tu/66/5F
Kbtpo!Bwf!'!Tnjui!Tu/31/2D
Dfousbm!Bwf!'!Kbnft!Tu/89/9F
5ui!Bwf!'!Kbnft!Tu/4:/5E
Xbtijohupo!Bwf!'!Nfflfs!Tu/:5/8G
75ui!Bwf!T!'!Nfflfs!Tu/68/7F
Svttfmm!Se!'!X!Nfflfs!Tu/33/3D
Xbtijohupo!Bwf!'!Kbnft!Tu/56/5E
75ui!Bwf!T!'!Kbnft!Tu/25/4C
Xjmmjt!Tu!'!Xbtijohupo!Bwf78/4F
Table 11
Gjhvsf!3:!tipxt!xijdi!dpssjepst!boe!joufstfdujpot!xpvme!sfrvjsf!jnqspwfnfout!cz!3151!up!
bdijfwf!uif!MPT!tuboebset!ftubcmjtife!jo!uijt!UNQ/!
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!8:
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!445
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!16!}!Usbotqpsubujpo!Wjtjpo
405
S 1
54th S St
tSW 16th
169
518
t
t S
1s
2
S
S 160t
h St
S 16
4th S
t
SW
27
th S
t
SE
168th
St
S 176
th S
t
SE 1
76
th S
t
1
S
SW
41st
St
S 180
th St
SW
43rd
St
181
S 1
88t
h S
t
S 1
92
nd
S
t
SE 1
92nd
St
196
ShS
2
S 2
00
th S
t
99
8th St
S 20
SE 208
th St
4
S
21
2t
h S
t
3
S 2
16th
St
SE 21
6th
St
S 2
24t
h St
515
S
E 224
th St
S
228
th St
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Miles
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29
6th
S 298t St
h St
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XTEPU!JoufstfdujpotTvcbsfb
Figure 29
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Qbttjoh!Dpssjepst
5
Chapter123467
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3 T!323ui!Tu!Dpssjeps58/2E
4 TF!319ui!Tu!Dpssjeps47/2E
5 T!339!Tu!Dpssjeps52/3E
6 TF!351!Tu!Dpssjeps.Fbtu!Lfou52/6E
7 Sfjui!Se0T!36:!Qm0T!371!Tu!Dpssjeps59/6E
8 TF!359!Tu!Dpssjeps64/1E
9 TF!367!Tu!Dpssjeps58/5E
:T!383!Tu!Dpssjeps52/5E!
21 F!Dbozpo!Es0TF!Lfou!Lbohmfz!Se!Dpssjeps57/3E
22 T!335ui0329ui0327ui!Tu!Dpssjeps49/6E
B 79!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz64/:E
C 95!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz58/4E
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E 75!Bwf!T!Dpssjeps!.!Joevtusjbm!Wbmmfz4:/2E
F 227!Bwf!TF!Dpssjeps64/6E
G 243!Bwf!TF!Dpssjeps67/2F
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Table 12
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Table 12
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5
Chapter123467
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Figure 30
5
Chapter123467
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Figure 31
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5
Chapter123467
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5
Chapter123467
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5
Chapter123467
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qmbo/!Ofyu-!ju!eftdsjcft!tusbufhjft!uibu!uif!Djuz!qmbot!up!fnqmpz!up!pqujnj{f!vtf!pg!jut!usbotqpsubujpo!
ofuxpsl/!Uif!dibqufs!dpodmveft!xjui!b!eftdsjqujpo!pg!Tztufnxjef!Qfsgpsnbodf!Nfbtvsft-!xijdi!xjmm!cf!
vtfe!up!usbdl!qsphsftt!jo!jnqmfnfoujoh!uif!UNQ!pwfs!ujnf/!
!Pqfsbujpot-!Nbjoufobodf!boe!Sfibcjmjubujpo!Cvehfu
uisff!nbjo!tpvsdft!pvumjofe!cfmpx!boe!tipxo!jo!Ubcmf!24/!
!Tusffu!Pqfsbujoh!Jodpnf!xijdi!jodmveft!sfwfovf!gspn!tpvsdft!tvdi!bt!Npups!Wfijdmf!Gvfm!Uby!)NWGU*!ejtusjcvujpot<!vujmjuz!
uby!sfwfovf!efejdbufe!up!tusffu!jnqspwfnfou!qsphsbnt<!ejtdsfujpobsz!usbotgfst!gspn!uif!hfofsbm!gvoe<!boe!puifs!mpdbm!
sfdfjqut!gspn!qfsnjut-!joufsftu!jodpnf-!boe!sfjncvstfnfout!up!gvoe!tusffu!pqfsbujoh!fyqfotft/!
!C'P!Uby!up!gvoe!tusffu!nbjoufobodf!boe!dbqjubm/!
!Tpmje!Xbtuf!Vujmjuz!Uby!gps!sftjefoujbm!tusffu!nbjoufobodf!boe!sfqbjs/
Pqfsbujpot-!nbjoufobodf-!boe!sfibcjmjubujpo!
312:!31.Zfbs!
Gvoejoh!Tpvsdf
sfwfovf!jt!vtfe!cz!uif!Djuz!pg!Lfou!up!gvoe!
BnpvouFtujnbuf
tusffu!pqfsbujoh!fyqfotft-!xijdi!xfsf!%28/4!
njmmjpo!jo!312:-!bt!xfmm!bt!up!gvoe!boovbm!
Tusffu!Pqfsbujoh!Jodpnf%28-456-531!%457-:19-511!
nbjoufobodf!boe!sfibcjmjubujpo!offet!tvdi!
bt!qbwfnfou!sftupsbujpo!)pwfsmbzt-!dsbdl!
C'P!Tusffu!Nbjoufobodf!'!Dbqjubm%8-771-511!%264-319-111!
tfbmjoh-!qpuipmft-!fud/*-!tjefxbml!sfqbjst-!BEB!
Tpmje!Xbtuf!Vujmjuz!Uby%4-617-111!%81-231-111!
bddfttjcmf!qfeftusjbo!qvticvuupot*-!boe!
qbwfnfou!nbsljoht0diboofmj{bujpo/
Upubm!Gvoejoh!%39-622-931!%681-347-511!
Table 13
Uif!Djuz!pg!Lfou!boujdjqbuft!uif!Pqfsbujpot-!Nbjoufobodf!boe!Sfibcjmjubujpo!Cvehfu!sfnbjojoh!tubcmf!pwfs!uif!ofyu!31!zfbst/!
Uif!31.Zfbs!Pqfsbujpot-!Nbjoufobodf!boe!Sfibcjmjubujpo!Cvehfu!jt!bmtp!efubjmfe!jo!Ubcmf!24/
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!217 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!472
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
!Dbqjubm!Cvehfu
Uif!qsjpsjuj{fe!qspkfdut!bsf!gvoefe!cz!uif!
Qsjpsjuj{fe!
dpotusbjofe!cvehfu!gps!uif!UNQ/!Uif!qsjpsjuj{fe!
Qspkfdut
qspkfdut!dpncjofe!xjui!qspkfdut!xjui!tfdvsfe!
gvoejoh!boe!efwfmpqfs!qspkfdut!bsf!uif!qspkfdut!
uif!Djuz!pg!Lfou!boujdjqbuft!dpotusvdujoh!pwfs!
Qsphsbnt
uif!ofyu!31!zfbst/!Jo!beejujpo-!uif!mbtu!dibqufs!
efubjmt!qspkfdut!up!cf!gvoefe!cz!pohpjoh!
qsphsbnt!uibu!sfqsftfou!beejujpobm!joqvu!
pqqpsuvojujft!gps!uif!qvcmjd!boe!puifs!fyufsobm!
tublfipmefst/!Uif!#Ofyu!Qsjpsjuz!Qspkfdut#!mjtu!
Ofyu!
Qsjpsjuz!
qfsgpsnbodf!nfbtvsft!cvu!gps!xijdi!gvoejoh!
Qspkfdut
jt!gpsfdbtu!up!cf!vobwbjmbcmf!pwfs!uif!ofyu!31!
zfbst/!
Mbtumz-!uif!wjtjpobsz!nvmujnpebm!ofuxpsl!
Wjtjpobsz!
sfqsftfout!qspkfdut!uibu!tipvme!vmujnbufmz!
Nvmujnpebm!
cf!dpotusvdufe!up!dpnqmfuf!uif!nvmujnpebm!
Ofuxpsl
efwfmpq!qspkfdut-!bttjho!ubtlt-!boe!tfu!qsjpsjujft/!Pg!jnqpsubodf!jt!uif!gpdvt!po!jodpsqpsbujoh!frvjuz!jo!qspdfttft!boe!
voefstfswfe!qpqvmbujpot/!Uif!wjtjpobsz!nvmujnpebm!ofuxpsl!xjmm!cvjme!po!uif!qsjpsjuj{fe!qspkfdut-!qsphsbn!qspkfdut!boe!
ofyu!qsjpsjuz!qspkfdut!bt!sfmbujpotijqt-!qspdfttft-!boe!qspkfdut!bsf!dpdsfbufe/
Uijt!dibqufs!efubjmt!uif!gpvs!sfwfovf!tpvsdft!gps!uif!dbqjubm!qspkfdu!cvehfu!bt!xfmm!bt!uif!ijtupsjd!boe!gpsfdbtu!sfwfovf!
gps!fbdi!tpvsdf/!Gvsuifs-!qpufoujbm!tztufnxjef!qfsgpsnbodf!nfbtvsft!bsf!ejtdvttfe/!Uiftf!nfbtvsft!xjmm!cf!b!qbsu!pg!uif!
boovbm!tjy.zfbs!Usbotqpsubujpo!Jnqspwfnfou!Qsphsbn!)UJQ*!vqebuf/
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!218
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!473
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
Sfwfovf!Tpvsdft
Uif!dbqjubm!qspkfdu!cvehfu!dpotjtut!pg!gpvs!sfwfovf!Tubuf0Mfhjtmbujwf!Bqqspqsjbujpot!.!Pwfs!uif!mbtu!ufo!zfbst-!Lfou!
tpvsdft-!uif!cvtjoftt!'!pddvqbujpo!uby!)C'P*-!hsbout!boe!ibt!sfdfjwfe!puifs!tubuf!tibsfe!sfwfovft!tvdi!bt!ejsfdu!
bqqspqsjbujpot-!usbotqpsubujpo!jnqbdu!gfft-!boe!mpdbm!qspkfdu!mfhjtmbujwf!bqqspqsjbujpot!ps!ejtusjcvujpot!gspn!uif!
jnqspwfnfou!ejtusjdut/!tubuf!nvmujnpebm!bddpvou/!Uif!djuz!xjmm!dpoujovf!up!qvstvf!
uiftf!gvoet!gps!tvjubcmf!qspkfdut/!Usbotqpsubujpo!Jnqbdu!
Gfft!.!Uiftf!bsf!pof.ujnf!dibshft!po!ofx!efwfmpqnfou!
C'P!Uby!.!Cvtjoftt!boe!Pddvqbujpo!)C'P*!Ubyft!bsf!ubyft!
gps!usbotqpsubujpo!tztufn!jnqspwfnfout!sfmbufe!up!uif!
po!b!cvtjofttft!hsptt!sfdfjqut/!Djujft!ibwf!uif!bvuipsjuz!
ofx!efwfmpqnfout!tztufn!jnqbdut/!Gfft!bsf!opu!bmmpxfe!
up!jnqptf!C'P!ubyft!po!cvtjofttft!pqfsbujoh!xjuijo!djuz!
up!fydffe!b!qspqpsujpobuf!tibsf!pg!uif!dptut!pg!uiftf!
mjnjut!jo!beejujpo!up!boz!tubuf!C'P!uby!)SDX!46/32/821*/!
tztufn!jnqspwfnfout!boe!bsf!pomz!vtfe!gps!tztufn!
Uif!Djuz!pg!Lfou!cfhbo!dpmmfdujoh!C'P!ubyft!jo!3124!up!
qbz!gps!dsjujdbm!tusffu!sfqbjst!boe!up!fotvsf!b!tbgf!boe!
efwfmpqnfou/!Jo!beejujpo-!jnqbdu!gfft!dboopu!cf!uif!tpmf!
tpvsdf!pg!gvoejoh!gps!tztufn!jnqspwfnfout!uibu!beesftt!
bsf!vtfe!up!nbudi!hsbout!boe!gvoe!dbqjubm!qspkfdut/
hspxui!jnqbdut/!Usbotqpsubujpo!jnqbdu!gfft-!bt!hpwfsofe!
cz!uif!Hspxui!Nbobhfnfou!Bdu!)HNB*-!nvtu!cf!vtfe!gps!
Hsbout!boe!Bqqspqsjbujpot!.!Gfefsbm-!tubuf-!boe!mpdbm!)Ljoh!
usbotqpsubujpo!dbqjubm!jnqspwfnfout!uibu!qspwjef!ofx!
Dpvouz!Nfusp!boe!Tpvoe!Usbotju*!hsbout!bsf!bwbjmbcmf!
dbqbdjuz-!bt!beesfttfe!cz!b!dbqjubm!gbdjmjujft!qmbo!fmfnfou!pg!
up!ifmq!gvoe!usbotqpsubujpo!qspkfdut!jo!Lfou/!Hsbout!bsf!
b!dpnqsfifotjwf!qmbo!bepqufe!voefs!uif!HNB/!Jnqbdu!gfft!
dpnqfujujwf!boe!uif!djuz!dpnqfuft!xjui!puifs!kvsjtejdujpot!
dboopu!cf!vtfe!up!gvoe!nbjoufobodf!boe!pqfsbujpot!dptut/
cbtfe!po!offe-!qspkfdu!qpufoujbm-!efmjwfsbcjmjuz-!boe!wbmvf/!
Uif!djuz!boujdjqbuft!uibu!gvuvsf!usbotqpsubujpo!qspkfdut!xjmm!
Mpdbm!Jnqspwfnfou!Ejtusjdut!)MJEt*!.!Uiftf!bsf!tqfdjbm!qvsqptf!
bmjho!xjui!dsjufsjb!gps!tubuf!boe!gfefsbm!hsbout/!Beejujpobmmz-!
gvoejoh!nfdibojtnt!uibu!dbo!cf!dsfbufe!cz!djujft!up!
ju!jt!boujdjqbufe!uibu!XTEPU!mpdbm!qsphsbn!hsbout!)tvdi!bt!
Tbgf!Spvuft!up!Tdippmt!boe!Qfeftusjbo!boe!Cjdzdmf!Gvoejoh!
up!gpsn!MJEt!voefs!SDX!46/54!xjuipvu!wpufs!bqqspwbm/!
Qsphsbn*!boe!Usbotju!hsbout!)tvdi!bt!Ljoh!Dpvouz!Nfusp!
MJEt!hfofsbuf!gvoet!cz!jnqmfnfoujoh!qspqpsujpobuf!
Bddftt!up!Usbotju-!Ljoh!Dpvouz!Nfusp!Tqffe!boe!Sfmjbcjmjuz!
Qbsuofstijqt-!boe!Tpvoe!Usbotjut!Bddftt!up!Usbotju*!xjmm!
gspn!jnqspwfnfout/!MJE!sfwfovft!bsf!mjnjufe!jo!uifjs!
cf!qspwjef!jodsfbtjoh!sfwfovf!pwfs!uif!ofyu!31!zfbst/!
uif!tqfdjbm!qvsqptf!bsfb!gps!xijdi!uifz!xfsf!dsfbufe/
5
Chapter123467
Qbhf!219 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!474
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
!Usbotqpsubujpo!Jnqbdu!Gfft;!Sfwfovf!efqfoefou!
Ijtupsjd!Sfwfovf!.!Cfuxffo!3128!boe!3131-!uif!upubm!
po!fdpopnz!xjui!cspbe!qspkfdu!fmjhjcjmjuz/!Uif!Djuz!pg!
dbqjubm!qspkfdu!cvehfu!gspn!uiftf!sfwfovf!tpvsdft!
Lfout!qsphsbn!xbt!bepqufe!jo!3121!boe!ibt!hfofsbufe!
bwfsbhfe!%23/5!njmmjpo!boovbmmz/!Fbdi!gvoejoh!
cfuxffo!%2/8!boe!%3/96!njmmjpo!jo!sfdfou!zfbst/!Evf!up!
tpvsdf!ibt!vojrvf!dibsbdufsjtujdt!jo!ufsnt!pg!
uif!DPWJE!qboefnjd-!UJG!pomz!hfofsbufe!%2/6!njmmjpo!jo!
3131/!
sfwfovf!usfoe!boe0ps!bqqmjdbcjmjuz!up!qspkfdut/
!MJEt;!b!tubcmf!sfwfovf-!cvu!ibwf!mjnjufe!qspkfdu!
!C'P!Uby;!b!tubcmf!sfwfovf!xjui!cspbe!qspkfdu!fmjhjcjmjuz/!
Uijt!jt!uif!nptu!tubcmf!sfwfovf!tpvsdf!xjui!b!sbohf!
gspn!%4/4:!up!%5/54!njmmjpo/!
uibu!gvoe!fyjtujoh!dbqjubm!qspkfdut/!Po!bwfsbhf-!pwfs!
!Hsbout;!dpnqfujujwf!sfwfovf!tpvsdf!cvu!qspkfdut!nvtu!
uif!mbtu!gpvs!zfbst-!MJEt!ibwf!hfofsbufe!bqqspyjnbufmz!
%3!njmmjpo/!Uif!mbtu!MJE!xjmm!fyqjsf!jo!3138/!Up!hfofsbuf!
ijhimz!efqfoefou!po!uif!hsbou!pqqpsuvojujft!bwbjmbcmf!
qpufoujbm!qspkfdut!po!uif!qsjpsjuj{fe!qspkfdu!mjtu!uibu!
hsbou!pqqpsuvojujft!)boe!gvoejoh!bwbjmbcmf*!jo!fwfo!
dpvme!qpufoujbmmz!cf!qbsujbmmz!gvoefe!cz!b!MJE/!
zfbst!uibo!pee!zfbst/!
Ijtupsjd!3128!up!3131!sfwfovf!gps!fbdi!tpvsdf!jt!efubjmfe!jo!
!Bqqspqsjbujpot;!Tqpsbejd!sfwfovf!tpvsdf!gps!sfhjpobmmz!
Ubcmf!25/!
Uijt!ezobnjd!sftvmut!jo!zfbst!xjui!op!bqqspqsjbujpot!
Mpdbm
Usbotqpsubujpo!Jnqspwfnfou
C'P!gps!Dbqjubm!QspkfdutHsbou!boe!Bqqspqsjbujpo!BxbsetJnqbdu!GfftEjtusjdut
43/4&52&26/9&21/:&
Figure 38
Bwfsbhf!Dbqjubm!
Sfwfovf!Tpvsdft31283129312:3131
Qspkfdu!Cvehfu
C'P!gps!Dbqjubm!
!%!5-544-631!!%!5-529-651!!%!4-851-711!!%!4-4:4-981!!%!4-::7-744!
Qspkfdut
Hsbou!boe!
Bqqspqsjbujpo!!%!!834-895!!%!7-257-:23!!%!8-369-794!!%!7-269-299!%!6-182-9:3!
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Usbotqpsubujpo!
!%!2-812-644!!%!2-871-:84!!%!3-961-292!!%!2-5:1-796!%!2-:61-954!
Jnqbdu!Gfft
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!%!2-:8:-684!!%!2-569-375!!%!2-44:-443!!%!!744-84:!!%!2-463-838!
Ejtusjdut
Upubm!%!9-949-521!!%24-895-79:!!%26-299-8:7!!%22-787-593!%23-483-1:5
Table 14
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!21:
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!475
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
31.Zfbs!Gpsfdbtu!Sfwfovf!.!Uif!ijtupsjd!sfwfovf-!gvuvsf!usfoet!
boe!b!qspqptfe!jodsfbtf!pg!uif!Djuzt!jnqbdu!gff!sbuf!
boe!qfoejoh!djuz!bdujpot!xfsf!sfwjfxfe!gps!fbdi!dbqjubm!
up!gvoe!npsf!qspkfdu!efmjwfsz/!Uif!jodsfbtf!jo!uif!sbuf!
qspkfdu!gvoejoh!tpvsdf/!Uif!djuz!boujdjqbuft!uif!gpmmpxjoh;
xjmm!csjoh!uif!Djuzt!jnqbdu!gff!sbuf!jo!mjof!xjui!puifs!
jo!Tpvui!Ljoh!Dpvouz!boe!uif!Qvhfu!Tpvoe!sfhjpo/!
!Dbqjubm!qspkfdu!gvoet!gspn!uif!C'P!uby!jt!boujdjqbufe!
Vqebujoh!uif!qsphsbn!sfrvjsft!Dpvodjm!bqqspwbm!boe!
up!efdmjof!tmjhiumz!pwfs!uif!ofyu!31!zfbst/!Uif!boovbm!
uif!gfft!xpvme!cf!dpmmfdufe!gspn!efwfmpqnfou-!opu!
dpousjcvujpo!pg!C'P!gvoet!jt!qspkfdufe!up!cf!%4/6!
uif!hfofsbm!qpqvmbujpo/!Uif!boovbm!dpousjcvujpo!pg!
njmmjpo/
usbotqpsubujpo!jnqbdu!gfft!jt!qspkfdufe!up!cf!%4/3!
njmmjpo/
!Dbqjubm!qspkfdu!gvoet!gspn!hsbout!boe!bqqspqsjbujpot!
jt!fyqfdufe!up!cf!sfmbujwfmz!tufbez<!ipxfwfs-!uifsf!bsf!
!Dbqjubm!gvoet!gspn!mpdbm!jnqspwfnfou!ejtusjdut!bsf!
fyqfdufe!up!jodsfbtf!pwfs!uif!ofyu!31!zfbst/!Uif!Njmjubsz!
Bmm!hsbout!bsf!cfdpnjoh!jodsfbtjohmz!dpnqfujujwf/!
Spbe!boe!243oe!Bwf!TF!dpssjepst!bt!xfmm!bt!nvmujqmf!
Mpdbm!hsbout!bsf!b!sfmbujwfmz!ofx!gvoejoh!tpvsdf/!Xijmf!
Lfou!qspkfdut!ibwf!cffo!dpnqfujujwf-!uif!bxbset!ufoe!
gspn!uijt!tpvsdf/!Uif!boovbm!dpousjcvujpo!pg!mpdbm!
up!cf!tnbmmfs!uibo!tubuf!boe!gfefsbm!hsbou!bxbset/!Bu!
jnqspwfnfou!ejtusjdut!jt!qspkfdufe!up!cf!%2/6!njmmjpo/
uif!tubuf!mfwfm-!Lfou!qspkfdut!bsf!dpnqfujujwf-!cvu!uif!
dsjufsjb!bsf!jodsfbtjohmz!qspkfdu!boe!hfphsbqijd!mpdbujpo!
Uif!bwfsbhf!boovbm!dbqjubm!cvehfu!gps!uif!31.zfbs!qmbo!jt!
efqfoefou/!Bu!uif!gfefsbm!mfwfm-!dsjufsjb!gps!Qvhfu!
%23/8!njmmjpo-!b!3/7&!jodsfbtf!gspn!uif!3128.3131!boovbm!
Tpvoe!Sfhjpobm!Dpvodjm!)QTSD*!hsbou!dpnqfujujpot!bsf!
jodsfbtjohmz!gpdvtfe!po!qspkfdut!jo!boe!dpoofdujoh!
bwfsbhf/!Ubcmf!26!efubjmt!uif!boovbm!boe!31.zfbs!Dbqjubm!
up!Sfhjpobm!Hspxui!Dfoufst!boe!Nbovgbduvsjoh!boe!
Qspkfdu!Cvehfu!gps!uif!31.zfbs!qmbo/!
Joevtusjbm!Dfoufst/!Lfou!ibt!pof!Sfhjpobm!Hspxui!Dfoufs!
jo!qbsu!pg!Epxoupxo!boe!pof!Nbovgbduvsjoh!boe!
Joevtusjbm!Dfoufs!jo!qbsu!pg!uif!Lfou!Joevtusjbm!Wbmmfz/!
Qsjpsjuj{fe!Qspkfdut
Gfefsbm!hsbout!ufoe!up!cf!ijhifs!bnpvout-!cvu!pomz!
b!qpsujpo!pg!qsjpsjuj{fe!qspkfdut!xjmm!cf!dpnqfujujwf/!
Uif!qsjpsjuj{fe!qspkfdut!bsf!uif!qspkfdut!uif!Djuz!pg!Lfou!
Evf!up!uif!jodsfbtfe!dpnqfujujwfoftt!boe!mfwfm!pg!
boujdjqbuft!gvoejoh!pwfs!uif!31.zfbs!qmbo/!B!dptu!ftujnbuf!
vodfsubjouz-!uif!boovbm!hsbou!boe!bqqspqsjbujpot!
xbt!efwfmpqfe!gps!fbdi!pg!uif!:7!qspkfdut!po!uif!qsjpsjuj{fe!
gpsfdbtu!gps!uif!ofyu!31!zfbst!jt!qspkfdufe!up!cf!%5/6!
qspkfdu!mjtu/!Uif!upubm!dptu!ftujnbuf!gps!uif!qsjpsjuj{fe!qspkfdut!
njmmjpo/!Uif!boovbm!gpsfdbtu!xjmm!cf!qfsjpejdbmmz!
fwbmvbufe!up!fwbmvbuf!usfoet/
jt!bmjhofe!xjui!uif!31.zfbs!gpsfdbtu!dbqjubm!qspkfdu!cvehfu!
gps!uif!qmbo!)%365!njmmjpo*/!Uif!qsjpsjuj{fe!qspkfdut!dbo!cf!
!Dbqjubm!qspkfdu!gvoet!gspn!usbotqpsubujpo!jnqbdu!gfft!
sfwjfxfe!jo!Bqqfoejy!J/!
jt!fyqfdufe!up!jodsfbtf!pwfs!uif!31.zfbs!qmbo/!Uif!djuz!
jt!jo!uif!qspdftt!pg!vqebujoh!uif!Usbotqpsubujpo!Jnqbdu!
Gff!qsphsbn!bt!qbsu!pg!uijt!UNQ/!Lfz!sfwjtjpot!jodmvef!
vqebujoh!uif!qspkfdu!mjtu!up!gvoe!npsf!nvmujnpebm!
Mpdbm
Usbotqpsubujpo!Jnqspwfnfou
C'P!gps!Dbqjubm!QspkfdutHsbou!boe!Bqqspqsjbujpo!BxbsetJnqbdu!GfftEjtusjdut
38/7&46/5&36/3&22/9&
Figure 39
Gvoejoh!TpvsdfBoovbm!Bnpvou31.Zfbs!Ftujnbuf
C!'!P!Uby%4-611-111!%81-111-111
Hsbout!'!Bqqspqsjbujpo!Bxbset%5-611-111!%:1-111-111
Usbotqpsubujpo!Jnqbdu!Gfft%4-311-111%75-111-111
Mpdbm!Jnqspwfnfou!Ejtusjdut%2-611-111%41-111-111
Upubm%23-811-111%365-111-111
Table 15
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
5
Chapter123467
Qbhf!221 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!476
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
UEN!Tusbufhjft
!Usbotqpsubujpo!Efnboe!Nbobhfnfou!)UEN*
Uiftf!bsf!wbsjpvt!xbzt!uibu!dpnnvufst!dbo!usbwfm!up!xpsl!
Uijt!qmbo!ibt!uivt!gbs!gpdvtfe!po!dpnqmfujoh!Lfout!
boe!joejwjevbmt!dbo!usbwfm!gps!puifs!qvsqptft!uibu!sfevdf!uif!
nvmujnpebm!usbotqpsubujpo!ofuxpsl!wjb!uif!mbzfsfe!ofuxpsl!
ovncfs!pg!tjohmf!pddvqbodz!usjqt;
bqqspbdi/!Uif!ofuxpsl!qspqptfe!gps!fbdi!npef!sfqsftfout!
uif!tvqqmz!tjef!pg!uif!usbotqpsubujpo!ofuxpsl/!Uif!
Usbotju!Tfswjdf!.!Qvcmjd!usbotju!pqujpot!bsf!qspwjefe!cz!cpui!
pqqptjuf!tjef!pg!uif!dpjo!jt!uif!efnboe!gps!uif!nvmujnpebm!
Tpvoe!Usbotju!boe!Ljoh!Dpvouz!Nfusp/!Jo!tpnf!bsfbt!pg!
usbotqpsubujpo!ofuxpsl/!Uif!efnboe!tjef!jt!beesfttfe!xjui!
UEN/!
uzqft/!Pwfs!uif!ofyu!6!zfbst-!usbotju!pqujpot!xjmm!fyqboe!up!
Uif!dpodfqu!pg!UEN!ibt!fwpmwfe!gspn!b!gpdvt!po!dpnnvufst!
jodmvef!uxp!Tpvoe!Usbotju!mjol!mjhiu!sbjm!tubujpot!po!Lfout!
boe!tusbufhjft!gps!sfevdjoh!efnboe!bu!qfbl!ujnft!up!b!gpdvt!
Xftu!Ijmm!boe!SbqjeSjef!J!xijdi!dpoofdut!Sfoupo!up!Bvcvso!
po!nbyjnj{joh!uif!npebm!dipjdft!pg!bmm!usbwfmfst!boe!usjq!
wjb!Lfout!Fbtu!Ijmm!boe!Lfou!Tubujpo/!Cpui!Tpvoe!Usbotju!
uzqft/!Uif!tijgu!jodmveft!b!cspbefs!tfu!pg!ejwfstf!tusbufhjft!
boe!Ljoh!Dpvouz!Nfusp!bsf!hspxjoh!qsphsbnt!up!jodsfbtf!
up!beesftt!nboz!usjq!uzqft!boe!dipjdft/!Gfefsbm!Ijhixbz!
bddftt!up!usbotju!up!jodsfbtf!npcjmjuz!gps!voefstfswfe!
qpqvmbujpot/!Beejujpobmmz-!Nfusp!ibt!nbef!tusjeft!jo!dp.
dsfbujoh!uif!usbotju!ofuxpsl!jo!tpvui!Ljoh!Dpvouz!up!
Nbobhjoh!efnboe!jt!bcpvu!qspwjejoh!usbwfmfst-!
cfuufs!nffu!uif!offet!pg!voefstfswfe!qpqvmbujpot/
sfhbsemftt!pg!xifuifs!uifz!esjwf!bmpof-!xjui!usbwfm!
dipjdft-!tvdi!bt!xpsl!mpdbujpo-!spvuf-!ujnf!pg!usbwfm!boe!
Wboqppm!boe!Sjeftibsf!Qsphsbnt!.!Lfou!qbsuofst!xjui!Ljoh!
npef/!Jo!uif!cspbeftu!tfotf-!efnboe!nbobhfnfou!jt!
Dpvouz!Nfusp!gps!wboqppmt!boe!sjeftibsf!tpmvujpot!qsjnbsjmz!
gps!dpnnvuf!usjqt!uipvhi!puifs!usjq!qvsqptft!tvdi!bt!up!
jnqspwf!usbwfm!sfmjbcjmjuz/!
tdippm!bsf!cfjoh!fyqmpsfe/!Uif!wboqppm!qsphsbn!sfrvjsft!b!
njojnvn!pg!6!boe!b!nbyjnvn!pg!26!joejwjevbmt!qfs!wfijdmf!
Uif!fnqibtjt!jt!po!qfstpobm!npcjmjuz!sbuifs!uibo!wfijdvmbs!
npcjmjuz/!Po!uif!tvqqmz!tjef-!UEN!tusjwft!up!usfbu!spbexbz-!
usbotju-!cjdzdmf!gbdjmjujft!boe!tjefxbml!dbqbdjuz!bt!wbmvbcmf-!
mbtu!njmf!dpoofdujwjuz!up!boe!gspn!b!usbotju!tfswjdft!up!uif!
mjnjufe!bttfut!up!cf!dbsfgvmmz!nbobhfe/!UEN!tusbufhjft!uibu!
fnqmpzfs!tjuf/!Nfusp!ibt!cfhvo!mppljoh!bu!xbzt!up!nblf!
tusjwf!up!nbobhf!uif!efnboe!po!uif!mjnjufe!nvmujnpebm!
bddftt!wboqppmt!boe!dbsqppmt!npsf!frvjubcmf-!obnfmz-!ipx!
usbotqpsubujpo!ofuxpsl!jodmvef-!fodpvsbhjoh!sjef!tibsjoh!
up!mpxfs!uif!cbssjfs!pg!fousz!gps!voefstfswfe!qpqvmbujpot/!
)dbs.!boe!wboqppmjoh*<!qspwjejoh!bmufsobujwf!npef!tvctjejft!
Xbmljoh0Cjljoh!.!Fwfsz!usjq!cfhjot!boe!foe!xjui!xbmljoh/!Uif!
boe!dpnqsfttfe!xpsl!xfflt<!fodpvsbhjoh!bdujwf!pqujpot<!
fyjtujoh!qfeftusjbo!ofuxpsl!tvqqpsut!xbmljoh!gps!nboz!usjq!
boe!fogpsdjoh!qbsljoh!gfft0sftusjdujpot/
uzqft!qbsujdvmbsmz!jo!bsfbt!xjui!ijhifs!efotjuz-!njyfe!vtft/!
Puifs!UEN!tusbufhjft!dbo!sbohf!gspn!tjnqmf!nbslfujoh!
Nfusp!boe!Tpvoe!Usbotju!cvtft!boe!usbjot!bsf!frvjqqfe!up!
qsphsbnt!up!dpnqmfy!mboe!vtf!efdjtjpot/!Djuz!mboe!vtf!
bddpnnpebuf!qbttfohfst!xjui!cjdzdmft/!Cjdzdmjoh!jt!pgufo!
qpmjdjft!dbo!sfevdf!efqfoefodf!po!qsjwbuf!bvupnpcjmf!
b!wjbcmf!npef!gps!dpnnvufst!xip!bsf!mpdbufe!gvsuifs!
uibo!xbmljoh!ejtubodf!gspn!usbotju!tfswjdft!boe!xiptf!
mboe!vtf!efwfmpqnfou!qbuufsot/!Mboe!vtf!efotjujft-!njyfe.
vtf!bdujwjuz-!vscbo!eftjho-!usbotju!tubujpo!bsfbt!boe!puifs!
uif!qfeftusjbo!boe!cjdzdmjoh!ofuxpslt!bsf!dpotusvdufe!boe!
dpodfousbufe!qpjout!pg!bdujwjuz!tvqqpsu!gsfrvfou!usbotju!
efwfmpqnfou!pddvst!jo!bsfbt!xjui!mboe!vtf!qpmjdjft!uibu!
tfswjdf!boe!qfeftusjbo!gbdjmjujft!gps!dfoufst!boe!bmpoh!nbkps!
fodpvsbhf!efotjuz!boe!njyfe!vtf-!uiftf!npebm!pqujpot!bsf!
usbwfm!dpssjepst/!Uif!djuzt!UEN!qsphsbn!jt!gpdvtfe!po!
boujdjqbufe!up!jodsfbtf!jo!wjbcjmjuz!boe!qsfwbmfodf/!Nboz!
nbyjnj{joh!bmufsobujwf!npef!pqujpot!gps!bmm!usbwfmt/
pg!uif!qsjpsjuj{fe!qspkfdut!boe!qpmjdjft!boe!bdujpot!jo!uijt!
qmbo!qspwjef!hvjebodf!boe!ofyu!tufqt!up!cpui!jodsfbtf!uif!
qfeftusjbo0cjdzdmjoh!ofuxpslt!boe!jodsfbtf!uif!buusbdujwfoftt!
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
boe!wjbcjmjuz!pg!xbmljoh0cjljoh!bt!npebm!pqujpot!gps!usjqt/!
Qbhf!222
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!477
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
Bmufsobujwf!Xpsl!Tdifevmft!.!
Cvtjofttft!dbo!qspwjef!dpwfsbhf!gps!beejujpobm!ipvst-!boe!fnqmpzfft!bsf!bcmf!up!xpsl!uifjs!tdifevmft!
UEN!Tusbufhjft!boe!uif!DPWJE.2:!Qboefnjd
Gmfyujnf;!Fnqmpzfft!xpsl!b!tfu!ovncfs!pg!
Uxp!UEN!tusbufhjft!rvjdlmz!bepqufe!evsjoh!uif!DPWJE.2:!qboefnjd!xfsf!
ipvst!xjui!tubsu0foe!ujnft!boe!ebzt!pg!uif!
ufmfxpsl!boe!bmufsobujwf!xpsl!tdifevmft/!Uiftf!tusbufhjft!gbdjmjubufe!uxp!
xffl!bhsffe!vqpo!cz!uif!fnqmpzfs/!
pckfdujwft-!qspufdujoh!uif!ifbmui!pg!fnqmpzfft!boe!efdsfbtjoh!efnboe!po!
uif!usbotqpsubujpo!ofuxpsl/!Lfou!jnqmfnfoufe!ufmfxpsl!vtjoh!fyjtujoh!
Dpnqsfttfe!xpsl!xffl;!Fnqmpzfft!xpsl!gfxfs!
ufdiopmphz!boe!mfwfsbhjoh!sftpvsdft!up!dpoujovf!up!tvqqpsu!jut!dvtupnfst!
ebzt!cz!xpsljoh!mpohfs!tijgut-!sfevdjoh!uifjs!
upubm!WNU!cz!dpnqmfufmz!fmjnjobujoh!b!usjq/!
gbdjmjujft/!Uiftf!efqbsunfout!bepqufe!tubhhfsfe!tijgut!uibu!beifsfe!
up!qvcmjd!tbgfuz!hvjefmjoft!pg!tpdjbm!ejtubodjoh!boe!sfevdfe!dbqbdjuz!jo!
Tubhhfsfe!tijgut;!Fnqmpzfft!tubsu!boe!foe!uifjs!
fodmptfe!bsfbt/
xpslebz!pvutjef!uif!qfbl!qfsjpet/
5
Chapter123467
Qbhf!223 ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!478
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
Tjodf!2::4-!uifsf!ibwf!cffo!nboz!dibohft!jo!uif!Qvhfu!
Ufmfdpnnvujoh!boe!Sfnpuf!Xpsljoh!.!Jo!uif!Qvhfu!Tpvoe!
Tpvoe!Sfhjpo/!Kpc!hspxui!ibt!fyqmpefe!jo!Ljoh!Dpvouz!jo!
sfhjpo-!gvmm.ujnf!boe!qbsu.ujnf!ufmfdpnnvujoh!ibt!jodsfbtfe!
sfdfou!zfbst-!bmuipvhi!nptu!pg!uif!sftjefoujbm!qpqvmbujpo!
pwfs!uif!mbtu!efdbef/!Uif!DPWJE!qboefnjd!ibt!gpsdfe!nboz!
hspxui!ibt!pddvssfe!pvutjef!pg!Ljoh!Dpvouz/!DUS!fnqmpzfft!
bsf!dpnnvujoh!hsfbufs!ejtubodft-!fyufoejoh!uif!ipvst!pg!
jnqmfnfou!ufmfxpsl!gps!fnqmpzfft!uibu!dbo!xpsl!sfnpufmz/!
qfbl!dpohftujpo/!Dvssfoumz-!Lfout!DUS!qsphsbn!tfswft!36!
Up!gbdjmjubuf!uijt!tijgu-!vojrvf!tpmvujpot!xfsf!jnqmfnfoufe!
xpsl!tjuft!qspwjejoh!tvqqpsu!up!pwfs!26-111!fnqmpzfft/!
up!beesftt!ufdiopmphz!boe!sftpvsdf!cbssjfst/!Uif!mfwfm!
Uif!Djuzt!DUS!Qsphsbn!bdujwfmz!fohbhft!xjui!cvtjofttft!
pg!ufmfxpsl!jt!boujdjqbufe!up!efdmjof!bt!uif!uisfbu!pg!uif!
joufsftufe!jo!uif!DUS!Qsphsbn/
Lfout!DUS!Qsphsbn!.!Uif!djuz!nbobhft!jut!DUS!qsphsbn!
ijhifs!mfwfmt!pg!ufmfxpsl!uibo!cfgpsf!uif!qboefnjd/
qspbdujwfmz!cz!qspwjejoh!qvcmjd!pvusfbdi!up!uif!foujsf!
cvtjoftt!dpnnvojuz-!opu!kvtu!uif!cvtjofttft!sfrvjsfe!cz!
Dpnnvuf!Usjq!Sfevdujpo!)DUS*!Qsphsbn
mbx!up!qbsujdjqbuf!jo!uif!DUS!qsphsbn/!Lfout!DUS!qsphsbn!
qspwjeft!jogpsnbujpo!boe!dpoofdujpot!gps!fnqmpzfft!up!
DUS!Qsphsbn!Pwfswjfx!.!Jo!2::2-!uif!Xbtijohupo!Tubuf!
mfhjtmbuvsf!qbttfe!uif!Dpnnvuf!Usjq!Sfevdujpo!)DUS*!
tdifevmft-!dpnqsfttfe!xpsl!xfflt-!ufmf.xpsljoh-!usbotju-!
boe!sjeftibsjoh/!Uif!djuz!bmtp!bdujwfmz!dppsejobuft!xjui!usbotju!
efdsfbtf!gvfm!dpotvnqujpo/!Jo!3117-!uif!Xbtijohupo!
pshboj{bujpot!tvdi!bt!Ljoh!Dpvouz!Nfusp!uibu!benjojtufs!
Tubuf!Mfhjtmbuvsf!qbttfe!uif!Dpnnvuf!Usjq!Sfevdujpo!
nbslfujoh!dbnqbjhot!tvdi!bt!Xiffm!Pqujpot-!Sjeftibsf-!boe!
uif!Dpnnvufs!Dibmmfohf/
usbotqpsubujpo!tztufn!cz!gpdvtjoh!po!uif!nptu!dpohftufe!
bsfbt!pg!uif!tubuf!boe!jodsfbtjoh!uif!qmboojoh!dppsejobujpo!
DUS!Hvjefmjoft
cfuxffo!mpdbm-!sfhjpobm-!boe!tubuf!pshboj{bujpot/!
Uif!Xbtijohupo!Tubuf!DUS!Mbx!jt!vomjlf!nboz!pg!uif!sfrvjsfe!
usjq!sfevdujpo!qsphsbnt!ftubcmjtife!jo!puifs!tubuft!uispvhi!
Fnqmpzfst!xjui!211!ps!npsf!gvmm.ujnf!fnqmpzfft!
)tdifevmfe!46,!ipvst0xffl*!uibu!cfhjo!uifjs!
gfefsbm!bjs!qpmmvujpo!sfhvmbujpot/!Xbtijohupot!DUS!qsphsbn!
xpslebz!cfuxffo!7;11!b/n/!boe!:;11!b/n/!bu!
sfmjft!po!b!qbsuofstijq!cfuxffo!uif!qvcmjd!boe!qsjwbuf!
mfbtu!uxp!ebzt!b!xffl!bu!b!tjohmf!xpsltjuf!gps!23!
tfdupst!up!nblf!qsphsftt!upxbset!nffujoh!hpbmt/!Uif!DUS!
dpoujovpvt!npouit!pg!uif!zfbs/
qsphsbn!jt!cbtfe!po!dppqfsbujpo!boe!dpmmbcpsbujpo!sbuifs!
uibo!b!qvojujwf!bqqspbdi!benjojtufsfe!cbtfe!po!sfhvmbujpo!
Xibu!jt!sfrvjsfe!gps!DUS!Jnqbdufe!Fnqmpzfs@
boe!fogpsdfnfou/!Uif!DUS!mbx!jt!jodpsqpsbufe!joup!uif!
!Bqqpjou0nbjoubjo!bo!Fnqmpzff!
Xbtijohupo!Tubuf!Dmfbo!Bjs!Bdu/!Uif!Djuz!pg!Lfou!bepqufe!jut!
Usbotqpsubujpo!Dppsejobups!)FUD*!up!cf!uif!
DUS!psejobodf!)Psejobodf!Op/!4585*!jo!2:::/!
dpoubdu!cfuxffo!uif!fnqmpzfs!boe!uif!djuz/!
Bt!uif!Tubuf!pg!Xbtijohupot!qpqvmbujpo!ibt!hspxo-!uif!offe!
!Cjboovbmmz!tvcnju!b!qsphsbn!sfqpsu!up!uif!
gps!UEN!tusbufhjft-!jnqmfnfoufe!uispvhi!qsphsbnt!mjlf!DUS-!
djuz!gps!sfwjfx0!bqqspwbm/
!
dpnqbojft!up!xpsl!xjui!uifjs!fnqmpzfft!up!sfevdf!esjwf.
xjui!uif!djuz/
bmpof!boe!wfijdmf!njmft!usbwfmfe!)WNU*!sbuft/!Tjodf!uif!tubsu!pg!
uif!DUS!qsphsbn-!uif!pwfsbmm!Tubuf!tjohmf!pddvqbodz!wfijdmf!
!Cjboovbmmz!dpoevdu!b!DUS!fnqmpzff!tvswfz!up!
)TPW*!sbuf!ibt!sfnbjofe!dpotubou!fwfo!uipvhi!uif!wpmvnf!
nfbtvsf!uifjs!fnqmpzfft(!esjwf!bmpof!sbuft!
pg!dpnnvufst!ibt!jodsfbtfe-!xijdi!joejdbuft!dpnnvufst!bsf!
dipptjoh!bmufsobujwf!npeft!pg!usbotqpsubujpo/
Buubdinfou;!UNQ!Fyi!2`321316!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbhf!224
ESBGU!!Kbovbsz!3132
Qbdlfu!Qh/!479
5/M/c
Lfou!UNQ!.!ESBGU
Dibqufs!!18!}!Jnqmfnfoubujpo
UEN!boe!Usbotqpsubujpo!Tztufn!Qfsgpsnbodf!.!
pg!uif!fyjtujoh!nvmujnpebm!usbotqpsubujpo!ofuxpsl/!Jo!uif!gvuvsf-!qbjsjoh!uif!dpotusvdujpo!pg!usbotqpsubujpo!
ujnf/!Usbdljoh!qsphsftt!po!jnqmfnfoujoh!UEN!tusbufhjft!xjmm!cf!jodpsqpsbufe!joup!uif!tztufnxjef!
qfsgpsnbodf!nfbtvsft!efwfmpqfe!gps!uif!Tjy.Zfbs!Usbotqpsubujpo!Jnqspwfnfou!Qsphsbn!)UJQ*/
!Tztufnxjef!Qfsgpsnbodf!Nfbtvsft
Tztufnxjef!qfsgpsnbodf!nfbtvsft!)ps!
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voefstuboe!ipx!qsphsftt!po!qspkfdut!boe!
qpmjdjft!usbotmbuft!joup!qsphsftt!po!uif!
Qspkfdu!EfwfmpqnfouHspxui!Bdu!Nbobhfnfou
Qspkfdu!EfwfmpqnfouHspxui!Bdu!Nbobhfnfou
bepqufe!hpbmt/!Uif!nfbtvsft!bsf!vtfe!bt!
difdlqpjout!up!voefstuboe!xifsf!qsphsftt!
jt!pddvssjoh!boe!opu!pddvssjoh!up!sfbdi!uif!
hpbmt!pg!Dpoofdujwjuz!boe!Pqujpot-!Tbgfuz!
QspkfduSfhjpobm!'!Dpvouszxjef
QspkfduSfhjpobm!'!Dpvouszxjef
Qfsgpsnbodf!NfbtvsftQmboojoh!Qpmjdjft
boe!Ifbmui-!Tufxbsetijq-!Tusbufhz!boe!
Qfsgpsnbodf!NfbtvsftQmboojoh!Qpmjdjft
Qmbdfnbljoh/!Uif!31.zfbs!qmbo!jt!b!mjwjoh!
qmbo-!boe!uif!qmbo!qfsgpsnbodf!nfbtvsf!
qspwjef!uif!ebub!up!voefstuboe!pvs!qsphsftt!
Qsjpsjuj{fe!QspkfdutQpmjdjft!'!Bdujpot
Qsjpsjuj{fe!QspkfdutQpmjdjft!'!Bdujpot
boe!jg!sfejsfdujpo!jt!ofdfttbsz!up!sfbdi!uif!
bepqufe!hpbmt/!Qvcmjd!pvusfbdi!ftqfdjbmmz!
xjui!voefstfswfe!qpqvmbujpot!xbt!b!dsjujdbm!
Qmbo
Qmbo
dpnqpofou!pg!efwfmpqjoh!uijt!qmbo!boe!xjmm!
Qfsgpsnbodf
Qfsgpsnbodf
cf!b!dpnqpofou!pg!gvuvsf!vqebuft!bt!b!sftvmu!
Nfbtvsft
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Memorandum
Date: November 22, 2019 (Last updated January 11, 2021)
To: April Delchamps, City of Kent
From: Marissa Milam and Emily Alice Gerhart, Fehr & Peers
Subject: City of Kent Transportation Master Plan: Needs Assessment
SE18-0647.02
The City of KentÔs Transportation Master Plan (TMP) will provide a framework to guide
transportation investments over the next 20-30 years in accordance with the communityÔs vision
and goals. The TMP will include both short- and long-range strategies (programs, policies, and
project recommendations) that will advance the development of an integrated multi-modal
transportation system in Kent. This needs assessment provides an overview of KentÔs transportation
context, including existing and planned conditions, to frame the key transportation opportunities
and challenges in Kent.
This memo is based on recent transportation data collection, review of existing plans, discussions
with key stakeholders, and engagement with members of the public. It serves as a compilation of
our current understanding of multimodal transportation needs. One aspect of this needs
assessment that has yet to be completed is developing travel demand forecasts based on
anticipated growth and planned regional transportation investments. Our team will continue to
investigate additional transportation needs that are identified by our modeling analysis, as well as
financial opportunities available to fund those improvements in early 2020.
KentProfile
The City of Kent adopted its current Comprehensive Plan in January 2015. The following
characteristics, summarized from the PlanÔs introduction, highlight those unique attributes of the
City that are especially relevant to the development of the TMP.
Kent is located in the Puget Sound region, about 20 miles southeast of Seattle. The City boundary
is shown in Figure 1. Kent is bordered by Tukwila and Renton to the north; Auburn, Federal Way,
and unincorporated King County to the south; SeaTac and Des Moines to the west, and Covington
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1001 4th Avenue | Suite 4120 | Seattle, WA 98154 | (206) 576-4220 | Fax (206) 576-4225
www.fehrandpeers.com
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and unincorporated King County to the east. The eastern border of the City is mostly coincident
with King CountyÔs Urban Growth Area boundary. The City was incorporated over 100 years ago in
1890 and has evolved into a hub of high-tech manufacturing and aerospace.
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Figure1:CityofKentBoundary
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Demographics
As of 2018, KentÔs population is over 129,000; most of KentÔs residents are concentrated in the east
and west portions of the City. The areas north of Meeker Street and along Kent-Kangley Road have
1
the densest populations. Kent is diverse in multiple aspects including race, ethnicity, and
educational attainment. When race and ethnicity are reviewed together, Kent is a majority-minority
city with 54 percent of the population identifying as Hispanic, Latino, or non-White. 16 percent of
the population identifies as Hispanic or Latino, 20 percent as Asian alone, and 11 percent as Black
or African American alone. Notably, the percentage of foreign-born residents, citizens and non-
citizens, and languages spoken at home reflects the CityÔs diversity, which poses challenges for
developing and implementing a TMP. Nearly 29 percent of Kent residents were born outside of the
2
United States with just under 50 percent being naturalized citizens. Nearly 40 percent of residents
speak a language other than English at home with two thirds of the languages being Spanish or
3
Asian/Pacific Islander languages. The language barrier not only makes public outreach related to
developing the TMP more challenging but can also impede these groupsÔ ability to take full
advantage of the transportation system, such as navigating regional transit and interpreting
transportation wayfinding signs.
Kent residents also reflect a range of educational and economic backgrounds. The US Census 2011-
2016 American Community Survey shows that 74 percent of Kent residents over age 25 are high
school graduates (including equivalency), and 24 percent have a bachelorÔs degree or higher. The
median age in Kent is 34 years old, 11 percent of residents are 65 years or older and 27 percent are
age 19 and below.
Just over 10 percent of KentÔs population is defined as disabled according to the US Census 2011-
2016 American Community Survey. Approximately 15 percent of the population lives below the
poverty level and nearly 45 percent of occupied housing units are renter occupied. The median
household income for renter occupied housing units is $39,390 versus $86,545 for owner occupied
housing units. While renting itself is not directly correlated to the use of transit, higher densities of
affordable and multi-family housing are generally correlated with the number of residents that are
dependent on transit. Appendix A displays the population characteristics of the City of Kent.
1
2013-2017 American Community Survey, U.S. Census BureauÔs American Community Survey Office.
2
2013-2017 American Community Survey, U.S. Census BureauÔs American Community Survey Office.
3
2013-2017 American Community Survey, U.S. Census BureauÔs American Community Survey Office.
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ExistingLandUse
Kent covers approximately 34 square miles and is comprised of distinct areas with varying land
uses, as illustrated in Figure 2. The City has grown in the last few decades by a series of annexations,
each of which contains neighborhoods built under various King County development and roadway
design standards that existed between the 1960s and the 2000s. Panther Lake was most recently
annexed in 2010. This predominantly single-family residential area added roughly 5 square miles
to the northeast portion of the City. Incorporating these development patterns into KentÔs existing
suburban and industrial character presents challenges for providing a unified and consistent
transportation system as the City becomes more urbanized and increased regional development
adds pressure on the transportation system.
According to the CityÔs 2015 Comprehensive Plan, the majority of land use in Kent remains single
family (between four and eight housing units per acre). This suburban pattern of development is
predominantly found in the east and west hills of Kent. Multifamily housing and mixed-use
developments are bringing increased density to the downtown urban core and adjacent
neighborhoods as well as along major corridors. In addition, higher density mixed-use
developments are planned through subarea plans in designated growth areas near future transit
projects such as light rail and rapid ride lines.
Commercial land uses remain primarily concentrated within the downtown core and along major
roadway corridors, including SR 99, I-5, East Valley Highway, Kent-Kangley Road, and SE 240th
Street. Surrounding the downtown and along SR 99 much of the commercial land is mixed use
providing links to transit. The bulk of the industrial and manufacturing uses are located in the
northern portion of the Kent valley.
A small portion of Kent, primarily along the southern portion of SR 167 remains agricultural. Parks
and open space are located throughout the City, and include the Green River Trail, Soos Creek Trail
and the Green River Natural Resource Area.
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Figure2:CityofKentLandUseMap(2019)
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PlanningContext
The City of Kent has a number of plans and policies that help to define future development in Kent.
Some of these plans, such as the Downtown Subarea Action Plan, Midway Subarea Plan, and Meet
Me on Meeker focus on development in certain areas or corridors within the City. Other plans focus
on specific City services, such as the Parks and Open Space Plan. Overarching these smaller plans,
the 2015 Comprehensive Plan is the guiding document for City staff and elected officials in making
decisions regarding capital project funding, development regulations, and guiding principles for
growth in Kent through 2035.
Comprehensive Plan (2015)
The City of KentÔs Comprehensive Plan was developed in 2015 and lays out the cityÔs vision for 2035
and provides goals and policies for achieving it through items such as jobs and services, housing,
4
parks and recreational opportunities, transportation network, and sustainable funding. The
Transportation Element of the plan is key to achieving KentÔs overall goal of providing a balanced,
multimodal transportation system that supports current and projected land use and provides an
adequate level of transportation service. It also provides guidance for development review and
approval, land use and zoning decisions and continuing transportation and maintenance programs.
Downtown Subarea Action Plan (2013)
In 2013, the City adopted the Downtown Subarea Action Plan (DSAP). This plan spurred from the
Puget Sound Regional Council (PSRC) designation of the downtown as an Urban Growth Center.
The downtown is comprised of a historic core surrounded by mixed-use developments, high density
housing and a commercial center around Kent Station. This area is considered a prime location for
increased development and the promotion of a robust economic, social and cultural hub.
Challenges to be addressed include managing the areaÔs mode split to allow for increased active
transportation (walking and biking) while managing auto, truck and freight capacity. Figure 3 shows
the study area for the DSAP.
4
City of Kent. City of Kent Comprehensive Plan. 2015.
https://www.kentwa.gov/home/showdocument?id=6407
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Figure 3: Downtown Subarea Plan
Specific aspects of the DSAP that are relevant to the TMP include:
¤Provide for a safe and efficient multimodal transportation system to and within
Downtown, in support of existing land uses and anticipating growth in households and
5
employment.
¤Prioritize high-density, mixed-use, multimodal transportation -oriented development.
¤Provide an enhanced, safe pedestrian and bicycle network that serves those traveling
within and connecting to the downtown core.
¤Addresses parking management to ensure access for all users and defines ways to
support heavy rail traffic within downtown while mitigating negative impacts from at-
grade train travel throughout the community.
5
City of Kent. Downtown Subarea Action Plan. November 2013.
https://www.kentwa.gov/home/showdocument?id=4854
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Midway Subarea Plan (2011)
In 2011, the Kent and Des Moines City Councils adopted the Midway Subarea Plan to prepare the
SR 99 Corridor and the surrounding neighborhoods for development of high capacity light rail
transit. The joint plan addresses design guidelines, development regulations and incentives, capital
investments, and other public and private strategies along Pacific Highway South within the Midway
subarea. Kent has established two Transit Community Districts and one transit adjacent
Commercial/Residential District to encourage high density, mixed-use redevelopment around the
light rail transit station located southwest of the Kent-Des Moines and I-5 interchange. Figure 4
shows the planned Midway Subarea Plan Land Use.
Specific aspects of the Midway Subarea Plan that are relevant to the TMP include:
¤Focuses on a multimodal transportation network integrated with the proposed light rail
stations.
¤Identifies opportunities for safe and reliable pedestrian and bicycle connectivity.
Includes connections in and around the new light rail station with a pedestrian-
th
centered development on 30 Avenue South.
¤Incorporates the Veterans Drive extension, which is part of the Puget Sound Gateway
Project (PSGP), to ensure safe and efficient freight and automobile movement.
The PSGP will also enhance access to transit and provide bike and pedestrian
improvements as part of the Kent-Des Moines Road realignment.
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Figure 4: Midway Subarea Plan
Meet Me on Meeker
The City of Kent re-imagined Meeker Street in order to encourage multi-modal mobility along the
6
In
corridor, complement new development, and better connect residents and businesses.
December 2017, the City Council adopted a set of Streetscape Design and Construction Standards
to implement the project in conjunction with imminent private development occurring on major
parcels adjacent to the roadway. The major improvements envisioned along the corridor include
6
City of Kent. Meet Me on Meeker. https://www.kentwa.gov/city-hall/meet-me-on-meeker
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wider sidewalks and safer street crossings, a separated, buffered bike path, landscaping, benches,
and bike racks. Figure 5 shows the conceptual plan for Meeker Street.
Figure 5: Meet Me on Meeker Conceptual Plan
LetÔs Go Kent Plan (2010)
The LetÔs Go Kent Plan was put together by KentÔs Parks, Recreation, and Community Services
Department with the goal of improving KentÔs walking and biking network. The plan looks at the
network holistically by combining walking and biking facilities within the transportation department
and parks department right-of-way. The plan identified a network of corridors that work to connect
neighborhoods to educational, community, recreational, and other key destinations in Kent. The
corridors build off the existing trails network and main arterials and identifies connections between
them.
Park & Open Space Plan (2016)
The Park & Open Space Plan, prepared by KentÔs Parks, Recreation, and Community Services
Department discusses the challenges facing the park system, and lays out a strategy for
improvements to parks across the City by using a new Level of Service measure to determine the
7
This plan identifies several proposed bicycle and
benefit of specific improvements and projects.
pedestrian connections through parks that benefit KentÔs multimodal network.
7
City of Kent. Park & Open Space Plan 2016. 2016.https://www.kentwa.gov/home/showdocument?id=11276
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GoalsforTransportation
Cities establish transportation-specific goals to guide decisions in the upcoming years. The
transportation goals identified in KentÔs 2020 TMP will guide City decisions over the next 20 years.
Kent established transportation goals through prior efforts, such as the 2008 TMP and the 2015
Comprehensive Plan update, but these new goals best reflect the CityÔs current vision for the future
and will serve as the basis for the next Comprehensive Plan.
The following goals were adopted by City Council in November 2019:
¤Goal 1: Connectivity & Options
Expand and strengthen the multimodal network, specifically walking, biking and transit, to
increase options for those who have fewest opportunities.
¤Goal 2: Safety & Health
Promote community health by improving safety and by making walking, biking, and
getting to transit viable and comfortable alternatives to driving.
¤Goal 3: Stewardship
Maintain and improve what we have, and focus new investments on projects that have
long term community and economic benefits.
¤Goal 4: Placemaking
Make investments that emphasize Kent as a welcoming place and enhance the character
of the community.
¤Goal 5: Strategy
Pursue grants, partnerships and technologies to maximize resources and find new
efficiencies.
Process to Develop These Goals
These goals are the product of a robust public outreach process. City staff developed draft goals
for the TMP, which were brought to the community for feedback in August and September 2019.
The City received feedback through a variety of sources (described below), and the draft goals were
revised to incorporate this input and then finalized.
Online Input
The project website (KentTMP.com) hosted fact sheets and an interactive survey on the draft goals,
which were available in English, Spanish, Somali, Ukrainian, and Vietnamese. About 500 unique
visitors visited the website during the goals outreach phases, and 175 people completed the survey.
To engage the public, the Kent communications team posted social media messages on Facebook,
Twitter, and Nextdoor to advertise this opportunity to weigh in on the draft goals. Twitter and
Facebook messages included tags to draw in audiences from community groups that may have an
interest in the TMP, and Facebook messages included invitations to participate in the five languages
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above. In addition, notifications were sent through the project email listserv, neighborhood blogs,
and City email blasts.
In-Person Engagement
City staff organized and attended
nine in-person community
events and two City Board
meetings in August and
September 2019 to collect input
on the draft goals. A variety of
locations, days of the week, and
times were selected to get broad
participation. Events included a
booth at the Kent Downtown
FarmerÔs Market, participating in a
Health Fair at the Kent Senior
Activity Center, attending the
Journey to Peace community
Figure 6: Table at Pop-Up Event
storytelling event, and tabling at
both the Kent and Panther Lake public libraries. Library pop-ups were timed to coordinate with
events happening at the library that drew diverse audiences such as bilingual story times, ESL
practice classes, citizenship classes, computer help clinics, and an immigration law clinic. During
these in-person events, participants commented on draft goals, provided input on how to prioritize
them, perused flyers in five languages, talked with staff, and reviewed materials about the TMP.
Transportation Advisory Board
The Transportation Advisory Board (TAB) was established as part of this process to advise and
meaningfully shape what goes into the TMP. The 22-person TAB is a volunteer body composed of
residents, businesses, City staff/board members, and other key stakeholders that is planning to
meet at least five times at key project milestones. In October 2019, the group first convened to
weigh in on the draft goals. At this meeting, the group suggested that Staff update the draft goals
to be more easily understandable by the average layperson. The goals presented in this memo
reflect these changes. The group will meet again in Winter 2020 to begin discussing performance
metrics for evaluating the TMP project list.
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Figure 7: Representatives at the first TAB Meeting (October 2019)
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TransportationInventoryandNeedsAssessment
The following sections document the existing transportation networks within the City and discuss
identified opportunities for improvement.
AutomobileNetwork
KentÔs transportation network accommodates many methods for getting around, including walking,
bicycling, public transit, freight transport, and driving. According to the American Community
Survey data (2013-2017), vehicular travel is the primary choice for most travelers in and around
Kent. In 2017, the City had 61,537 employed residents, and 72 percent of these workers drove alone
8
to work. City streets serve as the foundation of the transportation system, as roadways shape how
residents and visitors experience Kent.
The CityÔs automobile network consists of principal and minor arterials, collectors, and local streets.
These are shown in Figure 8 and described in Table 1. Portions of the City, such as Downtown and
the Industrial Valley are laid out on a grid system that is oriented north-south and east-west.
However, many areas of the City are not laid out on a grid and lack connectivity due to topography,
cul-de-sac, private drives, and other missing links. Kent is also bisected by SR 167 Ï a heavily used
commuter highway Ï which further restricts east-west movement across the city. Kent has seven
state routes that run through the City or near the City borders:
North-south state routes
o Interstate 5
o State Route 167
o State Route 181
o SR 99
o SR 515
o SR 18
East-west state routes
o SR 516
The lack of east-west connectivity results in drivers having relatively few choices, resulting in a
system that is overwhelmed during peak hours, which frustrates drivers with long wait times at
signals and stop signs.
8
2013-2017 American Community Survey, U.S. Census BureauÔs American Community Survey Office.
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Figure8:ExistingFunctionalClass
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Table 1: City of Kent Functional Classification
Type Description Examples Photo
Principal arterials are
designed to provide
unimpeded traffic flow
th
S 212 St
between major activity
th
Ave S
84
Principal centers within the City,
Arterial and to provide access to SR 515
the State Highway
SR 181
system. These roadways
carry the highest volume
th
of traffic within the city.
S 212 St
Minor arterials are
designed for higher
th
volumes but mainly
116 Ave
provide access to and
SE
from the higher classified
th
SE 208 St
Minor
arterials (both Principal
Arterial W Meeker
and State/Interstate);
St
and as a secondary
E James St
function to provide
access to major land-use
activity centers. W Meeker St
These roadways are
designed to provide
nd
traffic distribution and 72 Ave S
Industrial
th
collection from abutting S 226 St
Collector
th
industrial and Ave S
80
Arterial
th
commercial land uses to 78 Ave S
higher classified
roadways.
th
80 Ave S
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Type Description Examples Photo
These roadways are
th
94 Ave S
designed to provide
th
Residential SE 238 St
traffic distribution and
th
Collector 148 Ave
collection from the local
Arterial SE
street system to higher
th
SE 260 St
classified arterials.
th
SE 238 St
These roadways are
designed to provide
th
100 Ave
traffic distribution and
SE
Residential collection on a
th
38 Ave S
Collector neighborhood level Ï
th
SE 244 St
from the local street
W Gowe St
system to the arterial
classified roadways.
th
38 Ave S
Source: City of Kent Design & Construction Standards, 2009.
Existing Vehicle Congestion
The operational performance of intersections within Kent is measured using a standard
methodology known as level of service (LOS). LOS represents the degree of congestion at an
intersection based on a calculation of average control delay per vehicle. Individual LOS grades are
assigned on a letter scale, A-F, with LOS A representing free-flow conditions with no delay and LOS
F representing highly congested conditions with long delays.
th
Table 2 shows the definition of each LOS grade from the 6 Edition Highway Capacity Manual
(HCM) methodology, which is based on average control delay per vehicle. Signalized intersections
have higher delay thresholds compared with two-way and all-way stop-controlled intersections.
HCM methodologies prescribe how delay is measured at different types of intersections: for
signalized and all-way stop intersection LOS grades are based on the average delay for all vehicles
entering the intersection, for two-way stop-controlled intersections, the delay from the most
congested movement is reported and used to calculate LOS.
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Table 2: Intersection LOS Criteria (Average Delay per Vehicle)
SignalizedStop-Controlled
Level of Service
Intersections Intersections
A < 10 < 10
B >10 to 20>10 to 15
C >20 to 3>15 to 25
D >3 to 55>25 to 35
E >55 to 80>35 to 50
F >80>50
th
Source: 6 Edition Highway Capacity Manual
The CityÔs current LOS standard requires that most corridors operate at LOS E or better during the
PM peak hour, but that the Pacific Highway (SR 99) and Downtown Kent Subarea Plan intersections
may operate at LOS F. As part of the TMP, Fehr & Peers recommends maintaining the CityÔs current
LOS E standard for corridors in East Kent but considering increases in allowable delay for corridors
and intersections within the CityÔs three other districts (Midway, Industrial Valley, and Downtown).
In these areas, Fehr & Peers recommends allowing for delays of up to 90 seconds in recognition of
9
the need to balance growth, multimodal accommodation, and mobility.
The analyzed intersections include 78 signalized intersections, and 2 two-way stops. LOS estimates
were prepared using 2018 and 2019 traffic counts for the PM peak hour, 4:30 Ï 5:30PM. Figure 9
shows the locations of the study corridors and intersections.
9
This recommendation will be revisited for appropriateness and consistency with overall TMP goals when
the future year forecasts are developed in early 2020.
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Figure9:StudyIntersections&Corridors
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Table 3 shows the preliminary automobile results for each corridor and identified isolated
intersections (Downtown and along Meeker Street) using Synchro software. Appendix B shows the
preliminary vehicle delay results for each intersection.
Table 3: Preliminary Automobile LOS Results
Corridor Volume-Weighted
Corridor Name LOS
ID Average Delay
1 S 196 St Corridor 57.0 E
2 S 212th St Corridor 51.6 D
3 SE 208th St Corridor 38.9 D
4 S 228 St Corridor 47.5 D
5 SE 240 St Corridor-East Kent 32.8 C
6 Reith Rd/S 259 Pl/S 260 St Corridor 48.0 D
7 SE 248 St Corridor 46.9 D
8 SE 256 St Corridor 41.2 D
9 S 272 St Corridor 45.5 D
10 E Canyon Dr/SE Kent Kangley Rd Corridor 58.3 E
A 68 Ave S Corridor - Industrial Valley 59.9 E
B 84 Ave S Corridor - Industrial Valley 44.3 D
C 104 Ave SE / 108 Ave SE 40.5 D
D 64 Ave S Corridor - Industrial Valley 35.6 D
E 116 Ave SE Corridor 63.2 E
F 132 Ave SE Corridor 42.8 D
G Pacific Hwy S Corridor 59.3 E
H Military Rd S / 36 Ave S Corridor 61.6 E
Isolated Intersections
SR167 SB & SR 516 22.1 C
1
SR167 NB & SR 51617.1 B
1
74th Ave S & W Willis St.24.3 C
4th Ave & Willis St. 19.1 B
Central Ave & Willis St. 57.5 E
4th Ave & Meeker St. 14.8 B
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Corridor Volume-Weighted
Corridor Name LOS
ID Average Delay
Central Ave & Gowe St. 20.9 C
Central Ave & Meeker St. 15.6 B
2nd Ave & Smith St. 17.6 B
4th Ave & Smith St. 32.0 C
Central Ave & Smith St. 49.7 D
Jason Ave & Smith St. 19.1 B
Central Ave & James St. 78.4 E
4th Ave & James St. 34.6 C
Washington Ave & Meeker St. 56.9 E
64th Ave S & Meeker St. 41.0 C
Russell Rd & W Meeker St. 21.3 C
Washington Ave & James St. 39.2 C
64th Ave S & James St. 13.5 B
42.7 D
Willis St & Washington Ave
Notes:
Intersections analyzed using HCM 2000 methodology instead of HCM 6th Edition
All results are preliminary in nature and are likely to change after incorporation of recently modified intersection
attributes (geometries, traffic controls, signal timings, etc.) since the 2015 Comprehensive Plan Update, and through
quality control review.
Source: Fehr & Peers, 2019.
Overall, the data showed that all intersections and corridors meet the CityÔs LOS standard during
the PM peak hour.
While all intersections and corridors meet City standards under existing conditions, Kent residents
voiced concern with congestion in several parts of the city during outreach performed for the TMP
update. Congestion in downtown was a major concern of motorists, especially at the railroad
crossings on Smith Street and James Street, which cause delays across all modes. A frequently
mentioned complaint was that traffic along Kent-Kangley Road impacts residentsÔ quality of life, as
it is congested during peak times. Because Kent-Kangley Road is the major east-west connector
from the East Hill to downtown and across Kent, residents are forced to find alternate routes such
th
as SE 248Street, which is also congested during peak hours.
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ExistingandFutureNeedsforWalkingandBicycling
Walking and bicycling are an essential components of the CityÔs multimodal transportation system.
Walking precedes and concludes trips by every other mode. Safe and convenient pedestrian
infrastructure makes short walking trips easier, cheaper and more convenient. Pedestrian
infrastructure includes a range of treatments spanning from sidewalks and crosswalks, to trails and
signalized crossings.
Bicycling facilitates longer trips than walking with similar benefits to the environment, individuals
and the community. There is a variety of different bicycling infrastructure types that can appeal to
cyclists with varying levels of experience and confidence, such as off-street trails, on-street lanes,
and other types of parallel facilities In addition to bicycles, other wheeled options include scooters,
skateboards and inline skates and these users tend to use infrastructure geared towards cyclists.
In the City of Kent, the majority of primary and minor arterials have sidewalks or paved shoulders,
however, only a handful of lower classified roadways and local streets provide similar facilities. Over
the past 20 years, Kent has annexed neighborhoods where the streets lack sidewalks or the
sidewalks need repair. Kent also has three major trails that run through the city that provide north-
south bicycle and pedestrian connections: Green River trail, Interurban trail, and Soos Creek trial. In
terms of dedicated bicycle facilities, bike lanes exist on a few roadway segments in the city, including
thththth
portions of SE 240 Street, SE 256 Street, S 196 Street, W Meeker Street, and S 212 Street.
The existing inventory of sidewalks and shared-use paths is shown in Figure 10, and existing bicycle
facilities is shown in Figure 11.
Community Needs
To better understand on-the-ground challenges for walking and biking in Kent, the TMP project
team has conducted interviews and outreach with Kent residents, businesses, and City staff. Within
Downtown Kent, the most pressing non-motorized concern was for safer street crossings on James
Street and Central Avenue, and to create safe walking corridors to access key destinations such as
grocery stores, transit stops, and parks. Beyond pedestrian challenges downtown, residents
indicated that major gaps exist in other areas of the City, and that interrupted sidewalks and bike
lanes impact residentsÔ ability to access parks, stores, and other public spaces by alternative modes
to driving. Residents also brought up the need for protected bicycle facilities throughout the City,
th
but especially on east-west routes such as SE 240 St.
nd
Other requested non-motorized facilities include bicycle and pedestrian connections to the 272
nd
Light Rail station via Military Road and SE 272 Street. Community members expressed concerns
about existing non-motorized infrastructure in this area, stating that a lack of sidewalk and trail
maintenance and poor lighting has created safety and security issues.
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Figure10:ExistingSidewalks
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Figure11:ExistingBicycleFacilities
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Non-Motorized Network Connectivity
The City of KentÔs Public Works Operations performed a sidewalk gap analysis to identify missing
sidewalk facilities across the city. According to the 2008 TMP, the first gaps analysis inventory was
completed in 2007 and found that approximately 53 percent of KentÔs streets had sidewalks on at
least one side. Local street sidewalks constituted about 40 percent of the total sidewalk mileage
within Kent. Most of the existing sidewalks are located along principal arterials, minor arterials and
residential collector streets. Only about 18 percent of the sidewalks had some form of a buffer that
separates sidewalks from the street and curb section. The gaps analysis is routinely update by Public
Works to delete sidewalk maintenance projects that have been completed.
As highlighted in the TMP outreach, the City of Kent is lacking in east-west bicycle facilities that
connect residents in the East Hill and Midway neighborhoods to downtown and other commercial
destinations. Overcoming the steep terrain has been a major engineering and design issue, for both
the streets and bicycle transportation system. Other transportation constraints that limit bicycle
system connectivity in Kent include SR 167, the Union Pacific railroad and BNSF railroad. The Green
River is both a barrier to east-west bicycle travel as well as an asset to north-south bicycle travel
with the development of the Green River Trail facilities. While KentÔs bicycle system has many
excellent features, it lacks cohesive and connectivity due in large part to these terrain and barrier
challenges.
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ExistingandFutureTransitNeeds
Comprehensive, interconnected transit solutions are an important element of the Kent
transportation system. These solutions support the development of a vibrant community by
meeting the mobility needs of Kent residents, businesses, employees and visitors.
Existing Transit Service
King County Metro Transit (KC Metro) serves Kent with fixed-route local and regional bus service,
Dial-A-Ride Transit (DART) provides local, fixed and limited route service, and ACCESS provides
flexible paratransit services. Sound Transit (ST) serves Kent with regional express bus service and
commuter rail service through Kent Station. Figure 12 shows the existing transit routes in the City
of Kent. Appendix C provides a summary of existing services.
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Figure12:ExistingTransit
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There are a wide variety of transit services available in Kent including the commuter train at Kent
Station, the upcoming light rail stations south of Kent-Des Moines Road and north of the existing
Star Lake Park and Ride, and multiple bus routes that carry passengers throughout the region.
Supporting access to transit is an important role for the city. This includes accommodating transit
related infrastructure and a commitment to pursue and support innovative transit and
transportation options that provide efficient, reliable and equitable access to transit for Kent
residents, workforce and businesses.
Existing Transit Stops and Stations
The following sections describe major transit stops and stations available in Kent.
Kent Transit Center
The Kent Transit Center located on Railroad Avenue North (between West James Street and West
Smith Street) is a multi-modal transfer point for Sound TransitÔs express bus routes, the ST Sounder
Commuter Rail and KC Metro routes serving Kent. The facility includes 994 parking spaces (surface
and garage) and passenger amenities such as bus shelters, lighting, sidewalks, bicycle racks and
lockers, and rider information. Due to the high volume of passengers accessing the ST Sounder
Commuter Rail, the existing parking garage is at capacity most weekdays. In 2017, Sound Transit
began developing plans for a second parking garage at the transit center. In addition to a 534-
space garage, there will be pedestrian, bicycle and transit access improvements made to the site.
Improvements are expected to be completed in 2023.
Kent Park and Ride Facilities
Transit patrons are served by nine park and rides facilities in the Kent area. The continued pressure
on the garage and surface lot at Kent Station has pushed drivers into adjoining neighborhoods to
find parking. To alleviate pressure on these neighborhoods, Kent is working with KC Metro and
Sound Transit on marketing and promoting the use of the nearby James Street park and ride lot
and transit connected lots such as Lake Meridian/East Kent facility.
Existing Bus Usage
Transit usage by Kent residents is limited by the low number of routes, the relative infrequency of
service, the limited number of destinations served, and the lack of service during off-peak periods.
Safe access often acts as a limiting factor to transit usage. Missing, narrow or deteriorated
pedestrian facilities and lack of lighting are deterrents to transit use. Similarly, busy intersections
and a lack of crosswalks put transit riders at risk and decrease the number of residents willing to
use transit when they otherwise could.
As part of the TMP outreach, Kent residents stressed the need for more frequent bus service and
longer service hours. Residents also said that bus service to the Sounder Station would increase
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their transit usage and improve mobility options. They would also like to have a more intuitive and
language-accessible transit system, which would make choosing transit easier for all populations.
Future Service
Both KC Metro and Sound Transit are implementing long range planning efforts to provide reliable,
consolidated services to serve residents throughout the Puget Sound. The adoption of ST3 by
regional voters and the development of the King County Metro Connects Plan establish a roadmap
fixed-route transit service over the next 25 years. Furthermore, King County Metro is working on
the Renton-Kent-Auburn Area Mobility Plan to serve communities in KentÔs East Hill and the West
Valley area. The goal of both agencies is to work collaboratively with jurisdictions to provide
adequate, flexible and equitable service to all residents. Where feasible and necessary, the agencies
plan to work together to provide the best possible service coverage. The following is a summary of
how these plans will affect transit network development and service in Kent.
Renton-Kent-Auburn Area Mobility Plan
The Renton-Kent-Auburn Area Mobility Plan is currently being developed by King County Metro.
The goal of the plan is to provide support for faster, more reliable, and frequent bus service
throughout the day, into evenings, and on weekends in south King County. The plan will provide a
range of transit options, connections, and works to improve access to stations in the way of
improved sidewalks and pathways. King County Metro will integrate RapidRide, other fixed-route
and DART buses, and MetroÔs Community Connections program in order to improve mobility in the
10
area. Some services in this plan will begin to take effect in September 2020, and the new RapidRide
I line will begin service in 2023, which upgrades current routes 180 and 169 between Auburn Station,
Kent Station, and Renton. Figure 13 shows the preferred concept for the RapidRide I Line through
11
Kent.
10
King County METRO. ÑRapidRide I Line.Ò https://kingcounty.gov/depts/transportation/metro/programs-
projects/fares-routes-and-service/rapidride-expansion/i-line.aspx#mobility-plan. Accessed November 15,
2019.
11
King County METRO. ÑPreferred Concept.Ò https://rapidrideiline.com/preferred-concept/#kent. Accessed
November 15, 2019.
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Figure 13: RapidRide I Line Preferred Concept
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King County METRO CONNECTS
METRO CONNECTS is a 25-year plan for transit service throughout King County. Adopted in 2017,
it lays out the foundation for an integrated, reliable and equitable service to meet the needs of
passengers, employers and communities. Key to the future network is a shift from peak service to
12
all-day mobility with a focus on frequent, express, and flexible, local services.
As part of efforts to improve speed and reliability, KC Metro plans to implement new routes in south
King County. These services will be integrated with the expansion of light rail service in the region.
The RapidRide I Line, currently under development, would directly serve Kent residents. The
proposed I Line will connect Auburn to Renton via Kent Station and Benson Highway, providing
frequent service to KentÔs East Hill. The line is set to begin service in 2023 and will improve transit
reliability and frequency in the City. Additional frequent and local service route changes have been
proposed with a focus on frequent east/west connections through downtown Kent and local
north/south service connections within the East Hill and Kent Industrial Valley. Figure 14 shows the
transit routes planned in Kent according to 2025 METRO CONNECTS.
According to the METRO CONNECTS plan, service changes and improvements in Kent will reduce
13
travel times to major destinations. This will greatly improve resident transit access to a variety of
destinations in South King County by 2040.
Sound Transit
Sound Transit is currently developing the Express 2025 Network Plan, which addresses changes to
ST bus service and includes Link light rail expansion and Bus Rapid Transit (BRT) service growth. The
goals are to maximize resources, provide greater bus-rail connections, and improve customer
experience.
The development of the Federal Way Link Light Rail, as part of ST2, will extend the current light rail
network from Angle Lake to the Federal Way Transit Center. This will include two stations serving
Kent with a station at Kent/Des Moines (SR 516) and at the Star Lake Park and Ride. Service is slated
to begin in 2024. The addition of this service on the West Hill will impact the transit pattern and
service structure in coming years.
12
King County METRO. METRO CONNECTS. ÑService Network.Ò 2017. P. 5. www.kcmetrovision.org/view-plan/
13
King County METRO. METRO CONNECTS. 2017. P. 26. www.kcmetrovision.org/view-plan/
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Figure14:2025TransitRoutesintheCityofKent
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Safety
Collision data was obtained from WSDOT to identify safety hotspots and overall collision trends for
Kent. Collision data was obtained from WSDOT to identify safety hotspots and overall collision
trends for Kent. Between January 2014 and December 2018, there were a total of 14,031 collisions
reported in Kent. Of note, 477 (3%) of the collisions involved pedestrians or bicyclists and 4,062
(29%) resulted in injuries. There were 40 fatalities reported, of which two-thirds were vehicle-vehicle
collisions, and one-third were pedestrian-vehicle collisions. Figure 15, Figure 16, and Figure 17
display heat maps of collisions by mode in the City of Kent from 2014 Ï 2018.
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Figure15:VehicleVehicleInvolvedCollisionsHeatMap
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Figure16:VehicleBicycleInvolvedCollisionsHeatMap
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Figure17:VehiclePedestrianInvolvedCollisionsHeatMap
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Vehicle Ï Vehicle Involved Collisions
While collisions have generally increased over the period of 2010-2018, Kent also experienced a
more recent decline in collisions starting in 2016 during a period of economic growth, suggesting
that some other factors may be contributing recent collisions declines. Total collisions show annual
fluctuations in accordance with the CityÔs growing population through 2016. Fatalities and serious
injuries have remained constant at around one percent of all collisions each year. Property damage-
only collisions continue to be the highest percentage of all collisions; around three-quarters of
collisions each year have no injuries.
Figure 18 shows the vehicle-vehicle involved collisions by year.
3,000
2,500
2,000
Fatality
SuspectedSeriousInjury
Collisions
SuspectedMinorInjury
1,500
of
PossibleInjury
NoApparentInjury
Number 1,000
Unknown
500
0
201020112012201320142015201620172018
Figure 18: Vehicle-Vehicle Involved Collisions in Kent
Figure 19 shows the top causes for vehicle-vehicle involved collisions in the city.
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Figure 19: Top Causes of Vehicle-Vehicle Involved Collisions in Kent
The greatest cause of vehicle-vehicle involved collisions is drivers failing to grant right-of-way to
other vehicles, which applies to vehicles turning through intersections or vehicles exiting driveways
onto main roads. Other top causes are speeding and driver inattention.
The most common types of collisions that occur are rear-ends and sideswipes, with both vehicles
traveling straight ahead, followed by vehicles turning through an intersection or out of a driveway.
Vehicle Ï Bicycle Involved Collisions
Over 80 percent of reported bicycle collisions resulted in minor or no injuries. There have been no
bicycle fatalities in Kent within the last ten years. Figure 20 shows the vehicle-bicycle involved
collisions by year.
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40
35
30
SuspectedSeriousInjury
25
SuspectedMinorInjury
Collisions
20
of
PossibleInjury
15
NoApparentInjury
Number
Unknown
10
5
0
201020112012201320142015201620172018
Figure 20: Vehicle-Bicycle Involved Collisions in Kent
Figure 21 shows the top causes for vehicle-bicycle involved collisions.
Figure 21: Top Causes of Vehicle-Bicycle Involved Collisions in Kent
Figure 21 shows that 34 percent of vehicle-bicycle involved collisions were due to drivers failing to
yield to cyclists, and another 10 percent were due to driver inattention. According to the collision
reports, one-third of all vehicle-bicycle collisions had bicyclists at fault; most of these collisions were
due to bicyclist inattention and failure to grant right-of-way to vehicles.
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The most common type of vehicle-bicycle involved collisions was drivers making a right turn,
followed by collisions when drivers making a turning movement failed to check for bicyclists riding
in their blind spot.
Vehicle Ï Pedestrian Involved Collisions
Figure 22 shows the vehicle-pedestrian involved collisions by year.
90
80
70
Fatality
60
SuspectedSeriousInjury
50
Collisions
SuspectedMinorInjury
of
40
PossibleInjury
NoApparentInjury
30
Number
Unknown
20
10
0
201020112012201320142015201620172018
Figure 22: Vehicle-Pedestrian Involved Collisions in Kent
As shown in Figure 22, around 80 percent of reported vehicle-pedestrian involved collisions with
minor or no injuries. However, there have been pedestrian fatalities every year, with the exception
of 2013. Approximately five percent of collisions each year result in pedestrian fatalities, which is a
much higher rate than vehicle-vehicle or vehicle-bicycle involved collisions.
Figure 23 shows the top causes for vehicle-pedestrian involved collisions.
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Figure 23: Top Causes of Vehicle-Pedestrian Involved Collisions in Kent
Thirty-four percent of vehicle-pedestrian involved collisions were due to drivers failing to yield to
pedestrians, and another nine percent were due to driver inattention. According to the collision
reports, in one-third of all vehicle-pedestrian collisions, the pedestrian was at fault; most of these
collisions were due to pedestrian inattention, failure to use the crosswalk, and failure to grant right-
of-way to vehicles.
The most common type of vehicle-pedestrian collision was when a driver going straight collided
with a pedestrian, followed by vehicles turning left and right.
FreightandTruckMobility
Freight plays a key role in KentÔs economic and business development; the Kent Industrial Valley is
the fourth largest manufacturing and distribution area in the US, and the second largest on the
West Coast. Furthermore, both rail and freight that originate in the ports of Tacoma and Seattle
pass through Kent regularly. The City partners with regional agencies and the State to build and
maintain Freight and Goods Transportation System (FGTS) routes through the Green River Valley
to the ports, which promotes international trade and maintain manufacturing and distribution jobs.
Figure 24 shows the freight network in Kent.
Designated Ñfreight and goods routesÒ aim to prevent heavy truck traffic on lower volume streets.
The Washington State Department of Transportation (WSDOT) classifies roadways using five freight
tonnage classifications, which are described in Table 4.
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Table 4: WSDOT Freight Classification
Freight Corridor Description
T-1 More than 10 million tons of freight per year
T-2 Between 4 million and 10 million tons of freight per year
T-3 Between 300,000 and 4 million tons of freight per year
T-4 Between 100,000 and 300,000 tons of freight per year
Source: WSDOT Freight and Goods Transportation System (FGTS), 2017
Multiple roadways within the city are classified as a T-1 freight route, which is a route that carries
th
more than 10 million tons of freight per year. In Kent, the T-1 routes are SR 167, I-5, S 212 Street,
th
S 196 Street, and SR 181. Many other corridors in the city are classified as T-2 routes, which carry
thth
between 4 and 10 million tons of freight per year, including SR 516, S 228 Street, SR 99, and 84
Avenue south of SR 167.
Truck and rail freight movement often come to conflict points within Kent. Since both systems are
of vital importance to international commerce, the City has identified railroad grade-separation
projects as high priorities to improve the safety for rail, truck, and vehicle traffic. Efforts such as the
th
S 228 Street grade separation project are working to ensure that the flow of both rail and freight
is improved for the community and the region, while addressing safety concerns.
The City Council and residents have expressed concerns with freight mobility in Kent, and in April
2019, the City Council passed a land use ordinance prohibiting the construction of new warehouses
in the Industrial Valley in an attempt to limit the number of heavy vehicles on city streets. As part
of the TMP outreach, residents brought up safety concerns with increased freight traffic on
neighborhood streets. Many residents were concerned that freight congestion on arterial streets
limited their ability to feel safe and travel quickly across the City.
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Figure24:CityofKentFreightRoutes
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OpportunitiesandChallenges
The City views this TMP as an opportunity to step back and develop a holistic vision for
transportation in Kent. As mentioned previously in this memo, a set of draft goals for KentÔs
transportation system was developed based on input from stakeholders, councilmembers, and
Staff. Given the system that Kent has today, these goals will take time to achieve. Some of the key
challenges and opportunities for achieving each goal are listed below.
Goal1:Connectivity&Options
Expand and strengthen the multimodal network, specifically walking, biking and transit, to
increase options for those who have fewest opportunities.
The public outreach process highlighted that this is an important goal to the community.
Connectivity is a challenge for many roadway users. As previously mentioned, KentÔs lack of east-
west connectivity results in drivers having relatively few choices, manifesting in a system that is
overwhelmed during peak hours. This often frustrates drivers due to long wait times at signals and
stop signs. There are gaps in the sidewalk and bicycle networks, which make it challenging to
walk and bike. Community members expressed a strong desire to walk and bike in Kent, but many
currently feel unsafe, which prevents them from traveling this way. While many people expressed a
strong desire to use transit and are excited for light rail extensions, there are gaps in transit service
that make transit an unrealistic or inconvenient option for many. There is a desire for more frequent
service across the board (Sounder, light rail, and buses), new routes, and new connections from
neighborhoods to light rail and Sounder service.
This TMP should look for opportunities to add street connections in key locations and fill in gaps
in the sidewalk, bike, and transit networks. The plan should also look for ways to provide more
seamless connections between various modes Ï walking, biking, and transit Ï to the extent practical.
Goal2:Safety&Health
Promote community health by improving safety and by making walking, biking, and getting
to transit viable and comfortable alternatives to driving.
Safety is important to people in Kent. The collision analysis described in this memo highlighted
locations where collisions are observed, result in injuries, or involve the most vulnerable users (those
walking and biking). The City is also in the process of conducting a systemic safety analysis, which
will identify additional locations where unsafe conditions exist. Addressing these locations through
improved designs, traffic calming that discourages speeding, and more complete facilities that give
everyone a place on the road will go a long way to providing a more safe and welcoming system.
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While safety statistics are an important component of this goal, it is also important to consider if
people feel safe walking, biking, and getting to transit because if they donÔt, they will not choose
to do so. The public outreach process highlighted that many people do not feel safe using these
other modes. New and improved facilities are needed, such as restriping existing crosswalks; adding
new crosswalks, pedestrian refuges, and bike lanes; improving lighting and security at bus stops
and along trails; and evaluating traffic calming measures in neighborhoods to address speeding,
cut through traffic, and high freight volumes.
Goal3:Stewardship
Maintain and improve what we have, and focus new investments on projects that have long
term community and economic benefits.
While it is important to expand on KentÔs transportation system with new infrastructure, Kent must
maintain existing infrastructure as well. Infrastructure is expensive to maintain, so the City must
plan ahead to ensure that its transportation system is preserved and sustainable.
Public outreach highlighted that several roads have potholes and cracks that require repaving, such
as eroded pavement at railroad tracks. Sidewalks that have cracks can make it hazardous to walk in
Kent, particularly for seniors, and many crosswalks require repainting and potentially new
infrastructure like flashing lights to ensure that people crossing the street are visible. Landscaping
is overgrown in some locations and should be trimmed back to preserve safe sightlines for roadway
users, and littering is an ongoing challenge. The community also values protecting the environment,
so the TMP should emphasize the importance of providing and preserving trees, landscaping,
bioswales, and other forms of low-impact development.
Goal4:Placemaking
Make investments that emphasize Kent as a welcoming place and enhance the character of
the community.
KentÔs streets make up a significant portion of the CityÔs land and are the largest area of public
space, so they should be designed wisely to achieve multiple objectives Ï not just moving people.
The public wants a green city with design elements that promote a sense of community and
make people proud to live and work in Kent. While the City incorporates some design elements to
achieve this vision, there are opportunities to incorporate additional placemaking elements that
reinforce this desired character.
This TMP should look for opportunities to include street trees and gardens, planted medians, spaces
for community gathering and play, benches for sitting, lighting for placemaking and safety, public
art, and signage/art welcoming people to the City. The East Hill neighborhood was mentioned as
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one area that should be prioritized for placemaking investments, and the City should focus on
corridors that connect places.
Goal5:Strategy
Pursue grants, partnerships and technologies to maximize resources and find new
efficiencies.
Kent, as with all jurisdictions, faces the challenge of how to implement and fund improvements to
the transportation network. Alternative sources of funding, such as grants and private dollars,
should be explored to augment local funds and increase investment in transportation infrastructure.
There is the perception in the community that Kent does not get its fair share of regional
investment, so there is an opportunity to boost outside investment. Given fiscal realities, it will also
be important for the TMP to identify opportunities to make the system more efficient to maximize
the reach of transportation investments. In addition, revenue sources such as impact fees should
be strategically updated as part of this TMP to ensure that developers pay their fair share of
contributions to addressing congestion and network capacity.
To achieve this goal and the other goals, it will be important to leverage partnerships and new
technologies. For example, to provide more transit connections, the City will need to partner with
King County Metro and Sound Transit. Interdepartmental partnerships and collaboration will also
be necessary.
The City also has an opportunity to invest in new technologies, such as adaptive signal timing to
make intersections more efficient, bike share and/or scooter share programs to provide more modal
options, and automated enforcement cameras to save the police force money. The City will need
to be strategic about which technologies can efficiently improve the transportation system, while
showing the region that Kent is adapting to disruptive trends in transportation.
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NextSteps
This needs assessment informs the development of the layered network, which will address the
opportunities and challenges documented in this memo. Once staff have confirmed the modal
networks, the project team will compile projects in adopted plans as well as new projects that
emerge through identified gaps in the modal networks, specific locations identified by the public,
and projects from the CityÔs Local Road Safety Plan, which is currently in development. Then, the
project team will evaluate these projects using the evaluation criteria based on the transportation
goals to develop a prioritized project list, which will serve as the foundation of KentÔs 2020 TMP.
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AppendixA
Population Characteristics of Kent
Population Characteristics Number Percent
Total population 126,561 (X)
Sex
Male 63,422 50.1%
Female 63,139 49.9%
Age
Age 19 and under 33,757 26.7%
Age 20 to 64 79,516 62.8%
65 and above 13,288 10.5%
Median age 34.1 (X)
Hispanic or Latino (of any race) 20,152 15.9%
White alone 57,751 45.6%
Black or African-American alone 13,813 10.9%
American Indian and Alaska Native alone 907 0.7%
Asian alone 25,172 19.9%
Native Hawaiian and Other Pacific Islander
2195 1.7%
alone
Some Other Race alone 137 0.1%
Two or More Races 6,434 5.1%
Poverty Status in the Past 12 Months
Population for whom poverty status is
23,827 (X)
determined
Population below poverty level 18,836 15.2%
Disability Characteristics
Total civilian noninstitutionalized population 24,059 (X)
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Population with a disability 12,854 10.4%
Educational Attainment
Population 25 Years and Older 80,363 (X)
Less than High School Graduate 11,650 14.5%
High School graduate (includes equivalency) 21,060 26.2%
Some College, associate's degree 28,027 34.9%
Bachelor's degree or higher 19,626 24.4%
Place of Birth by Nativity and Citizenship Status
Native 89,777 71.5%
Foreign born 35,715 28.5%
Naturalized U.S. Citizen 16,914 13.5%
Not a U.S. Citizen 18,801 15.0%
Language Spoken at Home
Population 5 years and over 16,815 (X)
English only 70,887 60.7%
Language other than English 45,928 39.3%
Spanish 14,283 12.2%
Other Indo-European languages 11,505 9.8%
Asian and Pacific Islander languages 15,243 13.0%
Other languages 4,897 4.2%
Source: 2013-2017 American Community Survey, U.S. Census BureauÔs American Community Survey Office.
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AppendixB
Preliminary Automobile LOS Results - Intersections
Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
1 S 196 St Corridor
Industrial
1 68th Ave S & S 196th St. 67.3 3,937
Valley
Industrial
2 80th Ave S & S 196th St. 9.9 1,606
Valley
57.0 E
Industrial
3 84th Ave S & S 196th St. 92.6 2,801
Valley
Industrial
73 62nd Ave S & S 196th St 15.6 1,553
Valley
S 212th St
2
Corridor
42nd Ave S & S 212th Industrial
5 1.5 2,100
/Orillia Rd. Valley
Industrial
6 59th Ave S & S 212th St. 56.7 2,216
Valley
Industrial
7 64th Ave S & S 212th St. 48.9 2,561
Valley
Industrial
8 68th Ave S & S 212th St. 74.2 4,381
Valley
Industrial
9 72nd Ave S & S 212th St. 49.4 2,459 51.6 D
Valley
Industrial
10 76th Ave S & S 212th St. 17 2,480
Valley
Industrial
11 84th Ave S & S 212th St. 52.1 3,829
Valley
Industrial
13 SR 167 & S 212 St. 35.9 2,935
Valley
Industrial
14 SR 167 & S 212 St. 95.3 3,114
Valley
SE 208th St
3
Corridor
15 96th Ave S & S 208th St. East Kent 21.8 2,998 38.9 D
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Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
108th Ave SE & SE 208th
16 East Kent 63.7 4,824
St.
116th Ave SE & SE 208th
18 East Kent 11.5 2,767
St.
132nd Ave SE & SE 208th
19 East Kent 42.3 2,254
St.
100th Ave SE & SE 208th
75 East Kent 10.8 1,468
St
4 S 228 St Corridor
Military Rd. S & S 231st
55 Midway 53.4 2,444
Way
Industrial
56 64th Ave S & S 228th St. 21.8 2,483
Valley
Industrial
57 68th Ave S & S 228th St. 32.5 3,329
47.5 D
Valley
Industrial
58 76th Ave S & S 228th St. 18.9 1,987
Valley
Industrial
62 84th Ave S & S 224th St. 100.2 2,956
Valley
SE 240 St
5 Corridor-East
Kent
76 94th Ave S & S 240th St. East Kent 6.8 2,595
104th Ave SE & SE 240th
22 East Kent 49.9 4,329
St.
32.8 C
116th Ave SE & SE 240th
21 East Kent 30.3 3,068
St.
132nd Ave SE & SE 240th
20 East Kent 33 2,793
St.
Reith Rd/S 259
6 Pl/S 260 St
Corridor
43 SR 516 & W Meeker St Downtown 45.4 3,362
Military Road S & Reith
44 Midway 38.6 1,840 48.0 D
Rd.
45 SR99 & S 260th St. Midway 55.3 3,538
SE 248 St
7
Corridor
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Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
132nd Ave SE & SE 248th
23 East Kent 40.6 1,821
St.
24 116 Ave SE & SE 248 St. East Kent 73.2 1,420
46.9 D
104th Ave SE & SE 248th
25 East Kent 37.9 2,946
St.
26 94th Ave S & Canyon Dr. East Kent 48.3 488
SE 256 St
8
Corridor
101st Ave SE & SE 256th
68 East Kent 10.2 2,488
St.
104th Ave SE & SE 256th
69 East Kent 76.9 4,560
St.
Kent-Kangley Rd & SE
70 East Kent 27.5 2,985 41.2 D
256th St "Y"
116th Ave SE & SE 256th
71 East Kent 25.7 2,076
St.
132nd Ave SE & SE 256th
72 East Kent 36.6 2,607
St.
9 S 272 St Corridor
46 SR99 & S 272nd St. Midway 69.1 4,257
S Star Lake Rd. & S 272nd
47 Midway 9.3 2,223
St.
48 26th Ave S & S 272nd St Midway 8.7 1,874
45.5 D
49 I-5 SB & S 272 St. Midway 27 2,844
50 I-5 NB & S 272 St. Midway 41 2,687
51 Military Rd S & S 272 St Midway 81.1 3,184
E Canyon Dr/SE
10 Kent Kangley Rd
Corridor
94th Ave S & Canyon
26 East Kent 48.3 488
Drive.
Kent-Kangley Road & SE
70 East Kent 27.5 2,985 58.3 E
256th St "Y"
108th Ave SE & Kent-
1
67 East Kent 14.6 2,708
Kangley Rd
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Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
116th Ave SE & Kent-
66 East Kent 146.9 3,681
Kangley Rd.
124th Ave SE & SE Kent-
65 East Kent 46 3,547
Kangley Rd.
132nd Ave SE & SE Kent-
64 East Kent 54.8 4,064
Kangley Rd.
152nd Ave SE & SE Kent-
63 East Kent 42.7 3,421
Kangley Rd.
68 Ave S
A Corridor -
Industrial Valley
Industrial
1 68th Ave S & S 196th St. 67.3 3,937
Valley
Industrial
8 68th Ave S & S 212th St. 74.2 4,381 59.9 E
Valley
Industrial
57 68th Ave S & S 228th St. 32.5 3,329
Valley
84 Ave S
B Corridor -
Industrial Valley
Industrial
3 84th Ave S & S 196th St. 92.6 2,801
Valley
Industrial
12 84th Ave S & S 208th St. 20.6 2,916
Valley
Industrial
11 84th Ave S & S 212th St. 52.1 3,829
Valley
Industrial
62 84th Ave S & S 224th St. 100.2 2,956 44.3 D
Valley
Industrial
61 84th Ave S & SR167 SB 22.3 3,564
Valley
Industrial
60 84th Ave S & 167 NB 14.3 3,823
Valley
Industrial
1
59 84th Ave S & S 228th St. 25.2 3,626
Valley
104 Ave SE / 108
C
Ave SE
108th Ave SE & SE 200th
11.7 2,752
74 East Kent 40.5 D
St
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Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
108th Ave SE & SE 192nd
4 East Kent 41.8 2,913
St.
108th Ave SE & SE 208th
16 East Kent 63.7 4,824
St.
108th Ave SE & SE 217th
17 East Kent 28.5 2,488
St.
104th Ave SE & SE 240th
22 East Kent 49.9 4,329
St.
104th Ave SE & SE 248th
25 East Kent 37.9 2,946
St.
Kent-Kangley Rd. & SE
70 East Kent 27.5 2,985
256th St "Y"
64 Ave S
D Corridor -
Industrial Valley
Industrial
56 64th Ave S & S 228th St. 21.8 2,483
Valley
35.6 D
Industrial
7 64th Ave S & S 212th St. 48.9 2,561
Valley
116 Ave SE
E
Corridor
116th Ave SE & SE 208th
18 East Kent 11.5 2,767
St.
116th Ave SE & SE 240th
21 East Kent 30.3 3,068
St.
24 116 Av SE & SE 248 St East Kent 73.2 1,420 63.2 E
116th Ave SE & SE 256th
71 East Kent 25.7 2,076
St.
116th Ave SE & Kent-
66 East Kent 146.9 3,681
Kangley Rd.
132 Ave SE
F
Corridor
132nd Ave SE & SE Kent-
64 East Kent 54.8 4,064
Kangley Rd.
132nd Ave SE & SE 256th
72 East Kent 36.6 2,607 42.8 D
St.
132nd Ave SE & SE 248th
23 East Kent 40.6 1,821
St.
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April Delchamps, AICP Ï City of Kent
November 22, 2019 (Last updated January 11, 2021)
Page 56 of 59
Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
132nd Ave SE & SE 240th
20 East Kent 33 2,793
St.
132nd Ave SE & SE 208th
19 East Kent 42.3 2,254
St.
Pacific Hwy S
G
Corridor
46 SR99 & S 272nd St. Midway 69.1 4,257
45 SR99 & S 260th St. Midway 55.3 3,538
59.3 E
52 SR99 & S 236th St Midway 0 -
53 SR99 & S 240th St. Midway 50.3 3,089
Military Rd S / 36
H
Ave S Corridor
51 Military Rd S & S 272 St Midway 81.1 3,184
Military Road S & Reith
44 Midway 38.6 1,840
Rd.
54 Military Rd. & SR 516 Midway 61.8 4,035
Military Rd. S & S 231st
55 Midway 53.4 2,444
Way
61.6 E
33 Central Ave & Smith St. Downtown 49.7 3,197
38 Central Ave & Meeker St. Downtown 15.6 1,742
39 Central Ave & Gowe St. Downtown 20.9 2,243
34 Central Ave & Willis St. Downtown 57.5 2,952
Isolated
Intersections
78 SR167 SB & SR 516 Downtown 22.1 3,262 C
1
79 SR167 NB & SR 516 Downtown 17.1 2,903 B
1
77 74 Ave S & W Willis St. Downtown 24.3 2,252 C
32 4th Ave & Willis St. Downtown 19.1 2,424 B
---
34 Central Ave & Willis St. Downtown 57.5 2,952 E
35 4th Ave & Meeker St. Downtown 14.8 1,603 B
39 Central Ave & Gowe St. Downtown 20.9 2,243 C
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Qbdlfu!Qh/!541
5/M/d
April Delchamps, AICP Ï City of Kent
November 22, 2019 (Last updated January 11, 2021)
Page 57 of 59
Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
38 Central Ave & Meeker St. Downtown 15.6 1,742 B
37 2nd Ave & Smith St. Downtown 17.6 1,846 B
36 4th Ave & Smith St. Downtown 32 2,546 C
33 Central Ave & Smith St. Downtown 49.7 3,197 D
27 Jason Ave & Smith St. Downtown 19.1 3,028 B
30 Central Ave & James St. Downtown 78.4 4,604 E
31 4th Ave & James St. Downtown 34.6 3,466 C
Washington Ave &
40 Central City 56.9 3,287 E
Meeker St.
41 64th Ave S & Meeker St. Central City 41 1,971 D
Russell Rd & W Meeker
42 Central City 21.3 1,567 C
St.
Washington Ave & James
29 Central City 39.2 3,096 D
St.
28 64th Ave S & James St. Central City 13.5 1,764 B
Willis St & Washington
80 Central City 42.7 4,306 D
Ave
Notes:
Intersections analyzed using HCM 2000 methodology instead of HCM 6th Edition
All results are preliminary in nature and are likely to change after incorporation of recently modified intersection attributes
(geometries, traffic controls, signal timings, etc.) since the 2015 Comprehensive Plan Update, and through quality control
review.
Source: Fehr & Peers, 2019.
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April Delchamps, AICP Ï City of Kent
November 22, 2019 (Last updated January 11, 2021)
Page 58 of 59
AppendixC
Existing Transit Service in Kent
Frequency of Service (in minutes)
Weekdays Saturday Sunday
Route & Description
Peak Peak
Peak Routes Underlined
Mid Eve Day Eve Day Eve
6-9 4-6
a.m. p.m.
Federal Way TC Ï Tukwila
A 10 15 10 15-30 15 15-30 15 15-30
Link St.
150 Kent-Seattle 15 15 15 30 15 30 15 30
153 Kent-Renton 30 30 30
Kent East Hill Ï Kent Station -
157* 4 trips 3 trips
Seattle
Timberlane Ï Kent Station -
158* 5 trips 6 trips
Seattle
Kent East Hill Ï Kent Station -
159* 5 trips 4 trips
Seattle
164 Kent TC-Green River CC 30 30 30 60 60 60
Highland CC Ï Des Moines Ï
166 30 30 30 30 30 30 60 60
Burien TC
King
168 Maple Valley 30 30 30 60 60 60 60 60
County
169 Renton TC 15 15 15 15-30 30 60 30 60
Metro
Routes
Auburn Ï SeaTac Airport -
180 20-30 30 20-30 30-60 30 30-60 30 30-60
Burien TC
Federal Way TC Ï Star Lake
183 30 30 30 60 60
P&R - Kent
190* Redondo P&R - Seattle 8 trips 7 trips
192* Star Lake - Seattle 4 trips 4 trips
193* Federal Way TC Ï First Hill 7 trips 7 trips
197* Twin Lakes P&R Ï Univ Dist 7 trips 9 trips
th
906 S 180 Ï Southcenter 60 60 60 60
Downtown Kent Ï Kent East
914/916 -- 60 60
Hill
913* Kent TC - Riverview 6 trips 9 trips
952* Boeing - Everett 4 trips 4 trips
Sound 566 Auburn ÏRenton - Bellevue 10-20 30-60 10-20
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April Delchamps, AICP Ï City of Kent
November 22, 2019 (Last updated January 11, 2021)
Page 59 of 59
Frequency of Service (in minutes)
Weekdays Saturday Sunday
Route & Description
Peak Peak
Peak Routes Underlined
Mid Eve Day Eve Day Eve
6-9 4-6
a.m. p.m.
Transit 567 Kent - Bellevue - Overlake 25-35 20-30
Routes
Lakewood Ï Des Moines -
574 30 30 30
SeaTac
Lakewood Ï Seattle
10 trips 3 trips
(northbound)
Sounder
Special Events Service
Train*
Seattle Ï Lakewood
3 trips 10 trips
(southbound)
* For Peak Only service frequency is listed by number of trips rather than minutes.
Source: Information provided by the City of Kent. Information gathered from:
King County Metro 2018 Schedule, https://kingcounty.gov/depts/transportation/metro/schedules-maps.aspx, accessed
08/03/2018. Sound Transit 2018 Schedule, https://www.soundtransit.org/schedule, accessed 08/03/2018.
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5/M/d
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5/M/d
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Qbdlfu!Qh/!546
5/M/d
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Qbdlfu!Qh/!547
5/M/d
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Qbdlfu!Qh/!548
5/M/d
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Qbdlfu!Qh/!549
5/M/d
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Qbdlfu!Qh/!54:
5/M/d
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Qbdlfu!Qh/!551
5/M/d
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Qbdlfu!Qh/!552
5/M/d
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Qbdlfu!Qh/!553
5/M/d
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Qbdlfu!Qh/!554
5/M/d
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Qbdlfu!Qh/!555
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!556
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!557
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!558
5/M/d
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Qbdlfu!Qh/!559
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!55:
5/M/d
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Qbdlfu!Qh/!561
5/M/d
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Qbdlfu!Qh/!562
5/M/d
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Qbdlfu!Qh/!563
5/M/d
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Qbdlfu!Qh/!564
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!565
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!566
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!567
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!568
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!569
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!56:
5/M/d
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Qbdlfu!Qh/!571
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!572
5/M/d
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Qbdlfu!Qh/!573
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!574
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!575
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!576
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!577
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!578
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!579
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!57:
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!581
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!582
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!583
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!584
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!585
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!586
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!587
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!588
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!589
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!58:
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!591
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!592
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!593
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!594
5/M/d
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
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Memorandum
Date: October 31, 2019 (Updated July 9, 2020 and December 22, 2020)
To: April Delchamps, City of Kent
From: Emily Alice Gerhart, Corwin Bell, Fehr & Peers
Subject: Kent TMP: Equity Considerations
SE18-0647.02
Equity is an important value for the City of Kent. To ensure the Transportation Master Plan (TMP)
considers equity in a way that is consistent with equity work being conducted by other City
departments, this memo describes the definition of equity proposed for use in the TMP, the
proposed approach for identifying underserved communities, and the locations that the TMP will
recognize as ÑUnderserved CommunitiesÒ based on available demographic data for traditionally
underserved populations.
Background
The City of Kent is updating its TMP. The TMP will provide a framework to guide transportation
investments over the next 20 years in accordance with the communityÔs vision and goals. The TMP
will include both short- and long-range strategies (programs, policies, and project
recommendations) that will advance the development of an integrated multi-modal
transportation system in Kent.
City staff, in collaboration with Fehr & Peers, are incorporating an explicit equity component in
the TMP to achieve the following objectives:
1.Understand baseline conditions
2.Conduct equitable public outreach
3.Incorporate equity into the performance metrics to prioritize projects that benefit
underserved communities
4.Track CityÔs progress toward equity goals
Fehr & Peers held two internal workshops with City staff to develop a transportation-specific
equity definition, identify underserved populations that experience transportation disadvantage,
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1001 4th Avenue | Suite 4120 | Seattle, WA 98154 | (206) 576-4220 | Fax (206) 576-4225
www.fehrandpeers.com
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April Delchamps, AICP
October 2019 (Updated July 2020 and December 22, 2020)
Page 2 of 7
and locate areas within the City that have a high proportion of these underserved communities to
guide the consideration of equitable transportation investments.
EquityDefinition
The working definition of transportation equity was informed by discussions with City staff. As
part of the discussions, the group reviewed equity definitions used by King County and the
Seattle Department of Transportation. The definition helps identify specific communities,
transportation-related actions within the CityÔs control, and basic needs (e.g. housing, jobs, and
social interaction) that all people need access to in order to thrive. The draft definition was
th
and updated based on
developed after input from the first equity workshop on September 30
rd
feedback from the second workshop on October 23. Both versions are included below.
Draft Definition Developed from Workshop #1 Ï September 30, 2019
The fair and equal treatment of all peopleÐregardless of race, native language, national origin,
ability, income, or ageÐin the development and implementation of transportation policies, plans,
and projects to provide access to employment, housing, services, and social interaction.
Updated Draft Definition Revised at Workshop #2 Ï October 23, 2019
The fair treatment of all people with consideration of race, native language, national origin, ability,
income, or age in the development and implementation of transportation policies, plans, and
projects to provide access to employment, recreation, housing, services, and social interaction.
Reception
City staff worked to gain consensus on the definition of transportation equity used in the
development of the TMP. In addition to soliciting feedback internally, the City met with the
Cultural Communities Board in September and November 2019 to garner feedback on the
definition and present the Underserved Communities, analysis proposed for use in the TMP.
Reception to the definition was largely favorable with a strong desire for operationalizing the
work moving forward. Previous versions of this memorandum referred to ÑPriority Population
Areas,Ò which have since been renamed as ÑUnderserved CommunitiesÒ to better align with
terminology used in other departments of the City.
Targeted Universalism
As part of the second workshop, City staff suggested that the equity definition and analysis
should be rooted in the concept of targeted universalism. Targeted universalism is a term coined
by the Haas Institute for a Fair and Inclusive Society at UC Berkeley and refers to setting universal
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April Delchamps, AICP
October 2019 (Updated July 2020 and December 22, 2020)
Page 3 of 7
1
goals pursued by targeted processes to achieve those goals across a diverse population base.
Within this framework, universal goals are established for all groups concerned. For example, the
goal referred to in the current definition of transportation equity is fair access to vital community
destinations. Strategies that work to achieve this goal must be targeted differences among
groups relative to socio-economic traits, cultures, and across geographies. Therefore, as part of
the TMP policy development, the project team will be strategic in setting targeted policies that
work towards measurable outcomes.
UnderservedCommunities
Underserved community identification was informed by transportation equity work conducted by
King County Metro as well as two internal equity workshops held with Kent staff. Fehr & Peers
included the following socio-demographic variables to identify communities that experience
transportation disadvantage:
1.Youth (Under 18)
2.Seniors (65 and older)
3.Low-income households (less than $50,000 per year, 200% of the federal poverty line)
4.Limited English proficiency
5.Disability
6.People of color
7.Population density (weighting factor)
These variables are all included in the American Community Survey (ACS) 5-year estimates at the
census block group level, which is the most granular level available for these data. Population
density was added as a weighting factor to control for the varying population density between
census geographies.
Underserved Community Scores
Figure 1 displays the Underserved Communities ranked by the combined scoring of the
proportion of priority populations. These scores will be used to rank the equity benefit of projects
located within a block group. While the Industrial Valley block group has few residents within its
large area, the presence low-income jobs identified in Longitudinal Employer Household
Dynamics (LEHD) data from the US Census align with its designation as an Underserved
2
Community.
1
powell, john a, et al. Targeted Universalism Policy & Practice. Haas Institute for a Fair and Inclusive Society
at UC Berkeley, 2019, https://haasinstitute.berkeley.edu/targeteduniversalism
2
LEHD data was used as a point of reference for comparison and not used to identify Underserved
Communities.
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April Delchamps, AICP
October 2019 (Updated July 2020 and December 22, 2020)
Page 4 of 7
Figure1:UnderservedCommunityScore
Source: American Community Survey 2017 5-year estimates at the census block group level.
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April Delchamps, AICP
October 2019 (Updated July 2020 and December 22, 2020)
Page 5 of 7
ProjectEvaluation
The project team developed performance metrics to evaluate and prioritize TMP projects. The
following text describes the criteria used to evaluate projects that receive points for supporting
Underserved Communities:
Project provides safety and access benefits for youth, seniors, low-income households, limited-
English households, people with disabilities, and people of color.
Using this criteria, bicycle, pedestrian, and transit projects receive points based on their location
within Underserved Communities (with higher Underserved Community scores receiving more
points). By including this as a criterion, the TMP prioritizes projects that support underserved
communities and strives to improve mobility options for those who experience vast disparities in
health, economic, and social outcomes.
PoliciesandActions
The project team updated the 2015 Comprehensive Plan Transportation Element policies and
developed new policies and actions with an emphasis on transportation equity and increased
access and mobility for underserved populations. On November 24, 2020, a workshop with the
Cultural Communities Board reviewed the draft policies and actions. The policies and actions were
updated to incorporate their feedback by focusing on equity in implementation. The specific
policies and actions that relate to equity are provided below.
Policies
Connectivity & Options Policies
¤TR-1: Provide a balanced transportation system that delivers reasonable circulation for all
users throughout the city, including pedestrians, bicyclists, persons who use a wheelchair
or other ambulation devices, seniors, youth, people with low incomes, transit riders,
freight haulers, motorists, emergency responders, and residents of all ages and abilities as
detailed in Ordinance 4247 (Complete Streets).
¤TR-8: Develop programs and construct infrastructure for walking, biking, and access to
transit that make it possible for Kent residents and employees, especially underserved
populations, to access essential services and support local businesses while reducing
auto-dependent travel.
¤TR-10: Ensure that efforts to improve access to transit and other mobility services
consider the needs of those who rely on transit services the most and those with special
transportation needs.
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April Delchamps, AICP
October 2019 (Updated July 2020 and December 22, 2020)
Page 6 of 7
¤TR-11: Implement transportation programs and projects that provide access to
opportunities while preventing or mitigating negative impacts to underserved
populations as defined in the transportation equity definition.
Safety & Health Policies
¤TR-19: Construct projects and implement programs that improve safety for all users of
the transportation network especially underserved populations.
¤TR-24: Provide equitable opportunities for an active, healthy lifestyle by integrating the
needs of non-motorized users into the multimodal transportation system.
Stewardship Policies
TR-30: Consider the economic development and community benefit implications in the
planning and design of transportation projects.
Placemaking Policies
¤TR-47: Construct comfortable, safe and supportive public streetscapes for transit riders,
pedestrians and bicyclists where appropriate based on land use context and user
feedback.
¤TR-48: During project development, use data-informed decision-making to develop
innovative solutions for equitable outcomes.
Strategy Policies
¤TR-51: Leverage public and private investments in the transportation network to build a
healthy, opportunity-rich city.
¤TR-65: Actively engage residents, and especially historically underserved populations,
during the planning and design of transportation facilities proposed by the city and other
agencies to identify and reduce community impacts.
¤TR-69: Ensure transportation investments and improvements are providing equitable
benefits and impacts to all city residents.
Actions
Connectivity & Options Actions
Develop tools to better understand how local planning and actions address inequities.
Develop outreach process for project development that incorporates the feedback of
populations affected, especially typically underserved populations. Preliminary ideas
include:
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April Delchamps, AICP
October 2019 (Updated July 2020 and December 22, 2020)
Page 7 of 7
p Facilitate outreach and engagement in places where communities already gather,
including cultural events, farmers markets, community centers, and places of
worship.
p Identify opportunities for education around the relationship between
transportation and the economy, environment, and health as well as strategies
for preventing and managing conflict.
p Provide translations of informational material, including websites, brochures,
flyers, and posters that are written in plain language.
p Collaborate with cultural organizations, social service entities, faith-based
organizations, and other community-based organizations to develop effective
outreach and engagement strategies.
p Leverage established relationships with communities by partnering with nonprofit
organizations, community development corporations, neighborhood associations,
community advocacy groups, and other organizations and individuals to help
connect the city with the community, improve communication, and build
relationships.
p Effectively communicate how community input is being incorporated into project
decision-making processes throughout the project duration.
Strategy Actions
Develop targeted outreach processes to inform and seek feedback from underserved
populations.
Systemwide(Plan)PerformanceMeasures
Systemwide performance measures (or plan performance measures) are used to understand how
progress on projects and policies translates into progress on the adopted goals. The measures are
used as checkpoints to understand where progress is occurring towards the five TMP goals. A set
of plan performance measures will be developed in early 2021 for inclusion in the annual six-year
transportation improvement program (TIP) update. As with each step in developing the TMP,
equity and equitable outcomes for underserved populations will be a focus in developing the
systemwide performance measures.
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CITY OF KENT
PUBLIC WORKS ENGINEERING TRANSPORTATION
Rob Brown, PE, Manager
400 West Gowe
Kent, WA 98032
Fax: 253-856-6500
PHONE: 253-856-5585
Memo
To: Mayor Dana Ralph
From:April Delchamps, AICP, Senior Transportation Planner
CC:Rob Brown P.E., Public Works Engineering Transportation Manager
Date:10/25/2019
Re:Summary of Transportation Master Plan (TMP) Phase 1
Outreach Phase 1A: Draft Transportation Goals Events & Social
Media
Thursday, August 22, 2019
NextDoor
Post: What's a TMP? Make your best guess in the comments below and keep an eye out for the
answer tomorrow!
The post had 1 like, 2,722 impressions and 21 comments.
Facebook
Post: Pop Quiz: What's a TMP? Make your best guess in the comments below and keep an eye
out for the answer tomorrow!
The post had 3 likes and 10 comments.
Friday, August 23, 2019
Facebook
Post: Nice guesses on our TMP question from yesterday. A TMP is a Transportation Master Plan.
This year, we're developing transportation goals for the next 20 years. Help us prioritize what's
most important. Learn more at http://KentTMP.com.
The post had 10 likes and 1 comment.
Monday, August 26, 2019
Facebook
Post: Headed to the Panther Lake Library (20500 108th Ave. SE) Wednesday? So are we! Find
our booth from 11 a.m.-1 p.m. and tell us about your transportation needs in Kent. #KentTMP
http://KentTMP.com.
The post had 62 likes, 5 loves, 3 comments, and was shared 9 times.
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Kent Bicycle Advisory Board (KBAB) 5:45pm – 7pm
April Delchamps, Senior Transportation Planner for the City of Kent, presented on the TMP
timeline, major tasks in Phase 2 and public outreach. Questions from KBAB members
focused on non-motorized projects and how to provide input into project development. In
Fall 2018, KBAB members along with staff from Economic and Community Development,
Police and Parks participated in a visioning exercise to develop a complete bicycle network.
This network serves as the starting point for non-motorized project development for the
TMP. This effort will be combined with public outreach to develop a non-motorized project
list.
Land Use and Planning Board 7pm – 8pm
April Delchamps presented on the TMP timeline, major tasks in Phase 2 and public
outreach. Questions from Land Use and Planning Board members focused on how to get
involved and the project timeline.
Wednesday, August 28, 2019
Panther Lake Library 11am – 1pm
(1) (BERK)
April Delchamps and Erika Rhett
and Jescelle Major from BERK held
a tabling event at the Panther Lake
Library in conjunction with bilingual
Spanish-English story time.
Thursday, August 29, 2019
Facebook
Post: Did you miss us at the Panther
Lake Library yesterday? We will be at the Kent Library (212 2nd Ave. N.) Friday from 11 a.m. -
1 p.m. Stop by and tell us how our transportation system can better serve you. Learn more
about the Transportation Master Plan at KentTMP.com. #KentTMP
The post had 9 likes and was shared 3 times.
Friday, August 30, 2019
Downtown Kent Library 11am – 1pm (2)
April Delchamps held a tabling event/pop-up at the Panther Lake Library in conjunction
with bilingual Spanish-English story time. Staff interacted with 6 library patrons. The
common themes from the interactions were as follows:
Safety at the crosswalk on Smith Street east of the BNSF Railroad.
Transit Access & Service: More frequent service, bus service to the Sounder Station,
and how to access DART routes.
Congestion through downtown.
Importance of providing safe places for children and teenagers.
Stories:
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Bilingual (Spanish/English) resident emphasized the importance of providing safe
places for children and teenagers.
A mom and her daughter requested information on how to use DART buses.
A young adult detailed her experiences trying to cross Smith Street east of the BNSF
Railroad. She has nearly been hit multiple times.
An east hill resident explained that they want to ride the Sounder but the lack of
parking or a bus route timed with the Sounder are a deterrent.
Tuesday, September 3, 2019
Facebook
Post: We will be at the Kent Library (212 2nd Ave. N.) tomorrow evening to talk about
transportation. Come share your ideas, between 5-8 p.m. #KentTMP Learn more at
http://KentTMP.com.
The post had 6 likes and was shared 3 times.
Wednesday, September 4, 2019
Downtown Kent Library 5pm – 8pm (3)
April Delchamps held a tabling event/pop-up in conjunction with one-on-one computer help
from 5-7, an ESL class 6-8:30, and an Immigration Law Help Clinic from 5:30-7:45.Staff
interacted with 7 library patrons, and 6 patrons at a Kent HOA meeting took flyers. The
common themes from the interactions were as follows:
Transit Access & Service: More frequent bus service, bus service to the Sounder
Station, all day Sounder service, and more bus routes.
Equity in Access: Ensuring that all in the community can access essential needs and
destinations.
Stories:
A dad with four kids cannot use all his visitation to see his kids in Renton because
the bus does not provide access.
A couple would like to use the Sounder, but it does not run enough.
Provide a bus timed to the Sounder so that it becomes an option.
A resident explained that she would use transit, but it is far faster to just drive.
Thursday, September 5, 2019
Facebook
Post: We can't wait for the Kent Farmer's Market Saturday! Stop by our table and tell us about
your hopes and dreams for transportation in Kent. Learn more at KentTMP.com. #KentTMP
The post had 22 likes, had 1 comment, and was shared 4 times.
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Saturday, September 7, 2019
Downtown Kent Farmers Market
9am – 2pm (4) (Fehr & Peers 8am-
12pm)
April Delchamps and Marissa with
Fehr & Peers held a tabling
event/pop-up in conjunction with
the Kent Farmers market. Staff
interacted with 71 patrons, and 47
patrons took a TMP Fact Sheet.
Patrons included native Russian,
Vietnamese and Bangladeshi
speakers. The common themes
from the interactions were as
follows:
Transit Access & Service:
p King County Metro:
More frequent bus service
Create a more intuitive transit system to make the choice easier
Develop bus routes that compete with car travel time
Encourage more transit use over single occupancy vehicles
p Sounder Transit:
All day Sounder Service
Sound Transit shuttle bus from James Street Park & Ride timed with each
Sounder train like Sumner and Puyallup
Open Spaces/Green Spaces: Protect green spaces from development, require a tree
be planted for every tree removed
Traffic Congestion/Trucks:
p Traffic congestion creating a safety hazard on Meeker Street at the golf course
p Traffic Congestion on Kent-Kangley Road impacting quality of life – You cannot
travel at all during peak commute times
p Access to downtown hampered by traffic congestion
p Railroad grade separation needed at Smith Street and/or James Street
p Increased freight traffic creating a safety hazard on roadways
p Trucks are using neighborhood streets and creating safety concerns
Non-Motorized:
p Safer street crossings in downtown particularly on James Street and Central
Avenue
p Safety and Security on the Interurban Trail and Green River Trail
p Protected bicycle facilities to support all riders and increase mode shift
p Maintain sidewalks to prevent hazards
p Create safe walking corridors to access destinations (Parks, Grocery stores,
Transit stops, etc.)
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p Build connected bicycle facilities
Planning:
p Build the transportation network (roads, transit, sidewalks) to support
development prior to development
p Force developers to construct streets that support the parking needs of the
development – Lack of parking is creating parking issues for adjacent
roadways/neighborhoods
p Address homeless issue
p Develop affordable housing to address housing issue
Residential Traffic Calming:
p Speeding issue on Lakeside Blvd E
p Create better process for Residential Parking Zone determination with a
requirement of 50%, 75% or 100% approval of affected residents.
Stories:
Transit:
p An older woman requested assistance figuring out which bus to get to Seattle.
p The buses are too hard to figure out.
p Why would people choose a bus when it takes twice as long?
p Buses do not run enough to make a choice.
p The Sounder would be better if it ran all day.
p There needs to be a bus timed with the Sounder.
p The parking garage is full early, so driving is the only option.
Non-Motorized:
p Crossing the road as a pedestrian is dangerous throughout downtown.
p A senior citizen detailed two hospitalizations from tripping on sidewalks in
downtown Kent.
p A family talked about not being able to access a park north of James because
they cannot cross James with their small children.
p A couple talked about the challenges accessing downtown by foot because of
the danger to cross Central.
p A young woman talked about not being able to walk places in Kent because of
poor connectivity and routes designed purely for drivers.
p A younger couple talked about the challenges of choosing a bike because bike
facilities are not connected.
p A homeowner described the challenges with security along the Green River
Trail.
Congestion:
p The new apartments at the golf course are creating a huge safety hazard. Can
emergency vehicles even get through?
p Kent-KangleyRoad is a nightmare from 6am-9am and 2pm-6pm. You cannot
plan any activities that require driving during these hours.
p An older gentleman wanted to shop more in downtown, but it is too
congested.
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p A west hill resident cannot access downtown as a pedestrian or bicyclist
because Reith Road and crossing SR 516 is too dangerous.
p A railroad grade separation is needed at Smith or James to increase safety in
downtown.
p Neighborhood streets are becoming cut throughs for truck traffic and getting
stuck with no way to turn around.
p Trucks in the Valley have always been there, but there has been a huge
increase in the last 10 years.
Development:
p A woman talked about how development is negatively impacting her
neighborhood. New apartments and houses going in with too little parking is
increasing parking issues in her neighborhood. Why are roads not built first?
Or only allow parking with too little parking when transit is nearby?
Monday, September 9, 2019
Facebook
Post: What's your favorite way to get around Kent? Come to our table at the Kent Library (212
2nd Ave. N.) tomorrow from 5-7:30 p.m. and let us know! Learn more at KentTMP.com.
#KentTM
The post had 4 likes, had 4 comments, and was shared 5 times.
Tuesday, September 10, 2019
Downtown Kent Library 5pm – 7:30pm (5)
April Delchamps held a tabling event/pop-up in conjunction with a Talk time ESL practice
class from 5-6:30, followed by a citizenship class 7-8:30 p.m. Staff interacted with 5
library patrons. The common themes from the interactions were as follows:
Transit Access & Service: More frequent bus service, frequent and everyday bus
service to Green River College (east hill location), better information to non-native
English speakers and seniors on how to use transit.
Non-Motorized:
p Bike and pedestrian access from west Hill neighborhoods east of Military Road to
new Star Lake light rail station
p Bike and pedestrian access from west hill neighborhoods west of SR516 to
Meeker Street from Reith Road.
Connectivity: Increase travel options
Stories:
A young mom cannot access the Green River College in less than an hour and a half
even though its only a couple of miles away.
Refugees and immigrants cannot figure out how to use the transit system.
Bus options do not run enough to make people choose over their cars.
Provide a safe non-motorized way to access the Star Lake light rail station.
Connect places people want to go.
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A senior citizen from Taiwan with limited English needed help figuring out the transit
options to get to Seattle.
Wednesday, September 11, 2019
Facebook
Post: What are the most important transportation goals to you? Please take our short survey at
http://KentTMP.com. #KentTMP
The post had 1 like.
Transportation Project Email List (1,106)
Post: Transportation Goals
What are the most important transportation goals to you? Please take our brief survey,
available in five languages: English, Ukrainian, Somali, Vietnamese and Spanish.
Click here to take survey now.
If you'd prefer to tell us in person, join us at Journey to Peace on Sunday.
Thanks in advance for sharing your thoughts.
Friday, September 13, 2019
Facebook
Post: Mayor Dana Ralph's Weekly Newsletter for September 13, 2019 - Palindrome Week,
Transportation Master Plan and Kent Walks #MayorDanaRalph #WeAreKent
The post had 6 likes, had 1 comment, and was shared 2 times.
Sunday, September 15, 2019
Kent Senior Center – Journey to Peace Event 4:30pm – 8pm (6) (BERK)
Pop-up in conjunction with the Journey to Peace event. Staff interacted with 5 participants.
The stories from the interactions were as follows:
A woman that runs a non-profit to assist refugees and immigrants indicated the need
to have bus service to access jobs at warehouses in the Valley.
A homeless man indicated the need for affordable housing near basic needs like
grocery stores.
Staff shared the upcoming webmap with a resident of Scenic Hill.
Monday, September 16, 2019
Facebook
Post: What do you think Kent's transportation priorities should be? Join us Thursday at the Kent
FD Cares Wellness Fair and stop by our table. #KentTMP
https://www.kenttmp.com/events/kent-fd-cares-wellness-fair
The post had 1 share.
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Kent Senior Center - Koffee Klatch 10:30am – 12pm (7)
Pop-up in conjunction with the weekly coffee event at the Kent Senior Center. Staff Erik
Preston interacted with 15 participants. The stories from the interactions were as follows:
Transit
p Please keep the free buses running and increase the service for Route 14 to
start at 9am rather than 10am.
p Reroute to drop-off directly at/in Senior Center, don’t make us cross a busy
street. 8-10 people have to cross Smith every morning because of the drop-
off location.
p It takes 2-1/2 hours to get to the Senior Center from Fairwood by Transit,
please add/improve service.
p Staff shared the upcoming RapidRide I-Line service with several visitors.
p Accessible service with power lifts are essential for them to get around.
p They want more information on where the buses go and how to get to those
routes. Primarily Access and DART, but also fixed routes.
p There’s no Senior Center in Covington, so they have to come here to the Kent
Senior Center.
p Add a Shopper Shuttle stop near Jason / Cedar, she has very poor sight and
lives on Jason.
p Add a route to the Muckleshoot Casino.
p Improve transit service coverage of the West Hill neighborhood so more
people can access the coming light rail (or get to the Sounder).
Pedestrians
p Paint the edges of large cracks and lifted panels in the sidewalk.
p Seniors walk a LOT, fix the sidewalks, make them connect.
p Several expressed a general fear of crossing wide, fast, busy, (or any) streets.
th
and Central to better
p Add a pedestrian crossing somewhere between 94
access bus stops on either side of James at Jason Ave.
p The push button on the north side of Smith to cross Central is too quiet, check
all buttons to take care of volume and repair issues.
p 3 seniors requested a crossing of Smith St near Wendy’s.
General
nd
p Desire for more east-west through roads (south of- or near 272) to drive
thth
here from Covington. They avoid Kent-Kangley and use 256 or 240 instead.
p Parking is an important issue on the West Hill, especially around current and
future (Light Rail) transit service.
Tuesday, September 17, 2010
NextDoor
Post: Transportation Priorities for Kent What are the most important transportation goals to
you? Please take our short survey at http://KentTMP.com.
The post had 4 likes, 2,461 impressions and 21 comments.
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Thursday, September 19, 2019
Facebook
Post: A Transportation Master Plan is a plan to better serve the community’s current and future
transportation needs. It sets goals that guide how the City invests in transportation for the next
20 years. This is your plan! How can you get involved? Visit http://KentTMP.com. #KentTMP
Español
Un plan maestro de transporte (Transportation Master Plan) es un plan para atender mejor las
necesidades de transporte actuales y futuras de la comunidad. Establece objetivos que guían la
inversión de la ciudad en transporte para los próximos 20 años. ¡Este es su plan! ¿Cómo puede
involucrarse? Visite KentTMP.com.
Af Soomaali
Qorshaha Wayn ee Gaadiidka waa qorshe loogu talogalay in si wacan loogu adeego baahiyaha
bulshada ee hadda iyo mustaqbalka ee gaadiidka. Waxa uu dejiyaa yoolal haga sida Magaaladu
u maalgalinayso gaadiidka 20ka sano ee soo socda. Kani waa qorshahaagii! Booqo
KentTMP.com, ama
—
.,
20 .!
? KentTMP.com .
Ting Vit
K Hoch Tng Th Giao Thông Vn Ti là mt k hoch phc v tt hn các nhu cu v
giao thông vn ti hin ti và tng lai ca cngng. K hocht ra các mc tiêu dn dt
cách Thành Phu t vào giao thông vn ti trong 20 nm ti.ây là k hoch ca quý v!
Quý v có th tham gia bng cách nào? Truy cp KentTMP.com hoc.
The post had 3 likes and 3 comments. The post was shared 2 times.
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Kent Senior Center – Kent FD Cares Wellness Fair 8:30am-12pm (8) (BERK)
Pop-up in conjunction with the annual wellness fair at the Kent Senior Center.
Transit
p Have an express bus line
from Kent station to
Seattle during 10am-2pm
and on weekends. Seniors
showed interest in visiting
Seattle Garden Shows and
UW with grandchildren.
Currently, they drive to
Seattle but in 20 years as
they age that option will
be limited.
p Public direct transit to
Settle was regularly
mentioned. Asian residents from West Hill drive to Angle Lake then take the
light rail to Seattle for shopping and meeting their friends.
p Transit options to and from Kent – Covington to access medical services and
shopping center.
p Limited options to get to Senior Center now so residents are driving but in
future as they are unable to drive, they would like to have public options.
th
p Add more buses on 108 Ave SE
p More parking is needed at the Train Station and future Light Rail station.
ndth
p Add more buses and service east of 132 Ave SE and north of SE 240 St.
thth
p Add a bus to Seattle from 108 Ave SE / SE 200 St.
Pedestrian
p Shorter walking distance to use transit services
p Public Art
Cycling
thth
p Add bike lanes on 108 Ave SE, also on 180 to get to Southcenter.
p More east-west bike routes
nd
p Create ways to walk/bike to the 272 Light Rail Station via Military and SE
nd
272 St.
Connectivity
p First and last mile connectivity as residents will age in 20 years, and they will
not be able to walk to the nearest bus stop that is a mile or more away.
p The modes – buses and trains are not operating on the same schedule.
Residents have high waiting time in between so they chose car to drive.
p It takes 90 minutes to reginal transit.
p Like that we’re building more east-west roads across the valley, keep adding
them and other lower volume parallel routes to arterials. (3 separate
commenters)
p Need more ways to get around the train tracks when blocked.
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p More roads and better markings (better maintained, for self-driving cars).
p Develop a shuttle or circulator that connects key community locations such as
Kent Station, light rail, East Hill, medical services, shopping, etc.
Other Comments
p Build a roundabout at Kennebeck/Gowe to improve safety.
p Improve the “attractiveness” at city “entrances” like landscaping with
Welcome to Kent sign, etc. on the 167 off-ramps at Central, Willis, etc.
Include all the off-ramps for 167 and I-5.
Tuesday,September 24, 2019
Cultural Communities Board
Hosted TMP Workshop. Berk (Erika Rhett) presented and Shivani Lal assisted. Board members
participated in group activity to identify “what works” and what they would like to “improve”.
Transit
p More East to West Connections
p Bus services off hours and weekend
p Smaller more direct buses options
p Public transportation to parks
p Commercial vehicle/Semi lane
Inclusion
p ADA – connecting sidewalks to developments to bus stops. Student was
dropped off on the side of street with no sidewalk by a school bus.
p More crosswalk near schools.
Safety
p Better lighting to encourage non-motorized modes of transportation.
Residentsraised concerns of almost being hit by automobile due to poor
lighting.
p More cameras at intersections to reduce red light offenses
p Not enough parking around elementary and middle school during pick-up
time. Vehicle overflow into main streets.
p Train crossing?
p BikeLane – Barrier that divides the paths such as planter. Continuity of bike
paths.
p Disable/differently able ramps and covered area for residents to wait
p More crosswalks with flashing lights
Education
p Public training and education session on Orca Card – similar to driver
education. Prepares students with other options.
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Outreach Phase 1B: Draft TMP Web Map Events & Activities
Tuesday, September 17, 2010
NextDoor
Post: Share Your Transportation Ideas on an Interactive Map Thanks to the hundreds of Kent
residents who provided feedback on the City's transportation needs over the last few months.
We have another opportunity for you to weigh in, a new survey and interactive online map,
where you can share your transportation ideas, issues and projects with the City. You can even
react to other people's suggestions! Check it out: https://www.kenttmp.com/map-your-ideas.
The post had 1 like, 1,770 impressions and 4 comments.
Thursday, October 3, 2019
Facebook
Post: Thanks to the hundreds of Kent residents who provided feedback on the City's
transportation needs over the last few months. We have another opportunity for you to weigh
in - a new survey and interactive online map, where you can share your transportation ideas,
issues and projects with the City and react to other people's suggestions! Check it out
https://www.kenttmp.com/map-your-ideas
The post had 21 likes and 1 comment. The post was shared 10 times.
Transportation Project Email List (1,146)
Post: Share Your Ideas for Kent's Transportation Master Plan (TMP) with Us by Nov. 10
Thanks to the hundreds of Kent residents who provided feedback on the City's transportation
needs over the last few months. Your input online and at events like Journey to Peace and the
Kent Farmer's Markets is invaluable. We will use it when updating the City's Transportation
Master Plan.
We have another opportunity for you to weigh in - a new survey and interactive online map,
where you can share your transportation ideas, issues and projects with the City. You can even
vote on other people's suggestions!
Check it out at KentTMP.com.
To make sure your ideas are included, please provide your input by November 10.
Thank you!
Questions? Contact us at TMP@KentWA.gov.
Tuesday, October 15, 2019
Business Expo & Taste of Kent 3pm – 7pm (1)
Pop-Up in conjunction with Chamber of Commerce event. Attendees were asked to share
transportation projects they would like to see considered in the Transportation Master Plan,
transportation issues/barriers they hope the TMP can solve. Feedback from attendees
generally fall in four categories capital projects, maintenance projects, problematic
locations such as intersections that require a project to be identified, transit issues and
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transportation policy. Starred bullets fall under multiple categories. Below are the
comments received grouped by category and next steps:
Capital Projects:
p Added to the Webmap:
Rail-Road grade separation in Downtown
ththth
240 & 104 Ave SE – Right turn lane on 104 SB & NB
thth
116 Ave SE & 248 St Roundabout
ththth
Transit is tearing up road – SE 277, SE 276 & 130 Ave SE *
th
Better pedestrian crossing at 234 and 181
p Under Construction:
When will the new Railroad Ave open?
Maintenance Projects:
p Pot Holes on Canyon
th
p 64 & Meeker – Traffic signal timing – east/west backups
p Pothole on Central by Denny’s (SB)
Problematic Locations to be reviewed for policy and/or potential projects to address
1
the issue:
p East-West for all modes.
thth
p S. 208 cut thru to avoid in S 212 St. & Central
thth
p Intersection confusion at 212 Way & S 208 St
th
p Soos Creek Trail & SE 244 St
p E Titus (stop signs at Reiten). Cut thru traffic and trucks – residential street, not
an arterial street. *
th
p Intersection - SE 208 St & Benson – Illegal U-Turns, Jaywalking to Safeway, No
safe crossing
th
p Red light running SB on 116 Ave SE to EB Kent-Kangley
Transit
p Transit is tearing up road – SE 277th, SE 276th & 130th Ave SE *
thnd
p No weekend or night access on para-transit. 116 Ave SE & 132 Ave SE to
thth
240 & 208.
p Transit access from East Hill to link light rail
p Transit service on East Hill at Kent Kangley
thnd
p No bus on 256, east of 132 Ave SE
p Sounder for night Seahawk games
p Sounder service outside commute times
Transportation Policy:
p SE 216th St S – Parking issues by school
p E Titus (stop signs at Reiten). Cut thru traffic and trucks – residential street. Not
an arterial street. *
p Safe places to walk and bike
1
The next steps for projects developed depends on the project developed to address the issue.
Small maintenance projects will be forwarded to Public Works Operation and capital projects will be
added to the webmap.
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p More parking at light rail stations – mid-day, weekday and commuters
Tuesday, October 16, 2019
Neighbors of West Hill Workshop 6:30pm – 8pm (2)
Workshop for the Neighbors of West Hill to discuss priority transportation projects in and
serving the West Hill. The workshop concentrated on brainstorming potential transportation
projects and transportation issues/obstacles in the West Hill. Below are the top projects
identified by the two break-out group and other transportation issues identified.
Group 1 Priorities:
1.Safety on Reith Road
a.Sidewalks only on one portion
b.Lake Fenwick road has a big hazard at intersection
c.No “bike safe” areas
d.Turn into apartment complex before light – very unsafe
rd
e.Blind setting into Reith on 253
2.Military Road
a.Can’t get on/off
b.No sidewalks (not multimodal)
c.Need crosswalks
d.Military road goes to 3 lanes (one left turn)
e.Speed limit entered
f.Need merge signs going S. from Kent De Moines road lane
2.Meeker
a.Too many cars for 2 lane bridge
th
b.Merge on 64 is bad (before subway) make it a right turn
2.S 272St
a.Underpass unsafe now when parking garage is in
3.S 240 St
a.Pedestrian and/or biking overpass from our neighborhood to new midway
station (Nike home access capabilities)
b.Minor disagreement – some don’t like light rail so this is not agreeable to
them, but majority would like this because: allow walking to and equity for
Nike homes/low income in area
3.Star Lake/Totem
a.Address school traffic for new combined school
Group 2 Priorities:
1.Military Road
a.Sidewalk and bike lanes along Military Road – safe when taking alternate
transit to light rail station
2.Military Road
thth
and 244
a.Crosswalk at 248
3.Reith
a.Traffic control at Reith and 253 road – blind turn
b.Traffic control at Lake Fenwick and Reith – blind turn
4.Military Road
a.Right turn lane military to 99 via Reith
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General Comments:
Access to light rail w/o driving – bike lanes and/or pedestrian over/under pass at
th
240
Encouraging development to shop locally (grocery at West Hill market)
More frequent bus service N/S on Military to connect transit
Monday, October 21, 2019
Transportation Project Email List (1,178)
Post: Share Your Ideas for Kent's Transportation Master Plan (TMP) with Us by Nov. 10
Thanks to the hundreds of Kent residents who provided feedback on the City's transportation
needs over the last few months. Your input online and at events like Journey to Peace and the
Kent Farmer's Markets is invaluable. We will use it when updating the City's Transportation
Master Plan.
We have another opportunity for you to weigh in - a new survey and interactive online map,
where you can share your transportation ideas, issues and projects with the City. You can even
vote on other people's suggestions!
Check it out at KentTMP.com.
To make sure your ideas are included, please provide your input by November 10.
Thank you!
Questions? Contact us at TMP@KentWA.gov.
Tuesday, October 22, 2019
Green River College at Kent Station (3)
Pop-up held on the skybridge at Green River College in Kent from 8:30am-9am.
Most participants took advantage of the QR code provided to access the online survey. Below is
a summary of the feedback received:
Railroad barricade signal timing: most mornings traffic is backed up due to the timing of
the railroad barricades. Specifically, on James Street.
Limited parking availability at the campus.
Students and Staff indicated that there is a high need for shuttle services between the
campuses (Auburn – Kent) during peak class schedules
West to East connections for students who live on the West and East Hills to get to Kent
Downtown Campus
More train or direct bus to and from Seattle
Bus Stop Safety/Security – as the day light gets shorter, some students feel unsafe to
wait at the bus stop and use busses
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Wednesday, October 23, 2019
Facebook
Post: Do you have an idea for how to make Kent's roads, sidewalks or trails safer? Show us on
our interactive web map by Nov. 10. You can also vote on other people's
suggestions! http://KentTMP.com #KentTMP
The post had 19 likes and 24 comment. The post was shared 10 times.
Monday, October 28, 2019
Kent Bicycle Advisory Board 5:45pm – 7pm
Land Use and Planning Board 7pm - 8pm
Tuesday, November 5, 2019
QR Code Flyer Canvassing
The QR code flyers were handed out to businesses that serve the African-American community.
The African-American community was identified as a population with low participation in the
online webmap survey. Flyers were distributed at the following businesses:
Business owner who is involved with the Kent Black Action Commission offered to share
information on their listserv to extend the reach of this targeted outreach effort.
After the outreach efforts, Florette Ebengho of Mother Africa emailed a request to meet with the
City of Kent.
Transportation Project Email List (1,214)
Post: Share Your Ideas for Kent's Transportation Master Plan (TMP) with Us by Nov. 10
Thanks to the hundreds of Kent residents who provided feedback on the City's transportation
needs over the last few months. Your input online and at events like Journey to Peace and the
Kent Farmer's Markets is invaluable. We will use it when updating the City's Transportation
Master Plan.
We have another opportunity for you to weigh in - a new survey and interactive online map,
where you can share your transportation ideas, issues and projects with the City. You can even
vote on other people's suggestions!
Check it out at KentTMP.com.
To make sure your ideas are included, please provide your input by November 10.
Thank you!
Questions? Contact us at TMP@KentWA.gov.
Outreach Phase 1C: Transportation Equity & Layered Networks
Cultural Communities Board (1)
Workshop on transportation equity definition, priority populations and priority population areas
(PPAs).
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What are your impressions of the definition of equity?
Like the use of the word ability instead of disability
Or access to place of worship?
What are your impressions of the priority populations?
What about religion?
What about education level as a variable for priority populations?
Is there any local data available? – There is currently no local data source for
socioeconomic or demographic data.
Explore potential for gathering local data in the future.
How can equity best be advanced by the TMP?
Emphasize all modes of transportation
As we expand the city and grow in population, explore transportation options and
potential transportation impacts.
Learn from other cities
What would you like Council to know about this work?
TMP should be a needs-based plan for residents
How can the Cultural Communities Board help further equity in the TMP?
Other Feedback
Request for a larger map of priority population areas with more road names (ARCH D)
Share information on development of the goals, feedback from public and the final goals
(Note emailed a summary as well as a PowerPoint to Uriel Varela for email distribution to
the Cultural Communities Boards).
Share link to the access to opportunity map discussed at the Regional Transit
Committee.
Critical Safety Projects:
p Panther Lake Library Crosswalk
p Repaint crosswalk at Smith and Railroad
There should be an equity lens during policy review and development.
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Kent TMP 2019 Public Outreach Materials
Table of Contents
Somali - Folio Website Text 2
Spanish (US) - Folio Website Text 4
Folio Website Text 6
Vietnamese - Folio Website Text FINAL8
Cultural Board Presentation 10
Outreach Flyer Email Content 28
Goals Summary 29
Kent Fact Sheet 33
Kent Outreach - TAB 35
Kent Transportation Flyer 36
Mapping Tool Outreach Messages37
Phase 2 Ï Outreach Messages for Webmap 37
Outreach schedule 41
TMP Public Outreach Update42
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Waa maxay Qorshaha Wayn ee Gaadiidka?
Qorshaha Wayn ee Gaadiidka (TMP) waa qorshe loogu talogalay in si wacan loogu adeego baahiyaha
bulshada ee hadda iyo mustaqbalka ee gaadiidka. Waxa uu dejiyaa yoolal haga sida Magaaladu u
maalgalinayso gaadiidka 20ka sano ee soo socda.
Si gaar ah, TMP wuxuu:
U soosaari doonaa shabakad gaadiid isticmaalayaasha oo dhan darawalada, rakaabka, dadka
lugeeya, iyo dadka baaskiiladaha wata.
Saadaalin sida nidaamku u shaqayn doono mustaqbalka oo soo jeedin siyaabo loo hagaajiyo.
Aasaasi yoolal iyo siyaasadaha cusub si loo hago go'aan-qaadashada Magaalada.
Soosaari liis ah sida ay u kala mudan yihiin mashaariicda gaadiidka si loo taageero watayaasha
baaskiiladaha, dadka lugeeya, rakaabka, iyo baabuurta.
Samayn talobixinno kusaabsan sida loo bixiyo kharashka wixii hagaajino ah.
Waa inaad kaqaybqaadato TMP sababtoo ah:
Magaaladu waxay u baahan tahay caawimo qaadashada go'aanno la xiriira gaadiidka
Waxaynu u baahannahay inaynu u ogaano hagaajinaha muhiimka adiga kuu ah
Waxaynu u baahanahay aragtiyahaaga kusaabsan sidii aynu badbaadada, caafimaad qabka, iyo
waxtarka shabakaddeena gaadiidka u ilaalin lahayn
Qorshahani wuxuu saamaynayaa go'aanada 20ka sano ee xiga
Yoolalka TMP ee Qabyada ah
Qorshuhu wuxuu hagi doonaa go'aanada Magaalada ee ku saabsan gaadiidka 20ka sano ee soo socda.
Iyadoo laga duulayo la-sheekaysiyadii bilawga ee bulshada lala qaatay, Magaaladu waxay ka fekeraysaa
yoolalka hoos ku taxan. Maxaad ka aaminsan tahay yoolalkan? Wax ma ka sheegayaan wixii adiga kuu
muhiim ah ee ku saabsan nidaamka gaadiidka Kent?
Kormeerista Joogtaynta iyo hagaajinta nidaamka, diirad saaridda faa'ido sare oo ka soo noqota
maalgalinta iyo maaraynta xilkasnimada leh ee hantida ee muddada fog.
Xeeladda Si horusocodnimo leh u saamaynta iskaashiyada iyo isbaddalada teknoolojiyadda si
loo badiyo khayraadka sarena loogu qaado danaynaha Kent.
Ka hawlgalista barxadaha dadwaynaha Sare u qaadista quruxda Kent iyo sida dadku u arkaan
magaaladeena iyadoo loo marayo maalgalinta gaadiidka taasi oo xoogga saaraysa quruxda iyo
raaxada.
Tayada Nolosha Kordhinta caafimaadka iyo badqabka iyadoo xoogga la saarayo badbaadada
iyo gaadiid shaqaynaya.
Isku Xidhnaanta Ballaadhinta iyo xoojinta shabakadda noocyada badan si loo kordhiyo
ikhtiyaarada dhammaan kooxaha isticmaalaya, iyadoo lagu bilaabayo kuwa haysta fursadaha ugu
yar.
Wax ayaanu ka baddali yoolalkan qabyada ah anagoo eegayna aragtida ka soo noqonaysa bulshada.
Sidee Ayaad Uga Qaybgali Kartaa?
Xagaagan iyo dayrta waxaad arki doontaa shaqaalaha TMP oo bulshada dhex socda. Waxaanu rabnaa
inaanu maqalno rajooyinka iyo riyooyinka aad ka qabto gaadiidka Kent. Dhammaadka dayrtan waxaad ku
wadaagi kartaa caqabadaha iyo aragtiyaha gaadiidka ee wixii hagaajino ah khariirad-webeed onlayn ah.
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Inta aynu wadno dhisidda qorshaha, waxa sii jiri doona fursado badan oo aad kaga qaybqaadan karto. Fiiri
Jadwalka Kaqaybgalka Bulshada <location> wixii tafaasiil dheeraad ah.
Wixii macluumaad dheeri ah:
Booqo KentTMP.com (oo si joogto ah loogu cusboonaysiiyo dhacdooyinkii ugu dambeeyay iyo tafaasiisha
mashruuca), ama
La xiriir Maareeyaha Mashaariicda Magaalada Kent, April Delchamps: TMP@KentWA.gov, 253-856-5564.
Ma rabtaa inaan xogogaal noqoto oo aad hesho wixii soo kordha inta uu socdo soosaarista qorshuhu?
Iimeyl u dir TMP@KentWA.gov
liiska iimeylada mashruuca ama aad iskaga diiwaangaliso websaytkayaga: KentTMP.com.
Muddada Mashruuca iyo Jadwalka Kaqaybgalka
Bulshada
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¿Qu es un plan maestro de transporte?
Un plan maestro de transporte (Transportation Master Plan, TMP) es un plan para atender mejor las
necesidades de transporte actuales y futuras de la comunidad. Establece objetivos que guían la inversión
de la ciudad en transporte para los próximos 20 años.
Específicamente, el TMP:
Desarrollará redes de transporte para todos los usuarios: conductores, pasajeros, peatones y
ciclistas.
Predecirá qué tan bien funcionará el sistema en el futuro y sugerirá mejoras.
Establecerá nuevas metas y políticas para guiar la toma de decisiones de la ciudad.
Desarrollará una lista priorizada de proyectos de transporte para apoyar a ciclistas, peatones,
pasajeros y automóviles.
Hará recomendaciones sobre cómo pagar las mejoras.
Usted debe participar en el TMP porque:
La ciudad necesita ayuda para tomar decisiones relacionadas con el transporte
Necesitamos saber qué mejoras son importantes para usted
Necesitamos sus ideas sobre cómo mantener nuestra red de transporte segura, saludable y
eficiente
Este plan influye en las decisiones para los próximos 20 años
Objetivos preliminares del TMP
Los objetivos del plan guiarán las decisiones de la ciudad sobre el transporte en los próximos 20 años.
Según las conversaciones iniciales con la comunidad, la ciudad está pensando en los objetivos que se
enumeran a continuación. ¿Qué opina sobre estos objetivos? ¿Reflejan lo que es importante para usted
sobre el sistema de transporte de Kent?
Administración: mantener y mejorar el sistema, centrándose en un alto rendimiento de la
inversión y una gestión responsable de los activos a largo plazo.
Estrategia: aprovechar de manera proactiva las asociaciones y los cambios en la tecnología para
maximizar los recursos y promover los intereses de Kent.
Creación de espacios urbanos: mejorar la imagen de Kent y la experiencia de las personas en
nuestra ciudad a través de inversiones en transporte que enfaticen la estética y la comodidad.
Calidad de vida: aumentar la salud y el bienestar haciendo hincapié en la seguridad y el
transporte activo.
Conectividad: ampliar y fortalecer la red multimodal para aumentar las opciones en todos los
grupos de usuarios, comenzando por aquellos que tienen la menor cantidad de oportunidades.
Modificaremos estos objetivos preliminares en función de los aportes de la comunidad.
¿Cmo puede involucrarse?
Este verano y otoño verá al personal del TMP en la comunidad. Queremos escuchar sus anhelos y sueños
para el transporte de Kent. Más adelante este otoño, puede compartir sus desafíos de transporte y sus
ideas de mejora a través de un mapa web en línea. A medida que creemos el plan, habrá aun más
oportunidades para participar. Consulte el programa de participación comunitaria <location> para
obtener más información.
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Para más información:
Visite KentTMP.com (actualizado regularmente con los últimos eventos y detalles del proyecto).
O comuníquese con la gerenta de proyecto de la ciudad de Kent, April Delchamps: TMP@KentWA.gov,
253-856-5564.
¿Quiere mantenerse en contacto y recibir actualizaciones durante todo el desarrollo del plan? Envíe un
correo electrónico a TMP@KentWA.gov
de correo electrónico del proyecto o regístrese en nuestro sitio web: KentTMP.com.
Cronograma del proyecto y programa de participacin
comunitaria
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KentTMP.com
TMP@KentWA.gov,
253-856-5564.
TMP@KentWA.gov
-KentTMP.com.
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D Tho K Hoch Tng Th Giao Thông Vn Ti là gì?
K Hoch Tng Th Giao Thông Vn Ti (TMP) là mt k ho phc v tu v giao
thông vn ti hin ta cng. K hot ra các mc tiêu dn dt cách Thành Ph
n ti.
C th, TMP s:
Phát trin mi giao thông vn ti cho tt c i dùng - i s d
tin công c p.
D thng s hong t xut ci tin.
Thit lp các mc tiêu và chính sách m ng dn vinh ca Thành Ph.
Xây dng mt danh sách các d án giao thông vn t h tr p,
i s dn công c
n ngh v vic làm th nào chi tr c cho các hng mc ci tin.
Quý v nên tham gia TMP vì:
Thành Ph c n giao thông vn ti
Chúng tôi cn bit nhng ci tin nào là quan tri vi quý v
Chúng tôi cng ca quý v v vic làm th gi cho mi giao thông vn ti ca
chúng ta an toàn, lành mnh và hiu qu
K hoch này n các quyi
D Tho Các Mc Tiêu TMP
Các mc tiêu k hoch s dn dt các quynh ca Thành Ph v giao thông vn ti.
Da trên các cui thou vi cng, Thành Ph các mc lit
nhng mc tiêu này? Chúng có phn ánh nhc coi là quan trng
vi quý v v h thng giao thông vn ti ca Kent không?
Qun Lý - Duy trì và ci thin h thng, tp trung vào li tc trên vn lý tài
sn dài hn có trách nhim.
Chic - Ch ng tn dng các mi quan h i trong công ngh t
hóa các ngun ly li ích ca Kent.
To v th - Nâng cao hình nh ca Kent và tri nghim ci dân trong thành ph ca
chúng ta thông qua các khothông vn ti nhn mnh tính thm m và s
thoi mái.
Chng cuc sng - ng sc khe và phúc li by mnh s an toàn và giao
thông vn ti tích cc.
Kt ni - M rng và cng c m a chn cho tt c các
i dùng, bu t nhi nht.
Chúng tôi s si các mc tiêu d tho này da trên ý ki cng.
Quý V Có Th Tham Gia Bng Cách Nào?
Mùa hè và mùa thu này, quý v s thy nhân viên ca TMP trong cng. Chúng tôi mun lng nghe
v hy va quý v i vi giao thông vn ti Kent. Cui mùa thu này, quý v có th chia
s nhng thách th ci thin giao thông vn ti thông qua m web trc tuyn. Khi
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chúng ta xây dng k hoch, s có nhia. Xem Lch Trình Tham Gia Ca Cng
bit thêm chi tit.
bit thêm thông tin:
Truy cp KentTMP.com c cp nhng xuyên vi các s kin và chi tit d án mi nht) hoc
Liên h vi Qun Lý D Án Thành Ph Kent, April Delchamps: TMP@KentWA.gov, 253-856-5564.
Quý v mun gi liên lc và nhn thông tin cp nht trong sut quá trình phát trin k hoch? Hãy gi
n TMP@KentWA.gov và vi
quý v a d án hoa chúng tôi:
KentTMP.com.
Khung Thi Gian Ca D Án Và Lch Trình Tham Gia
Ca Cng
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City of Kent Erika Rhett, AICPBERKShivani LalCity of Kent
Public Outreach, Draft Goals,and Project Overview September 24, 2019
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Principles and objectivesInitial outreachDraft goalsTimelineProcessPerformance Metrics
Project OverviewPublic OutreachAssess Trends & ConditionsMMLOS Policy DevelopmentProject DevelopmentPhase 3
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Winter 2019/2020
Project DevelopmentFunding WorkshopFuture Transportation ModelTransportation Advisory Board Meeting #3
Fall 2019
Performance MetricsTransportation Advisory Board Meeting #1 & 2Layered Transportation NetworkProject Development
Outreach Events & Targeted OutreachOutreach Events & Targeted Outreach
Outreach & Updates for Elected OfficialsOutreach & Updates for Elected Officials
Summer 2019
Multimodal Level of ServiceEquity AnalysisBase Transportation Model Existing Conditions
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Senior Health Fair Targeted outreachTransportation Master Plan Website
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Open House & Additional
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and share the draft plan Fall 2020)
(Review the draft project list Summer 2020
Phase 3
October 2019)
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Online interactive webmap
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& Beyond
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Conditions
Assess Trends &
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Auto operations, conditions for walking, biking, and transit
FinanceMultimodal Needs Assessment Equity AnalysisCollision Analysis
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ƚǒƩ ƩğƓƭƦƚƩƷğƷźƚƓ 9ǣƦĻƩźĻƓĭĻ͵ ğƉĻ ğ ƒƚƒĻƓƷ Ʒƚ DĻƷ źƓƷƚ ŅƚǒƩ ƭƒğƌƌ ŭƩƚǒƦƭ͵ /ŷƚƚƭĻ ƚƓĻ ƦĻƩƭƚƓ Ʒƚ 5źƭĭǒƭƭźƚƓ͵ ŷźƓƉźƓŭ ğĬƚǒƷ ǤƚǒƩ ĻǣƦĻƩźĻƓĭĻƭ ğƓķ {ŷğƩźƓŭ͵ ŷğƷ ķźķ Ǥƚǒ ƌĻğƩƓ ŅƩƚƒ ǤƚǒƩ
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ŷƚ ĻƌƭĻ ƭŷƚǒƌķ ǞĻ ƷğƌƉ Ʒƚͪ
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ƚŅ ƦĻƚƦƌĻ Ǥƚǒ ƉƓƚǞ͵͵͵
ŷğƷ ǞƚƩƉƭ ǞĻƌƌ źƓ YĻƓƷγƭ ƷƩğƓƭƦƚƩƷğƷźƚƓ ƓĻƷǞƚƩƉƦĻƚƦƌĻ Ǟŷƚ ǒƭĻ ĭğƩƭͲ ƷƩğƓƭźƷͲ ĬǒƭĻƭͲ ƚƩ Ǟŷƚ ǞğƌƉͪŷğƷ ĭƚǒƌķ ĬĻ źƒƦƩƚǝĻķͪ
{ƷĻƦ Њ ƷŷźƓƉ ğĬƚǒƷ ŷƚǞ Ǥƚǒ ŭĻƷ ğƩƚǒƓķ ƚƓ ğ ķğǤ Ʒƚ ķğǤ Ĭğƭźƭ͵ IƚǞ ķƚ ǤƚǒƩ ĭŷźƌķƩĻƓͲ ƦğƩĻƓƷƭͲ ƚƩ ƚƷŷĻƩ ŅğƒźƌǤ ƒĻƒĬĻƩƭ ŭĻƷ ğƩƚǒƓķͪ ŷğƷ ğĬƚǒƷ ǤƚǒƩ ŅƩźĻƓķƭ ğƓķ ƓĻźŭŷĬƚƩƭͪ{ƷĻƦ Ћ ƷğƉĻ ƓƚƷĻƭ͵{ƷĻƦ
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Let's Talk
Transportation!
Qbdlfu!Qh/!678
5/M/d
DRAFT January 7, 2021
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ƚǝĻƩ ƷŷĻ ƓĻǣƷ ЋЉ ǤĻğƩƭ͵ ŷĻ /źƷǤ ƚŅ YĻƓƷ ǞğƓƷƭ Ʒƚ ŷĻğƩ ŅƩƚƒ ğƭ ƒğƓǤ ķźŅŅĻƩĻƓƷ ƦĻƚƦƌĻ ğƭ ƦƚƭƭźĬƌĻ ĬǤ bƚǝĻƒĬĻƩ
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1
5/M/d
DRAFT January 7, 2021
Summary of Public Comments on Draft Goals
Not enough emphasis placed on reducing congestion, especially downtown and in E Hill
Multiple concerns about freight traffic creating safety concerns and using neighborhood streets
(Also listed under safety)
-
We need more lanes not less
I would like to see more focus on reducing the adverse impact of RRs on downtown traffic
omething that can be improved upon, as well as changing intersections
th
Look at 256 and other main roads north/south and start adding 3 lanes on a 1 direction road
Tied to concerns about rate of development in Kent
Scenic Hill cut through traffic
Gowe to Titus traffic
Transit
More frequent service
All day Sounder service
Fairwood to/from Senior Center
Earlier start for route 14
Want service 5am-11pm all week (7 days)
More buses, smaller commuter and circulators
Small buses, direct routes
Scenic Hill #914, 1 bus to Seattle 10am-2pm
10am-2pm, Kent to Covington, Kent to Federal Way
#913 now its limited, 3-4 blocks (large) walk
Route options to Seattle
Inner City Connection from East Hill 9am-6pm
Multiple requests for more light rail/train/bus options to Seattle, during the weekends too
Additional routes and access to specific locations
Bus service to the Sounder station from all neighborhoods. Suggestion for ST shuttle between
James ST P&R timed with each Sounder train
Bus service to new light rail station
Jobs at warehouses in the valley
th
Want service on SE 248 St near YMCA and Kent Methodist, which serves the HOME shelter
program
th
Want service on SE 240 St where 3 churches host HOME
More information/education on how to access DART routes and transit in general, esp. to
non-native English speakers/seniors
Want bus routes to provide comparable travel times to SOV
Link light rail from Kent to Fed. Way
West Hill #574 upper route to Angle Lake Light Rail
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1
5/M/d
thnd
Bus on 256 and 132
Drive currently, bus is very interest ill-Access -Dart
Light rail from downtown up both West Hill and East Hill
Renton to Kent access
Specific locations:
Green River College
Multiple requests for service to Muckleshoot Casino
The Lakes
Downtown SR Ctr
Lake Meridian Shopping
Covington
Auburn to East Hill, North Benson
Quality of Life
Important to provide safe places for kids and teenagers
Kent cannot continue to grow without funds for infrastructure like roads bridges
Equity in access
Connection to East Hill and unincorporated Kent; accessibility, safe, ADA friendly
Trees/Green Space/Environment
Protect green spaces from development
Require tree planted for every tree removed
More trees along thoroughfares
Do not remove any more trees trees are for oxygen
Install E-charging stations on publicly owned land
Stop expanding development/growth that uses vital open space and contributes to climate
change. You have created asphalt play areas.
Connectivity
Fill in gaps in sidewalk/bike network. Need a connected NETWORK.
So important since Kent is so spread out
Connections between modes is important to access Sounder, future light rail stops, trails, and bus
lines
Multiple requests for connection from Kent Station to Angle Lake Light Rail
Last mile connectors to home
East/west connections
More east-west roads
Desire for more east-west through roads to connect to Covington
Want east/west connections to light rail
East Hill
East Hill more transit, connectivity, and parking
East Hill it takes 90 minutes to get to regional transit
Connectivity for East Hill is very poor to Covington or around the East Hill
Connection to East Hill and unincorporated Kent; accessibility, safe, ADA friendly (also listed
under equity in access)
Non-motorized
Get people out of cars and onto bikes and public transit
Bike/ped facilities
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DRAFT January 7, 2021 Client | Project Name 2
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Provide more connections! Unsafe
More sidewalks, more bike facilities. Help people avoid using cars.
Consider topography
Kent should lead South King in being the most bike friendly city
thth
Bike ride on 180 and 108
Crosswalks
General fear among seniors (and others) of crossing wide, fast, busy streets. Crossings
perceived as dangerous.
Need additional crosswalks
Trails safety and security
Stewardship/maintenance
Maintenance of sidewalks major issue. Seniors report tripping and being hospitalized.
Maintenance of ped push buttons
Maintain bad roads
Fix the roads Fairwood area
Parking
Important at light rail station
Not enough downtown
No more on-street parking
Lots of concerns about not enough parking, tied to concerns below about the rate of
development and congestion
More parking to support regional transit links
Need more parking for apartments
Builders should have to pay for parking impacts
Multiple requests for more parking at Kent Station (150 to Seattle park at Kent Station)
No parking for regional transit to Angle Lake
Housing
There is enough
Slow rampant development which is far exceeding our resources just to raise your tax base
-generation families living
under the same roof
Need goal of reducing population density since we can only fit so many lanes (Kent seems to do
the opposite)
SAFETY make it its own guiding principle?
Ped safety
Focus less on aesthetics and more on public safety
Multiple concerns about freight traffic creating safety concerns and using neighborhood streets
(Also listed under congestion)
Bus stop safety drug, strange activity
Placemaking
Corners, intersections, and onramp areas should be landscaped with artwork.
Removing trash littering our streets and overgrown areas
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DRAFT January 7, 2021 Client | Project Name 3
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Garden show
Art mural
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DRAFT January 7, 2021 Client | Project Name 4
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Address
Hours 10am-7pm? Call to confirm.
Rhonda SchaferDianaSpoke with Franklin. Will not distribute for us, but we can go hand out flyers ourselves if we want.No centralized way of distributing information to residents.City
posted to PeachJar with their account. PeachJar would not accept our submission.529 Central Ave NKent, WA 98032 Cascade Office Plaza, 1209 Central Ave S #215, Kent, 19300 108th Ave
SE, Kent, WA US 98031930 E James St, Kent, WA 9803111420 SE 248th St. Kent, WA 98030https://www.motherafrica.org/Duplicate email as Black Action Commissionhttps://www.facebook.com/Naturally-Textur
ed-Hair-Salon-1877059935938208/https://www.facebook.com/pg/chinnysafricanbraiding/about/?ref=page_internal 24228 104th Ave SE, Kent, WA 98030 Phone
NotesNotes
(253) 813-8888(877) 624-5540 (253) 243-6164(253) 852-0834(253) 525-5571(888) 596-8197 253-854-1274(253) 854-1700(833) 459-5435 (253) 373-7524 Contact: Sugar Snell, Office Administrator(253)
854-4229(206) 851-3446(425) 528-2124(425) 430-2600206-457-8158 Email berrysbarbershopinkent@gmail.comvparkersr@yahoo.cominfo@thenbcf.orginfo@hillsidechurchkent.com
PhonePhone
webstercourt@alliedresidential.comcountry_glen_apts@pinnacleliving.comCommunications@kent.k12.wa.usberrysbarbershopinkent@gmail.comDuplicate email as Black Action CommissionDoesn't have
a shop in Kent anymore
5/M/d
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5/M/d
1
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January 7, 2021
DRAFT
@cascadebicycle
Instagram Tags @wabikes @transpochoices @greenriverc
Facebook Tags @cascadebicycleclub @BikeWA @lakemeridiantri @transpochoices @GreenRiverCollege
GreenRiverCC
Twitter Tags @cascadebicycle @Wabikes @lakemeridiantri @transpochoices @
Image Content WebmapPedestrians or bicyclists
!
interactive
react to
kenttmp.com
survey and
Message brand new online map, where you can share your best transportation ideas for our city and suggestions! Check it out at kenttmp.com Do you have a brilliant idea for sidewalks,
or trails safer? Show us where and how on our interactive webmap at
Outreach Messages for Webmap
Intent LaunchAwareness
Date 10/210/9
Phase 2 Social Media Posts
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2
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@kentyouthfamily @kentchamber
Instagram Tags @CISKent@mainstreetkent @unitedwayKC @kentdowntownpartnership @livingwellkent @visitkentwa @greenriverc @kentinternationalfestival @boeing @kentstation @visitkentwa @iLoveKent
ousesea
@KentSeniors
Facebook Tags @kentamkiwanis @kentyouthandfamily @CISKent@mainstreetkent @therealODMF @kentinternationalfestival @kentdowntownpartnership @3rdthursdaykent @LWKcollaborative @unitedwayKC
@GreenRiverCollege @neighborhttle @visitkentwa @kentchamberofcommerce @boeing @kentstation @iLoveKent @wtatrucking @visitkentwa
ng
GreenRiverCC
@KentYouthFamily @kent_well
Twitter Tags @CISKent @unitedwayKC @neighborhouse @mainstreetkent @visitkentwa @@therealODMF @KIFfestival @kentchamber @boei@kentstation @iLoveKentWA @WATruckingAssn @visitkentwa
Image Content TransitRoadway/cars Webmap
.
shelter
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.
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Transportation Master Plan
|
kenttmp.com
y of Kent
t
Message Have you alwaysnew crosswalk or bus stop chance to share your idea! Show us the spot on our new interactive webmap at Is there a traffic signal on your commute that could be
improved? where, and check out other webmap at What can the City of Kent do to make it easier for you to get around? Give us your ideas and check out what other people think at Last
call! Make a difference in your community by showing us how
Ci
Intent AwarenessAwarenessAwarenessClose
January 7, 2021
DRAFT
Date 10/1610/2310/3011/6
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Facebook Tags
Twitter Tags
Image Content
add
by
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kenttmp.com
Transportation Master Plan
|
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y of Kent
t
Message our transportation can work better for you and your family. Make sure to your ideas to our interactive webmap at November 10
Ci
Intent
January 7, 2021
DRAFT
Date
5/M/d
DRAFT January 7, 2021
Email Blurb
Calling all transportations schemers and dreamers!
We are in the process of developing a guide for how the City invests in transportation for the next 20
years, and we need to know which improvements are most important to you.
To this end, we are excited to share a new survey and online map where you can share your best ideas
about how to keep our transportation network safe, healthy, and efficient. Visit kenttmp.com to view the
survey and interactive map, add your own deas. Be sure to add
your thoughts by November 10.
Interested in keeping updated about this project? Add your name to the project mailing list at
kenttmp.com.
Newsletter Blurb
Calling all transportations schemers and dreamers!
This year, we are developing a new Transportation Master Plan (TMP). A TMP sets goals that guide how
the City invests in transportation for the next 20 years. To make our TMP successful, we need to know
which improvements are most important to you.
To this end, we are excited to share a new survey and g you to share your
best ideas about how to keep our transportation network safe, healthy, and efficient. Visit kenttmp.com
to view the survey and eas. You
We are collecting feedback through November 10, so be sure to share your ideas by then!
r name to the project mailing list at
kenttmp.com.
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5/M/d
Transportation Master Plan Public Outreach October 25, 2019Update
CommentResponseDateSource
Dumbest thing is to do a roundaboutat
Willis and 4th in Kent. Also a waste of 10-23FB
money!
where the Soos Creek Trail crosses SE
Try reaching out to our
256th Street. The other main roads the
Transportation Planner
April DelChamps at 253-
reporting it and just get the run around.
856-5564 or
ADelchamps@KentWA.g
even tried reportingit to WSDOT. No one 10-23FB
ov to see if this is
seems to know whose responsibility it is.
something that can be
People just barrel down from the East
added to the
Transportation Master
dangerous! People coming from the West
Plan. Toni A.
have a better sight line, but holy moly
this is death waiting to occur.
132nd should be a finished 2 lane road
both ways. The people who use the right
Projects
lanes crossing 208th in both directions 10-23FB
cut in line and there shouldn't even be an
opportunity to do this....
More pedestrian / bike friendly wide
10-23Website
paths AWAY from cars with green space.
Crosswalk with flashing lights on top of
hill on 240th near 142nd Ave SE. Low
10-23Website
visibility makes it difficult to cross the
street.
Pedestrian/ bike path away from cars
that takes you from the top of the hill
near 142nd Ave SE down to access Soos 10-23Website
Creek Trail. Currently, dangerous to walk
along road.
King County is inviting
residents to have a say
Not strictly City of Kent, but will surely on Metro's upcoming
impact City Kent: is there any plan to investments in south
add transit along Kent/Auburn-Black King County. Follow this
Diamond Rd, to service the thousands of link for more 10-23FB
households being added at Ten Trails, or information and to
will this inevitably lead to an additional provide your input.
5000 cars/day on Kent Kangley?https://www.kingcounty
Transit
.gov/.../20191021-
Renton-Kent...Toni A.
At the cross way of 248th and 120th cars
constantly roll thru and I have seen so
10-23FB
many accidents or near accidents. This is
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an area right next to a park where kids
Qbdlfu!Qh/!693
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and adults are always walking or biking.
Not to mention since the Y opened up
just down from it people are just
slamming on the gas and don't even look
at the stop signs. Please could you put in
an all ways stop light and ticket camera
there? At the very least speed bumps on
all three sides?
Electric trolleys to go from 132nd Ave SE
to train station. We need buses that will
go further east on 240th past 132nd. No 10-23Website
bus service currently available during the
day.
Please do not use concrete for sidewalks.
Smoothed out gravel works great, easier
on the body. Probably less expensive
also. Rubberized asphalt is better than
concrete.
10-23Website
Policy
EV stations. Provide incentives for
10-23Website
electric car usage.
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Kent TMP 2020 Public Outreach Materials
Table of Contents
TMP Fact Sheet 2
Kent Apartments List 4
Diverse Communities Contact List and Tracker 7
TMP Fact Sheet_Somali 2020 11
TMP Fact Sheet_Spanish 2020 13
TMP Fact Sheet_Ukranian 2020 15
TMP Fact Sheet_Vietnamese 2020 17
Website Analytics 19
Website Analytics 2 40
Suggested Organization Contact List 25
Rally the Valley Stakeholder List 26
TMP Outreach Email Documentation35
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5/M/d
DRAFT January 7, 2021
Ethos ethos-w@m.knck.io
The Row therow.lease@fpimgt.com
Midtown 64 MidtownMGR@gre-m.com
Driftwood Apartments driftwood@gre-m.com
River Pointe (a Targa property) targa@targarealestate.com
Swiss Gables Apartments SwissGables.PropertyWebsite.EpicAssetMgmtInc@aptleasing.info
Vibe vibe@gre-m.com
Chandlers Bay Apartments championspark@bridgepm.com
Signature Pointe Apartment Homes signaturepointe@gre-m.com
Alvista Lake Meridian lakemeridian@greystar.com
The Platform Apartments platform@gre-m.com
Indigo Springs (a Decron property) info@decron.com
(all Thrive properties) info@thrivecommunities.com
Bower Village
CityZen
Mosaic Hills
Waterford at the Lakes
Woodland Estates
Meridian Garden
Bower Village
Arterra Apartments (Pacific Living Properties) comments@plpinc.net
Pembroke Apartments pembroke@ctlmanagement.com
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Qbdlfu!Qh/!698
1
5/M/d
Benson Village Apartments bensonvillage@comcast.net
Meridian Green Townhomes mgr@meridiangreen.net
Waterbrook Lofts & Apartments (epic asset mgmt.) customerservice@epicasset.com
Kemtly Pointe kentlypointeapartments006@myltsmail.com
Dwell at Kent Street Station dwell-fb@m.knck.io
Bower Village (also listed with Thrive) brysonsquare.propertywebsite.thrive@aptleasing.info
Summerhill (Gran incorporated) becki@graninc.com
Brookside Apartments brooksideliving@gmail.com
LARC at Kent
Cottonwood Apartments Kent * cottonwood@greystar.com
Appian Way (a Mercy Housing property) * customerservice@mercyhousing.org
(SHAG properties) * marketing@shag.org
Titus Village
Tri Court
Bill Cook, Director of Public Housing, KCHA * BillC@kcha.org <BillC@kcha.org>;
(numerous subsided buildings on their site, no email)
Alderbrook Apartments alderbrook@avenue5apt.com
Park Place live@parkwa.com
Wandering Creek (Essex Trust property) leasing@essex.com
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DRAFT January 7, 2021 Client | Project Name 2
Qbdlfu!Qh/!699
5/M/d
appeared in affordable, low-income and/or senior search
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DRAFT January 7, 2021 Client | Project Name 3
Qbdlfu!Qh/!69:
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5/M/d
ation
argely
1
Qbdlfu!Qh/!6:1
s is currently
i
January 7, 2021
re of. Often
DRAFT
for them.
Comments
After speaking with them they expressed their community is lconcerned with housing needs and rental assistance. Th They have heard about housing needs primarily not transportation
There are not pressing concernspatients will arrive in their own cars. Clinic provides bus passes, but rarely asked about
Yes, all
Called?
Left voicemailBrief conversationLeft voicemailSpoke with FloretteLeft voicemailSpoke to GabbyLeft voicemailLeft voicemail(Multiple numbers available:206 330 4627206 420 9616)
Yes, all
seattle.org
-
Email: cwasley@wr.org
Emailed?
Shamso Issak. Email: Shamso.Issak@hotmail.comNo replyEmail: opynda@uccwa.orgCaitlin Wasley. info@motherafrica.org executivedirector@svdpseattle.orginfo@seamarchc.orginfo@acrs.orginfo@cisc
Seattle
Organization
Living Well KentUkrainian Community Center of WashingtonWorld ReliefMother AfricaCentro Rendu (St. Vincent DePaul)SeaMar Health CentersAsian Counseling and Referral ServiceChinese Information
and Service Center
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5/M/d
.
street.
ovid
th
2
C
Qbdlfu!Qh/!6:2
212
and
have the means to
there are ped
and there is increased
. Kids and elderly are
ome places have and
s
private vehicles.
. Some take bus as the stop
-
previously, before
Benson street
residential
depend on public transportation
. Public transportation is a need for
s
families who
ed on
or they use
her director who shared with the team
car
for public transit
income
-
edestrian connections
personal
p
of their community
.
often as it is primarily
pm
et
6
-
4
Bus stop, bus lines and metro services are connected. Congregation adequate though they have been told they are supposed to start. Not good/properIf there is any traffic coming uphill
to Safewayconflicts less in lockdown but they still happenin the stretraffic Easy access to everyoneis right in front of the mosque They have done feedback focus groupsGood portionand
they work with lowpurchase or access families. Not sure if it is the same after Covid. More emails to come. She forwarded our emails to to contact us if they have input. Nothing to
add beyond that
, Ekramul
Left voicemailSpoke with Haque, Vice PresidentSpoke to Giselle (sp)She is connecting with managersSpoke to Kate
Project Name
multiculturalfamilies.org
Client |
Gwengallencarston@gmail.comirqccs@yahoo.com info@
January 7, 2021
DRAFT
Refugees Northwest Lutheran Community Services
Kent Black Action CommissionIraqi Community Center of WashingtonIslamic Center of KentOpen Doors for Multicultural Families
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or
5/M/d
3
Qbdlfu!Qh/!6:3
want no turn on red
shortage or drivers
-
being
-
centralized throughout Kent.
-
s of stops. When schools open, anyone 2.2 miles
Use hope link for women who qualify to drive to the bus stop, organizations ideas, optionshard to apply and navigate or hard to get approved
stops as there are no sidewalks. Lack of sidealks to
Participated in roundabout focus group, afghani woman/mother fatality in traffic is an ongoing conversation Mentioned inadequate crosswalks in downhill areas, where cars can not see.
Lack of bufrom school has to walk there is no school bus support and some areas have no sidewalks, very concerned. Community members are get to next schools mentioned meadow ridge elementary
school. Community Walkable city goals, for health and wellAfraid to take buses but dongroceries.Need improved communication channel, support the language groups, feel like they are
a part of the city They help clients with housing, they said their community knows they deal with housing issues and focus their contact with case workers on that, not transportation
networkNeeds are dispersed and de
eresa
o Mona
Spoke tWould like to follow up with CityLooking for contact to direct their clients to Spoke to T
)
Project Name
Client |
info@allburmarefugees.org(also: monahan@allburmarefugees.orginfo@syouthclub.orgmission@ugm.org
January 7, 2021
DRAFT
Coalition of Refugees from BurmaSomali Youth and Family ClubKentHOPE
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5/M/d
4
2 in Covid
Qbdlfu!Qh/!6:4
-
concerns: violence, theft, driving
Safety
-
4) volunteer drivers approved 1
-
Few (3If clients have urgent transport needs they make it happenPublic transitqualityLots of limited physical mobility concernsVehicle donations helpfulFew women walk where the distance
is manageable and a few have had bikes
respond directly to you if they have input to share.
We have received your message and I have forwarded it to some
staff they may have knowledge regarding transportation needs in Kent. They will
Left voicemailLeft voicemailLeft VoicemailLeft voicemail
to apartments
Shannel Ball Project Name
MailChimp list
Client |
Received reply from Sarah McNiesh sarahm@mschelps.orgCopied <shannelb@mschelps.org>info@nhwa.orgDany.Hien@usw.salvationarmy.orgoffice@ststephenhousing.orgSee
Birch
Association
January 7, 2021
Housing
DRAFT
Service Center Kent
-
Income
-
MultiNeighborhood House Creek Career CenterSalvation Army Kent Service CenterSt. Stephen Housing Low
5/M/d
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Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
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DRAFT January 7, 2021 Client | Project Name 2
Qbdlfu!Qh/!714
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DRAFT January 7, 2021 Client | Project Name 3
Qbdlfu!Qh/!715
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DRAFT January 7, 2021 Client | Project Name 4
Qbdlfu!Qh/!716
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DRAFT January 7, 2021 Client | Project Name 5
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DRAFT January 7, 2021 Client | Project Name 6
Qbdlfu!Qh/!718
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Advocacy or Fellowship Organizations
Living Well Kent, Shamso Issak. Email: Shamso.Issak@hotmail.com
Ukrainian Community Center of Washington, Oleg Pynda. Email: opynda@uccwa.org
World Relief, Caitlin Wasley. Email: cwasley@wr.org
Mother Africa, Florette
Centro Rendu (St. Vincent DePaul)
SeaMar Health Centers
Asian Counseling and Referral Service
Chinese Information and Service Center
Kent Black Action Commission, Gwen Allen-Carston. Email: gwen@kentblackactioncommission.org
Iraqi Community Center of Washington
Islamic Center of Kent
Open Doors for Multicultural Families
Refugees Northwest Lutheran Community Services
Coalition of Refugees from Burma
Somali Youth and Family Club
KentHOPE
Multi-Service Center Kent
Neighborhood House Birch Creek Career Center
Salvation Army Kent Service Center
St. Stephen Housing Association
DRAFT January 7, 2021 Client | Project Name 3
Qbdlfu!Qh/!719
BillBillKurtBillBillKurtMichelleBillBillBillBill/MichelleBillBillDanielleBill/MichelleDanielleDanielleBillBill BillBillBillBillBillBillBill/Lori GuilfoyleBillBill/Lori GuilfoyleBillBill/Lori
GuilfoyleBill
11111
1221122132232222222323313133233
33112333111222233311122233
Commercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial
Real EstateGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral Manufacturing/FoodGlobal Trade/Supply
Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain
ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementWorkforc
e DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce Development
Potential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel Member
Kristina.Hayek@hexcel.comShelley.Cook@carlisleit.compete.a@lcnw.comjohn@pietroprop.comdenicet@summitlaw.commpruett@segaleproperties.comcpowell@nai-psp.comscott@macrinabakery.comSteve.Haft@oberto.comd
wilson@nwseaportalliance.comwwestfal@starbucks.comsakaplan@highline.eduMcFadden.D@portseattle.org
Aerospace/High-TechAerospace/High-TechAerospace/High-TechCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real
EstateGeneral Manufacturing/FoodGeneral Manufacturing/FoodGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementWorkforce DevelopmentWorkforce Development
Regional Instructional Design and Development Mgr. Human ServicesCEOProperty OwnerBrokerCOOCEONWSA Planning ManagerSenior Quality ManagerDirectorManaging Director, Economic Development
Division
Kristina Hayek, Shelley CookPete AgtucaJohn PietromonacoDenice TokunagaMike PruettConnor PowellScott FranceSteve HaftDierdre WilsonWade WestfallSam KaplanDavid McFadden
Dus!pg!Fydfmmfodf;!Hmpcbm!Usbef0Tvqqmz!Dibjo!Nhnu/
301-700301-700301-700301-700301-700301-700301-700701+701+701+701+701+701+
M3M3M1M2M1M1M1M2M1M3M1M1M1
PO BOX 97050 MS 1023-1 TUKWILA, WA 98168PO BOX 97004 KENT, WA 98064-97046840 N CULTER CIRCLE PORTLAND, OR 972177911 S 188TH ST, STE 100 KENT, WA 98032PO BOX 1938 SUMNER, WA 98390-080221218
76TH AVE S KENT, WA 98032-2442100 N RIVERSIDE CHICAGO, IL 60606
NoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNoNo
Aerospace/High-TechAerospace/High-TechAerospace/High-TechAerospace/High-TechAerospace/High-TechAerospace/High-TechCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industri
al Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industria
l Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateCommercial/Industrial
Real EstateCommercial/Industrial Real EstateCommercial/Industrial Real EstateGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral Manufacturing/FoodGeneral
Manufacturing/FoodGeneral Manufacturing/FoodGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal
Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementGlobal Trade/Supply Chain ManagementWorkforce
DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce DevelopmentWorkforce Development
Potential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential Advisory Panel MemberPotential
Advisory Panel Member
CEORegional Instructional Design and Development Mgr. Human ServicesSr. EngineerHR DirectorPresidentLeasingLeasing/Property OwnerDirector Project DevelopmentLocal Business/ConstructionBrokerDevelopme
nt ManagerVice President Market OfficerProperty OwnerDevelopment Manager/Property OwnerLeasing & Investment OfficerDevelopment ManagerBrokerCOOHuman ServicesPresident - Hytek FinishesVice
President - NorthDirectorPublic Policy ManagerDeputy Chief Executive OfficerChief Executive OfficerSenior Program Mgr.
Mary Kaye Brederson
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KCraft@nelsonww.comdcrabill@nbbj.comadelchamps@kentwa.govbjlevenhagen@kentwa.govK.Breiland@fehrandpeers.comkyle.quinn@paccar.comphil.stephenson@paccar.com
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PrincipalUrban Designer/Landscape ArchitectTransportation PlannerParks Deputy Director PrincipalTransportation Technology Partnership Manager, City of BellevueSenior Vice President,
Chief Technology OfficerGeneral Manager
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Kathy Craft-ReichDaren CrabillApril DelchampsBrian Levenhagen Kendra BreilandSteve MarshallKyle QuinnPhilip Stephenson, Ph. D
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dianaq@algonawa.govjtate@auburnwa.govscezar@desmoineswa.govdlathrop@desmoineswa.govHKeeton@desmoineswa.govrobert.hansen@cityoffederalway.comLeila.Willoughby-Oakes@cityoffederalway.compwiech@ci.pacifi
c.wa.usjdodge@ci.pacific.wa.usclong@rentonwa.govcvincent@rentonwa.govdbuchheit@rentonwa.govayeremeyev@ci.seatac.wa.usjkester@seatacwa.govspilcher@seatacwa.govryanw@sumnerwa.govJack.Pace@TukwilaWA.gov
nora.gierloff@tukwilawa.govphintz@rentonwa.govjdixon@auburnwa.gov
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Partner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner
JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartne
r JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner JurisdictionPartner Jurisdiction
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City AdministratorCommunity Development DirectorCommunity Development DirectorPlanning ManagerPlanner IIPlanning ManagerPlanner/Economic DevelopmentAssociate PlannerCommunity Development
ManagerTransportation Planning ManagerEconomic Development DirectorAdministrator, Dept. of Community and Economic DevelopmentEconomic Development ManagerEconomic Development StrategistPlanning
ManagerDirector, Dept. of Community and Economic DevelopmentCommunity Development DirectorEconomic Development LiaisonDeputy Director of Community DevelopmentSenior PlannerPlanning
Services Manager
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Port of SeattlePort of SeattlePort of Seattle
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Roadways to Re-Evaluate Based on Public Feedback
Woodland Way Speeding (Referred to Residential Traffic Calming Program)
th
228Noise pollution due to trucks
impacting quality of life.
94th Ave S and Canyon Drive Unsafe crossing for pedestrians
Emails to TMP@KentWA.gov or adelchamps@KentWA.gov
August 26, 2020
Comment:
It would be really great if we could get some relief from all the speeders on
woodland way near 262nd. We keep getting told nothing can be done because it's
an emergency route yet there's a round about on Jason Ave N and I have myself
been in an ambulance that drove that street. I don't know the last time I heard a
fire truck go by here but we get people passing cars at 80mph in front of my house.
I have a 6yr old with Autism and a 1yr old so I'm sure you understand my concern.
Everyone on Woodland way is sick of speeders and with families walking the street
all day someone is gonna get hurt. -Josh Kinney (9806 S 262nd Pl, Kent, WA
98030)
Response:
Thank you for submitting feedback on Woodland Way. I will add this road to our list
of corridors to re-evaluate as a result ofthis outreach effort. This roadway might be
City Traffic Engineer, on this email to follow-up with you on the speeding issue.
Please feel free to reach out if you have any additional comments.
August 27, 2020
Comment:
Add me to the Mailing List! Justin Englund (justinenglund46@gmail.com)
Response:
th
Thank you requesting to be added to the TMP mailing list. On August 24,Kent
staff launched an outreach campaign for the Transportation Master Plan (TMP)
update to seek feedback on the top 37 potential corridor projects. COVID has
forced staff to be creative when identifying outreach strategies, and partnerships
have been identified as a key part of this outreach effort. We are requesting
assistance from the Kent residents and businesses to get the word out to the
community and share outreach materials about the top potential corridor projects.
The Transportation Master Plan (TMP) has a dedicated website
(www.KentTMP.com).
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We have put together the following materials that we are happy to print and mail to
any resident to distribute to their community or business to share:
Transportation Master Plan Fact Sheet
Top Potential Corridor Projects Poster -We areposting this at key locations
across the City including parks and grocery stores.
Subarea Brochures
Additionally, I am available for virtual workshops or presentations on the 37
potential corridor projects. Please feel free to reach out if you know of a group that
might be interested or if you want to organize a group for a virtual workshop. I am
available by phone (253-561-4789) and email to answers any questions on the TMP
update.
August 31, 2020
Comment:
I noticed a KMP flyer on a King County Parks kiosk near where the Green River Trial
intersects with the Kent shops and the golf course today. It hasbeen the only post
I have seen and it was on King County Parks signage -often where lost pet
postings are also found. I have not seen any e mailings from the city or on the city
website yet, but now I am on the mailing list. Which leads me to my first question:
1. What is the KMP outreach plan beyond flyers on King County Parks
signage? How will KMP credibly reach every resident in the City of Kent
during the pandemic? I would expect it to be robust and not just the legal
minimum to acquire the public input that a project of this size ought to
include.
2. What is the noise mitigation plan for Veterans Drive/S 228th Street? A
brief review of the materials illustrate a commitment to rolling stock 24 hours
a day along this roadway with it only scaling up. The added truck traffic
brings added noise pollution to the 1000's of residents that live at this stretch
of The Lakes. As a resident, I can share that now truck and related noise is a
24 hour occurrence with only increasing intensity
I will review the materials more closely but these were the 2 items that popped
when I saw the post on the King County signage. I will reach out as questions pop
up. My area of interest is quality of life for residents and not truck tonnage for hour
24 hours a day every day for ever and always in the loudest possible fashion. I look
forward to hearing from you, April -Piccante Minutoli(Piccantep@gmail.com)
Response:
Thank you for submitting questions and comments on the TMP. The City values
your participation in the TMP Outreach Campaign.
Due to COVID restrictions and impacts to life, outreach looks different than
envisioned in January. Staff identified flexibility and availability as key features. The
Outreach strategy emphasizes meeting residents and businesses where they are,
physical and virtually, and reaching typically underserved populations.
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Fundamentally, we hope to understand: 1) What project corridors are the most
important and 2) What did we miss? The overall outreach strategies fall into 5
areas, the website (www.KentTMP.com), locations (Parks, businesses, etc.), online
(social media), virtual and print. At the heart of many of these areas is the
emphasis on Partnerships. Below are some of the efforts for the outreach
campaign:
Partnerships with City of Kent Boards
p Land Use and Planning Board Workshop Presentation
(http://kentwa.iqm2.com/Citizens/Detail_Meeting.aspx?ID=4329),
Mail-Out and Email of Materials to share with their community
p Kent Bicycle Advisory Board -Workshop Presentation
(http://kentwa.iqm2.com/Citizens/Detail_Meeting.aspx?ID=4329),
Mail-Out and Email of Materials to share with their community
p Cultural Communities Boards -Mail-Out and Email of Materials to
share with their community; Interviews with members
Partnerships with the TMP Transportation Advisory Board Advisory Board
with 12 City of Kent residents from across the City as well as technical
representatives for businesses and modes such as bicyclists.
p Mail-Out and Email of Materials to share with their community
p Interviews with residents to gain perspective ontheir part of the City.
Partnerships with Kent Public Schools Participated in electronic flyer
distribution to all City of Kent public schools.
Partnerships with Neighborhood Councils -Email of Materials to share with
their community (Going out today)
Live and Recorded Updates for the City Council
p July 21, 2020 City Council Workshop -
http://kentwa.iqm2.com/Citizens/Detail_Meeting.aspx?ID=4230
p August 11, 2020 Committee of the Whole -
http://kentwa.iqm2.com/Citizens/Detail_Meeting.aspx?ID=4366
Locations:
p Posting Posters on Kiosks at Parks and on Trails in the City of Kent
p Visited 25 Ethnic and Specialty Grocery Stores in the City of Kent
Thus far, 15 locations have put up posters with 5 more locations
anticipated to go up this weekend.
Social Media:
p Facebook Posts Example:
https://www.facebook.com/CityofKent/photos/a.10151996017093916/
10160335127918916/?type=3&theater
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p Instagram -https://www.instagram.com/cityofkent/?hl=en
p Twitter -https://twitter.com/cityofkent/status/1299874879747977217
th
Thank you for your feedback on Veterans Drive/S 228Street. I will add this road
to our list of corridors to re-evaluate as a result of this outreach effort.
I look forward to hearing from you soon. Additionally, I am available for virtual
workshops or presentations on the 37 potential corridor projects. Please feel free to
reach out if you know of a group that might be interested or if you want to organize
a group for a virtual workshop.
Comment #2:
Thanks for the follow up.Happy Labor Day, April.
I would suggest the Kent Parks Commission.
I appreciate and concur with your goals with the outreach program. However,as
much as you have done, I have only noted one poster before I contacted
you...Moreover,I am on multiple City of Kent media streams, I have not seen
anything that would attract myattention and I am interested in the topic.
How are you evaluating the success of your outreach program?It seems mostly a
monologuerather than an interactivedynamic.How do you plan on touching
130,000 diverseresidents beyond email?How many 1000 unique resident contacts
would be a success?Posters in ethnic marketsseem very passive and not
interactive. Can you table in stores or parkings lots? How do you evaluatethe
differencesbetween the needs of the homeownersvs wants frombusinessesthat
bring the rolling thunder?I would think that both interestsneed to be balanced
especially since residents are paying the freight with property taxes rather than
truckusers just using the roads.
As noted, I observed one passive poster on the Green River Trail, I noted another in
Russell Woods Park in the parking lot on park signage. However,the parking lot is
closed to vehicletraffic as part of theLower Russell Project as Russell Road is
closed@ S. 228th.The poster may be up, butnot much outreach is occurring.
Note that nearby, Kent Parks have a number of sandwich boards regardingtrail
changes at naturalcrossing points on the trial and at bridges.How about adding
your posters to the same locations?The Kent Park posters get a lot of eyeballs and
get read!
Speaking of Kent Parks, that department does an outstanding job with outreach
and creating a dialogue without PW budget resources.Ask them how they would do
it and then do it!
I appreciate and concur your intent and your goals with outreach but I will good
naturedly challengeyou to make it more interesting and make attention
grabbing!It has not caught me yet and I want to see topics like this!It would help
all of us to have this informationgathering front loaded.Once it is done....
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Thanks for the follow up with VeteransDrive/S. 228th Street.I am really interested
in how this will be resolved! I have to tell you that being awoken several times a
night with rolling thunder is not fun now; I hesitate to think how loud it would be
when the corridor is connected with SR 509.
September 5, 2020
Comment:
I have only skimmed the plan presented. But for years I have wanted to point out
an intersection that I feel is very dangerous. I'm not sure if this is the place to
report this, but the intersection is 94th Ave S and Canyon Drive. When turning right
onto Canyon Dr from 94th Ave S, I have almost hit two pedestrians trying to cross
Canyon Drive towards Mill Works Park. I have personally learned to take that turn
with extreme caution but I feel the lack of visibility is not good. Also I have my son
walk out of his way to 104th Ave, instead of using Canyon Dr (which would be
much quicker) because of the 94th Ave intersection is just dangerous to cross. I
have lived and used this intersection since 2012, I have seen how people drive
down this street and make quick turns focusing on traffic and not people and/or
bikers. Since Canyon Dr. Connects to the high school and middle school, so a lot of
students do use this road, If it is not already on your list I believe that it should be.
I can just imagine how difficult it can be to navigate a growing city and it's needs,
so thank you for all you do.
Response:
Thank you for submitting feedback on the intersection of 94th Ave S and Canyon
Drive. I have added this intersection to our list of locations to re-evaluate as a
result of this outreach effort. Please feel free to reach out if you have any additional
comments or questions.
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Memorandum
Date: May 7, 2020
To: April Delchamps, AICP - City of Kent
From: Jeff Pierson - Fehr & Peers
Subject: Kent TMP Ï Model Development Report (Updated)
SE18-0647
As part of the process to update the City of KentÔs Transportation Master Plan (TMP), Fehr & Peers
has developed a customized travel demand forecasting (TDF) model for the City. The CityÔs model
was developed from the regional travel demand model maintained by the Puget Sound Regional
Council (PSRC). This technical memorandum describes how the base year scenario of the model
was updated from 2014 to 2019 conditions, how the model was customized for the City of Kent,
and how the model was calibrated and validated to reflect local conditions within the City. The
development of the future year scenario is discussed at the end of the memo including the
assumptions related to land use growth and assumed transportation improvement projects.
Model Development
The City of Kent TDF model was developed from the PSRC regional model and was customized to
include more detail within the City and less detail in the surrounding area. Reducing the amount
of detail outside the City decreases both the model run-time and also the file sizes associated
with the model. This section describes the structural changes to the PSRC model as well as the
changes necessary to update the base year of the model from 2014 to 2019 conditions.
Regional Model
The PSRC regional model is a traditional four-step travel demand forecasting model that uses
land use estimates (people, households, jobs, and students) to generate person trip activity across
four counties. The geographic extent of the model includes King, Snohomish, Pierce, and Kitsap
Counties. The model produces estimates of person trips across several modes (automobile,
transit, walk, bike, and freight) and for five time periods (AM, midday, PM, evening, and
nighttime). The land use information and person trips are aggregated into 3,700 traffic analysis
zones (TAZ) across the four counties. The base year scenario was validated to 2014 conditions and
the future scenario represents 2040 conditions.
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1001 4th Avenue | Suite 4120 | Seattle, WA 98154 | (206) 576-4220 | Fax (206) 576-4225
www.fehrandpeers.com
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April Delchamps, AICP
May 7, 2020
Page 2 of 17
Depending on the scenario inputs and the specifications of the computer the model is installed
on, between 18 and 24 hours are required to run the model. Approximately 100GB of computer
storage is required for each model run. The PSRC model is run using INROÔs Emme software. The
Kent model was developed from the latest version of the regional model (version 4.1.0 released in
Summer 2018). The next model release is anticipated for Spring 2020 when PSRCÔs Vision 2050 is
formally adopted.
TAZ Update
The first step in customizing the PSRC model for the City of Kent was increasing the amount of
detail within the City and reducing the amount of detail well outside the City. This was primarily
accomplished by disaggregating TAZs within the CityÔs boundaries and aggregating the TAZs that
fall more than three miles from the City of KentÔs borders. Table 1 shows the total number of
TAZs by area for both the PSRC model and City of Kent Model. These are also shown in Figure 1.
Table 1: Number of TAZs by Area
Area PSRC Model TAZs City of Kent Model TAZs
City of Kent 103 163
3-Mile Buffer Area 315 315
Regional 3,282 831
Total 3,700 1,309
Source: Fehr & Peers, 2020.
Within the City of Kent, the number of TAZs was increased by 60 by disaggregating the PSRC
TAZs into smaller geographies. The new boundaries were determined by natural boundaries
(rivers, lakes, or extreme changes in topography), manmade boundaries (freeways, arterials, or
railroad tracks), and changes in land use development patterns (residential vs. commercial). The
final TAZ boundaries were also compared with the amount of roadway detail within the City to
ensure consistency between these two systems. Several small sections of the arterial network were
added to better reflect the CityÔs existing street network and provide access to and from the new
TAZs. Otherwise, the network detail within the City was determined to be sufficiently
representative of whatÔs on the ground today. City public works staff provided recommendations
and concurrence on how the TAZ boundaries were adjusted and the additional roadways that
were incorporated into the model.
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April Delchamps, AICP
May 7, 2020
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Figure 1: PSRC TAZ Area Type for Disaggregation and Aggregation
Source: Fehr & Peers, 2020
The land use information within the disaggregated TAZs was apportioned using satellite imagery
to determine the amount of residential land use, commercial employment, and student
enrollment within each new TAZ. These percentages and assumptions were updated throughout
the model calibration process as necessary. Figure 2 shows how the TAZ boundaries were
disaggregated within the City of Kent.
Within the buffer area immediately adjacent to the City, the sizes of the TAZs in the PSRC model
were not adjusted. This buffer area is approximately bounded by SR 518, I-405, SR 169, SR 18, the
King-Pierce County boundary, and the Puget Sound. There are 315 TAZs within this area. The
TAZs east of SR 18 were not included in the buffer due to their relatively sparse land use
development patterns and because they are primarily residential.
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April Delchamps, AICP
May 7, 2020
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Figure 2: Updated TAZ Boundaries within City of Kent TAZs
Base Year Update
The base year of the model was updated from 2014 conditions to 2019 conditions by
interpolating the necessary inputs between the 2014 and 2040 scenarios provided by PSRC and
incorporating transportation network improvement projects that occurred within and around the
City since 2014.
The following model inputs were linearly interpolated between 2014 and 2040 because the values
change between the base and future year scenarios:
Land use (population, households, jobs, and student enrollment)
Special generator trips (SeaTac airport, Port Facilities, JBLM, Seattle Center, and stadiums)
External gateway trips
Transit and ferry fares
Parking costs
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April Delchamps, AICP
May 7, 2020
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Inputs that donÔt need to be interpolated for a new model year include trip generation rates, trip
distribution parameters, mode choice coefficients, time of day constants, roadway tolls, auto
operating costs, values of time, or TAZ access variables.
The land use inputs were interpolated for each TAZ. Table 2 shows a summary of the 2014 and
2019 land use inputs for the entire PSRC model area and the City of Kent specifically.
Table 2: Interpolated Land Use Inputs
Land Use 2014 2019 Percent Increase
Region
Population (Persons) 3,745,000 4,024,000 7%
Households 1,508,000 1,623,000 8%
Jobs (Employees) 2,011,000 2,188,000 9%
Students 798,000 830,000 4%
City of Kent
Population (Persons) 119,800 125,700 5%
Households 43,300 45,300 5%
Jobs (Employees) 69,900 73,800 6%
Students 17,700 18,100 2%
Source: Fehr & Peers, 2020.
While the land use totals were updated for each TAZ in the model, the underlying distributions
which further stratify the residential and commercial land uses were not updated. This assumes
that no TAZs experienced a complete redevelopment within the last 5 years which would have
dramatically altered the underlying assumptions.
After reviewing the roadway network within and around the City of Kent, the only network
changes that needed to be incorporated to reflect projects that had occurred between 2014 and
2019 were the following:
ndth
Extending 72 Avenue S south of S 196 Street
Extending the southbound SR 167 HOT lane to Jovita Boulevard E
As part of the roadway network review, we also updated the configuration of the HOT lanes on SR
167 to reflect current operating restrictions. The effective toll rates were reduced for the midday
and evening periods and the tolls are only applied to single occupancy vehicles (SOV) and light
trucks. Medium and heavy trucks were restricted from using the HOT lane, consistent with current
operations.
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April Delchamps, AICP
May 7, 2020
Page 6 of 17
Within the City, the speed limit, number of lanes, and capacity on each roadway in the model was
also reviewed and updated to match the existing configuration. Turning restrictions at the freeway
interchanges within the City were verified as well. There are no other turn movement restrictions
or peak period parking restrictions within the City that needed to be included in the model. The
transit service (routes and headways) was also reviewed and updated as necessary. Primarily, the
peak and off-peak headways were adjusted to match 2019 service levels. The stop locations and
routes did not need to be adjusted.
Model Structural Improvements
Throughout the development of the City of Kent model, numerous enhancements were
incorporated to the model scripts and file storage structure to improve the functionality and
usability of the tool.
The following changes are improvements to the PSRC model methodology, which have a modest
influence on the overall model results:
The methodology which averages results between feedback loops during a model run
was changed to the Method of Successive Averages, instead of simple averaging Ï this
improves the overall convergence of the model and produces more consistent results
between the base and future year scenarios.
xtremely large and small values are removed during the trip distribution and
Emode
choice models to prevent overflow errors within the Emme software.
The following changes were implemented to improve the usability of the model:
A graphical user interface (GUI) was programmed that allows the user to specify model
parameters and select the steps that should be run.
The trip generation model provided by PSRC was incorporated into the City of Kent
model so that it does not need to be run separately.
Results are saved from each feedback loop during the model run so that each step can be
run independently.
Turning movement volumes are saved automatically during the vehicle assignments.
The model report summary includes the specific model run parameters and run times
summarized by iteration and model step.
During the model run, reports are generated that document whether any errors have
occurred Ï fatal errors will cause the model to terminate immediately.
The summary statistics spreadsheet was updated to include information for those TAZs
which encompass the City of Kent.
In addition to the changes above, the file structure for the model was updated to organize the
scripts, input files, and output files separately and in a logical manner. Where possible,
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unnecessary files were removed, and scripts were combined to reduce the number of files that
need to be updated when making changes to the model. Finally, the number of output databases
were reduced from 32 to 7 to make it easier to process the model results and also to reduce the
required storage to run the model. Other minor improvements were also incorporated
throughout the model development process that are not listed here.
Calibration and Validation
Model validation describes a modelÔs performance in terms of how closely the modelÔs output
matches existing travel data in the base year. Calibration is the process of adjusting the modelÔs
inputs to achieve the desired validation.
Traditionally, most model validation guidelines have focused on the performance of the trip
assignment function in accurately assigning trips to the street network. This metric is called static
validation, and it remains the most common means of measuring model accuracy. Models are
seldom used for static applications, however. By far the most common use of travel demand
models is to forecast how a change in the transportation network or land use variables (e.g., a
new street, a speed limit change, or a new development) result in a change in traffic conditions.
Therefore, another test of a modelÔs accuracy focuses on the modelÔs ability to predict reasonable
differences in outputs (e.g., traffic volumes on given streets) as transportation and/or land use
inputs are changed. This method is referred to as dynamic validation.
The model calibration and validation results are presented in this section for the City of Kent
model. Since there are not established validation criteria for travel demand forecasting models in
Washington State, the criteria are taken from the 2010 California Regional Transportation Plan
Guidelines (California Transportation Commission, 2010) which incorporated relevant guidance
from Travel Forecasting Guidelines (Caltrans, 1992) and Model Validation and Reasonableness
Checking Manual (Travel Model Improvement Program, FHWA, 1997).
Static Validation
The most critical static measurement of the accuracy of any travel model is the degree to which it
can approximate actual traffic counts for the base year. The validity of the City of Kent model was
evaluated for Daily, AM peak period (6-9AM), and PM peak period (3-6PM) conditions. Volume
estimates from the model were examined and where these differed substantially from the
observed counts those roadways were reviewed to ensure that the attributes reflected local
operating conditions.
Overall, the PSRC model overestimates the volumes on regional facilities (interstates and
highways) and underestimates the volumes on local roadways. In order to correct this in the City
of Kent model, the capacity on regional facilities was reduced by 10 percent and the time of day
factors which convert peak hour capacities to multi-hour capacities were also reduced by 10-15
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percent. These changes effectively shifted volumes from the regional system to City arterials and
significantly improved the validation statistics within the City.
Since it would be impossible for any model to replicate all counts precisely, the following static
validation guidelines are used to evaluate the City of Kent model. These requirements are
adapted from the resources cited above.
¤At least 75 percent of the roadway links for which counts are available should be within
the maximum desirable deviation, which ranges from 15 percent to 60 percent (the larger
the volume, the less deviation permitted)
¤All the roadway screenlines should be within the maximum desirable deviation, which
ranges from 15 percent to 64 percent
¤The two-way sum of the volumes on all roadway links for which counts are available
should be within 10 percent of the count volume
¤The correlation coefficient between the volumes on all roadway links for which counts are
available and the observed counts should be greater than 0.88
¤The percent root mean square error (RMSE) should be less than 40 percent
Figure 3 shows the maximum desirable deviation for count location and screenlines based on the
observed daily traffic volume. Model volumes were compared to existing traffic counts at 128
locations on arterials within the City, four locations on I-5 and four locations on SR 167. The
arterial count locations used to validate the City of Kent model are shown in Figure 3.Five
screenlines were also drawn using the arterial counts. Screenlines are imaginary boundaries drawn
across the street network to determine whether the modelÔs depiction of volumes moving across
the City are consistent with the observed volumes. The screenlines extend across the entire City
but do not include I-5 and SR 167 since the volumes on these facilities are so much larger than on
the arterial network. The approximate locations of the screenlines are:
th
¤West of 116 Avenue SE (north-south)
¤East of the Interurban Trail (north-south)
th
¤North of S 212 Street (east-west)
th
¤South of SE 240 Street (east-west)
nd
¤North of S 272 Way (east-west)
The correlation coefficient estimates the overall level of accuracy between observed traffic counts
and the estimated traffic volumes from the model. The coefficient ranges from 0 to 1, where 1.0
indicates that the model perfectly fits the data. The percent root mean square error (RMSE) is the
average of all the link-by-link percent differences, and it is an indicator on how far the model
volumes are from the counts expressed as a percent. It is a measure similar to standard deviation
in that it assesses the accuracy of the entire model.
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Figure 3: Maximum Allowable Deviation
Figure 4: Arterial Validation Locations
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Static validation statistics were computed for the three assignment periods mentioned previously.
The results are shown below in Table 3.
Table 3: Static Validation Results
Validation Metric Criteria Daily 6-9AM 3-6PM
Total deviation at all count locations +/- 10% 0% -9% 10%
Count locations within deviation criteria > 75% 76% 76% 65%
Root mean square error (RMSE) for all locations < 40 % 21% 29% 25%
Correlation coefficient (R) for all locations > 0.88 0.97 0.94 0.95
Screenlines within deviation criteria 100% 100% 100% 100%
Source: Fehr & Peers, 2020.
The daily and AM assignments pass all validation criteria while the PM assignment only needs 13
more individual locations to pass to meet all the criteria. For all time periods, the locations that do
not meet the validation criteria are evenly distributed across the City and do not suggest that
specific areas of the model are under-performing relative to the entire City. In order to further
improve the model validation, more substantial changes to the PSRC model framework would be
required, which could include updating the mode choice model parameters (which affects how
many vehicle trips are generated) or the time of day model (which determines when vehicle trips
are assigned to the network). These steps would require significantly more effort and would only
provide marginal benefit to the overall model performance. Based on the results presented the
model is considered to be statically validated for each time period.
Dynamic Validation
Dynamic validation determines a modelÔs sensitivity to changes in land use and/or the
transportation system. The results of dynamic validation tests are inspected for reasonableness in
the direction and magnitude of the resulting changes. The City of Kent model was developed to
be used as a tool in evaluation of land use scenarios and transportation system alternatives.
Therefore, the following tests were performed:
¤Add varying amounts of residential land uses
¤Add varying amounts of non-residential land uses
¤Add or delete a roadway segment
¤Change roadway speeds or capacities
To determine if the model would respond reasonably to changes in land use, a series of tests
were conducted that involved modifying the base year land use and calculating the change in
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daily person trip generation. The marginal trip rate (change in trips / change in land use) should
be constant for any amount of change within the same land use category.
Two TAZs that are predominantly residential were selected to adjust the number of households
One is on the west side of the City and the other is on the east side. Also, two TAZs that are
predominantly commercial were selected to adjust the number of jobs. These TAZs are in
downtown Kent and in the industrial area. For each change, the distribution of household types
and job types were not adjusted which means that the increase in trips will be different for each
TAZ. The change in daily person trips and the marginal trip rate for each of these changes are
shown in Table 4. As expected, the marginal trip rate is the same for each TAZ regardless of the
amount of additional land use.
Table 4: Dynamic Validation Results Ï Trip Generation
Household or HH (TAZ 36) HH (TAZ 130) Jobs (TAZ 1) Jobs (TAZ 109)
Job Increment Trips Rate Trips Rate Trips Rate Trips Rate
+ 1 unit 8 8.0 11 11.0 1 1.0 1 1.0
+ 10 units 94 9.4 100 10.0 9 0.9 12 1.2
+ 100 units 944 9.4 999 10.0 89 0.9 123 1.2
+ 1,000 units 9,432 9.4 9,981 10.0 890 0.9 1,228 1.2
+ 10,000 units 94,158 9.4 99,643 10.0 8,949 0.9 12,353 1.2
Source: Fehr & Peers, 2020.
The dynamic validation of the transportation system was performed while calibrating the
assignment volumes to existing traffic counts. As part of this effort, the speeds and capacities on
several roadways were adjusted in order affect route choice by drivers. In all instances, the
changes in vehicle volumes were consistent with expectations. By lowering travel speeds or
reducing the capacity, drivers shifted to parallel alternate routes with available capacity. In
contrast, when speeds or capacity were increased, drivers shifted to these facilities from parallel
routes. Also as expected, the volumes on facilities far from the network were not affected and
remained constant. These tests demonstrate that the model will respond reasonably to roadway
network changes.
Freight Evaluation
The modelÔs estimate of freight volumes within the City was also compared with existing count
data to understand how well the model performs in estimating freight activity. The City collected
vehicle classification counts at most of the locations shown in Figure 3 and the daily truck
volumes and percentages were compared with the model data at these locations.
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For this analysis, freight trucks are considered to include:
Single unit trucks (FHWA classes 5-7)
Double unit trucks (FHWA classes 8-10)
Triple unit trucks (FHWA classes 11-13)
In the travel demand model single unit trucks are classified as medium-duty trucks and double or
triple unit trucks are classified as heavy-duty trucks. Table 5 shows a citywide comparison of daily
truck volume and daily truck percentage for the 122 count locations with classification data
available. The results are also aggregated by both subarea and roadway functional classification.
The subarea boundaries are consistent with those developed for the TMP for the vehicular
analysis. The Downtown and Central City subareas were combined since these had similar
characteristics when comparing the results.
Table 5: Freight Volume Comparison
Daily Truck Volume Truck Percentage
Description Locations Count Model Diff. Count Model Diff.
Citywide
All Locations 122 163,700 142,600 -13% 7% 6% -1%
Subarea
Industrial Valley 29 61,900 58,700 -5% 11% 10% -1%
Downtown and Central City 25 37,800 36,800 -3% 7% 8% 1%
Midway16 20,200 18,100 -10% 5% 5% 0%
East Kent 52 43,900 29,100 -34% 5% 3% -2%
Functional Classification
Principal Arterial 44 93,600 87,800 -6% 7% 7% 0%
Minor Arterial 56 62,000 50,600 -18% 7% 6% -1%
Collector Arterial 22 8,000 4,200 -48% 5% 3% -2%
Source: Fehr & Peers, 2020.
Overall, the modelÔs estimated truck volumes in the City of Kent are within 13 percent of the
observed volumes and the truck percentage of total traffic is within one percent. The subarea
results show the model closely matches the observed data in areas with higher percentages of
truck traffic (Industrial Valley, and Downtown/Central City) and is less accurate in more residential
areas with lower truck volumes and percentages. However, the truck percentage is within two
percent for all subareas. The summary by functional classification shows similar results with the
modelÔs estimates matching the observed data more closely for facilities with higher truck
volumes.
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The model provides of a reasonable estimate of truck activity within the City of Kent and can be
used to provide information on how freight activity will change in future due to changes in land
use or restrictions on where trucks can travel.
2040 Scenario
The future year model scenario was developed based on the adopted 2040 scenario provided by
PSRC. Except where noted, the City of Kent model is consistent with the assumptions from PSRC.
Due to the significant number of changes to the calibrated and validated base year model, the
future year scenario was created by directly modifying the appropriate inputs to the base year
model instead of copying the inputs from the PSRC model. This section describes how the
assumptions related to land use, transportation improvement projects, and travel costs.
Land Use
The land use assumptions within the City of Kent were developed by the City, BERK, and Fehr &
Peers. Full details are provided in the technical memo City of Kent Transportation Master Program
Update Ï 2040 Growth Reallocation Methodology (BERK, March 2020). Per the memo, the general
approach to developing the land use forecasts is described below.
The overall objective of the reallocation process was to rebalance growth within the city
while maintaining the overall citywide PSRC 2040 forecasts for housing and employment.
The reallocation approach focused on first assigning growth to major subareas based on
adopted plans and associated SEPA EIS/Planned Action documentation, specifically
Downtown and Midway. After initial allocation to the subareas, remaining growth was
allocated to the rest of the City, based on each TAZÔs share of available housing and
employment capacity as reflected in the buildable lands data provided by the City.
The household and employment assumptions within the City of Kent by subarea are summarized
in Table 6. The table shows the absolute growth and percent growth between 2019 and 2040. The
final column shows the share of growth by subarea.
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Table 6: City of Kent 2040 Land Use Forecasts
Absolute Percent Subarea
Subarea 2019 2040 Growth Growth Share
Households
1,900 4,800 2,900 153%
Downtown 35%
Midway 1,900 4,800 2,900 153% 35%
Manufacturing Industrial Center 100 100 0 0% 0%
East Hill 22,200 23,500 1,300 6% 15%
Other Areas 19,200 20,600 1,400 7% 17%
City of Kent 45,300 53,700 8,400 19% 100%
Employees
Downtown 7,600 10,700 3,100 41% 19%
Midway 2,100 3,700 1,600 76% 10%
Manufacturing Industrial Center 23,000 28,200 5,200 23% 32%
East Hill 9,500 10,200 700 7% 4%
Other Areas 31,700 37,600 5,900 19% 36%
73,800 90,300 16,500 22%
City of Kent 100%
Source: Fehr & Peers, 2020.
The updated household and employee totals by TAZ were used to override the values in the PSRC
forecast. The underlying cross-classification demographic data for households, population, and
jobs are consistent with the 2040 PSRC assumptions. All other land use data (school and
university enrollment, general quarters population, and military trips) were taken directly from the
PSRC model. Outside of the City of Kent, all land use assumptions are consistent with PSRC.
Transportation Networks
The following highway, arterial, and transit improvement projects were assumed in the future
scenario. These projects were included because they are within the City of Kent, within a
neighboring City, or a major regional project in King or Pierce County. All projects in the PSRC
model that met these criteria were included. For projects within the City of Kent, the City provided
the specific list of improvement projects to assume, which excluded several projects that are
currently assumed in the 2040 PSRC model (due to funding shortfalls or other significant doubts
expressed by the City that the project would be constructed by 2040).
The specific projects programmed into KentÔs model are listed below, with the lead agency
identified. More details on these projects can be found in the 2018 Regional Transportation Plan
published by PSRC.
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th
¤S 224th Extension across SR 167 and Improvements to 108 Ave SE (City of Kent)
¤Extend Naden Ave S to Willis St (City of Kent)
¤Rainier Avenue Corridor Improvement Project (City of Renton)
¤S 324th Street/I-5 Overpass Widening project (City of Federal Way)
¤I-5/I-90 HOT Lanes Project (WSDOT)
¤I-405 Corridor Widening and Express Toll Lanes Project (WSDOT)
¤SR 99 HOV lanes in Federal Way (City of Federal Way)
¤SR 164 Widening Project (City of Auburn)
¤SR 167 Extension and Express Toll Lanes Project from I-5 to SR-161 (WSDOT)
¤SR 169 Widening Project (City of Maple Valley)
¤SR 509 Extension to I-5 (WSDOT)
¤SR 516 Widening Project (City of Covington)
¤East Link Extension (Sound Transit)
¤Federal Way Link Extension (Sound Transit)
¤South Kirkland-Issaquah Link (Sound Transit)
¤Tacoma Dome Link Extension (Sound Transit)
¤UW-Everett Link Extension (Sound Transit)
¤West Seattle and Ballard Link Extension (Sound Transit)
¤RapidRide Expansion (King County Metro)
In addition to the projects listed above, the parking capacity at Park and Rides across the region
were increased based on the assumptions in the PSRC model.
Travel Costs
The travel costs in the PSRC model include roadway tolls, vehicle operating costs, transit fares,
ferry fares, parking charges, and park and ride costs. All costs are assumed to be in 2014 dollars.
Transit fares, ferry fares, and parking charges are all forecasted to increase higher than inflation in
the PSRC model and these increases are incorporated into the City of Kent model. In addition to
the cost increases, PSRC also assumes that most business districts across the region will have
parking charges by 2040. The hourly and daily parking costs for the City of Kent downtown are
approximately $3.50 and $10.00, respectively.
The HOT conversion projects in the 2040 PSRC model assume that all HOV lanes on I-5, I-405, and
SR 167 between Tacoma and Everett will be converted to HOT lanes. The HOV lanes on I-90 and
SR 520 between I-5 and Issaquah and Redmond, respectively, are also assumed to be converted
to HOT lanes. The toll rates are 35 cents per mile during the peak periods and 10 cents per mile
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during the off-peak periods. These freeway lane conversion projects and associated tolls have
been assumed in the City of Kent model.
Per direction from the City, the carbon tax and road usage charge that were assumed in the PSRC
model were not included in the City of Kent model. The carbon tax was assumed to be 3.5 cents
per mile and the road usage charge was 10 cents per mile during the peak period and 5 cents per
mile during the off-peak period.
Forecast Results
This section describes the citywide travel model results from the 2040 scenario as well as the
methodology for developing the PM peak hour intersection forecasts. Table 7 shows the total
daily person trips by mode generated within the City of Kent for the 2019 and 2040 scenarios.
Table 7: City of Kent Estimated Daily Person Trips
Absolute Percent
Subarea 2019 2040 Growth Growth
Drive Alone (SOV) 319,300 350,900 31,600 10%
Shared Ride (HOV 2+) 258,700 286,800 28,100 11%
Transit 16,000 20,100 4,100 26%
Walk or Bike 47,700 63,400 15,700 33%
City of Kent 641,700 721,200 79,500 12%
Source: Fehr & Peers, 2020.
The model shows almost 80,000 new person trips generated between by 2040, a 12 percent
increase over 2019 conditions. Although 75 percent of the new person trips are vehicle trips,
transit, walk and bike trips are estimated to see a much higher percent increase. The overall
percent growth in person trips is less than the percent increase in households and employment
(approximately 20 percent) due to assumed changes in the underlying household demographics
(older/smaller households) that result in lower average trip generation rates. These changes are
consistent with the PSRC land use forecasts for the City of Kent.
The PM peak hour intersection forecasts were developed using the methods described in NHCRP
255. The primary methodology was the difference method which applies the difference in a
turning movement volume between the base and future model scenario to the observed traffic
volume. The three-hour volume estimates from the CityÔs model are converted to peak hour
volumes with a conversion factor of 0.365, a commonly used factor for the PSRC model based on
observed multi-hour traffic counts.
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Intersection forecasts for the CityÔs TMP were prepared at 80 study intersections. After applying
the difference method for all intersections, the individual turning movements were reviewed at
each intersection and adjusted if necessary. The most common adjustments were at intersections
with driveways or minor streets that are not captured in the model. For these low-volume
locations, the existing traffic counts were rounded up to the nearest ten vehicles. At a limited
number of locations, the forecasts were increased to show positive growth from 2019 conditions
where negative growth was not deemed reasonable. On average, the increase in intersection
volumes between 2019 and 2040 conditions is 15 percent.
Comparison to Model Used for the 2008 TMP
One major finding is that the new model forecasts significantly lower traffic growth over the 20-
year planning horizon than was anticipated in the last TMP, which looked out to 2030. How can
this be? As discussed throughout this memo, the new regional model, which serves as the
foundation for this City model, incorporates demographic and policy shifts that were not
anticipated in the previous version of KentÔs model. Shifts like regional tolling, smaller households,
and the growing cost of parking around the region will serve to slow growth in traffic. Combined
with disruptive trends like online shopping and lower auto-ownership rates, we believe that this
reduced level of traffic growth is a reasonable assumption.
The project team will be using this model, combined with a robust arsenal of multimodal
performance metrics, to evaluate a large list of capital needs and recommend a set of capital
investments that seek to provide a complete, functional, and safe transportation system in Kent in
the coming decades.
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MEMORANDUM
DATE: April 10, 2020
TO: April Delchamps, AICP Senior Transportation Planner, City of Kent
Emily Alice Gerhart, AICP Senior Transportation Planner, Fehr & Peers
FROM: Kevin Gifford Senior Associate, BERK Consulting
RE: City of Kent Transportation Master Program Update 2040 Growth Reallocation Methodology
Project Overview
BERK Consulting was retained to assist the City of Kent in the preparation of revised growth forecasts as
part of the The growth reallocation is based on
Puget Sound Regional Council (PSRC) 2040 forecasts, modified to reflect land use plans for local growth
centers, including Downtown Kent, the Midway Subarea, and the Kent Regional Manufacturing/Industrial
Center (MIC).
Data Sources
The analysis employed the following data sources:
City of Kent Transportation Analysis Zones:
provided boundaries for ation Analysis Zones (TAZs). These zones are subdivisions
of PSRC regional TAZs to provide greater modeling detail at the city scale.
PSRC 2040 Growth Forecasts: The City provided PSRC 2019 estimates and 2040 forecasts of
households and jobs, disaggregated to the City TAZ level. The City also provided TAZ-level
comments from Department of Economic & Community Development staff indicating whether PSRC
2040 growth levels should be adjusted upward, adjusted downward, or maintained. Staff direction
was based on review of local development conditions and transportation access.
City of Kent Buildable Lands Analysis: The City provided a preliminary inventory of vacant and
redevelopable lands, derived from analysis conducted as part of the ongoing King County Buildable
Lands Report update.
City of Kent Downtown Strategic Action Plan (2013) and Planned Action Ordinance: This plan
and ordinance were used to guide growth allocations to the Downtown area.
City of Kent Midway Subarea Plan (2011): This plan provided guidance on the level of growth
1
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assigned to the Midway subarea.
Rally the Valley Kent Valley Manufacturing/Industrial Center Subarea Plan (Draft, January
2020): This draft plan provided guidance on the level of employment growth anticipated in the
Growth Reallocation Process
GENERAL APPROACH
Per direction from the City, the overall objective of the reallocation process was to rebalance growth
within the city while maintaining the overall citywide PSRC 2040 forecasts for housing and employment.
The reallocation approach focused on first assigning growth to major subareas based on adopted plans
and associated SEPA EIS/Planned Action documentation, specifically Downtown and Midway. After initial
allocation to
share of available housing and employment capacity as reflected in the buildable lands data provided
by the City.
BUILDABLE LANDS
As described under Data Sources, the City provided a preliminary inventory of vacant and
redevelopable lands. The inventory included information on ownership, City zoning, allowed density, and
buildable acreage (environmentally critical areas excluded). BERK classified each property as residential,
commercial, industrial, or mixed-use, based on assigned zoning, and calculated future housing and
employment capacity as follows:
Residential Properties: Gross housing capacity for properties in residential-only zones was calculated
based on gross buildable acreage and the maximum residential density established in the City of
Kent Zoning Code. On redevelopable properties, net capacity was derived by subtracting existing
housing units from gross capacity. These properties were assumed to have zero employment capacity.
Commercial and Industrial Properties: Gross employment capacity for properties in commercial and
industrial zones was calculated based on gross buildable acreage and the maximum floor area ratio
(FAR) allowed in the City of Kent Zoning Code, minus the square footage of any existing buildings.
This net square footage was converted to net employment capacity using the same square-footage-
per-employee assumptions established for the City of Kent in the 2014 King County Buildable Lands
report. These properties were assumed to have zero residential capacity.
Mixed-Use Properties: Properties in mixed-use zones can be anticipated to develop either residential
uses, commercial uses, or a mix of both. Residential and employment capacity for mixed-use
properties was calculated using the same process and assumptions outlined above for residential and
commercial/industrial properties; half the buildable acreage was assumed to be available for
residential uses and half for commercial uses.
HOUSEHOLD REALLOCATION
The updated housing forecast assumes that the Downtown and Midway subareas will be the primary
focus areas for housing growth in the future. The primary challenge of this reallocation was the need to
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reflect this increase in planned housing densities in Downtown and Midway while maintaining realistic
growth levels in other areas of the city and respecting the overall PSRC 2040 forecast for the city.
Household reallocation was conducted according to the steps below:
Control Totals: In collaboration with City staff, BERK developed subarea control totals based on the
following assumptions:
Household growth between 2019 and 2040 in Downtown and Midway should be
approximately equal; and
To respect previous planning efforts in Downtown and Midway, some of the future growth
anticipated by PSRC to occur in East Hill and other portions of the city should be redirected into
these subareas. With only a few exceptions, reallocation should not result in a loss of households
relative to 2019 (i.e., 2040 households should not be lower than 2019 households in a given
TAZ).
TAZ-Level Capacity Calculations: The share of citywide and subarea housing capacity was
calculated for each TAZ.
Initial Allocation: In each subarea (Downtown, Midway, Other Areas), growth was allocated to
individual TAZs according to the following rules:
Where City staff indicated the 2040 PRSC estimate should be maintained, it was carried
forward to the next step.
TAZs identified by City staff as needing to be adjusted upward received additional growth
beyond their 2040 PSRC forecast
capacity.
as needing to be adjusted downward were reduced to 2019 levels,
effectively assuming that the number of households in these areas would remain stable from
2019-2040.
Control Adjustments: After the initial allocation, projected household growth in TAZs outside the
Downtown and Midway subareas exceeded established controls, so additional adjustments were
necessary. Because TAZs identified for reductions by City staff had already been reduced to 2019
levels, the remaining reductions required were proportionately spread across TAZs where the 2040
PSRC forecasts had been maintained. Controls were implemented to ensure these reductions did not
result in 2019-2040 net household losses.
EMPLOYMENT REALLOCATION
The updated employment forecast assumes that a greater share of future job growth will occur in the
Midway subarea compared with the PSRC forecast, with slight reductions in Downtown, the MIC, and East
Hill. Other commercial areas throughout the city would see a slight increase in employment compared to
PSRC forecasts due to the presence of available buildable lands.
Employment reallocation was conducted according to the steps below:
Control Totals: In collaboration with City staff, BERK developed subarea control totals based on the
following:
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Future employment levels for Downtown were based on the City of Kent Downtown Strategic
Action Plan and Planned Action Ordinance, adopted in 2013. The Planned Action establishes a
planning period of 2006-2031. To establish a common horizon year with the PSRC growth
forecasts, employment growth was projected forward from 2031 to 2040 using the average
annual rate of growth from 2006-2031.
Future employment levels for Midway were based on a combination of the City of Kent Midway
Subarea Plan and the City of Kent Downtown Strategic Action Plan and Planned Action
Ordinance. The Midway Subarea Plan established horizon year housing and employment
targets for the subarea, but these were later adjusted as part of the adoption of the Planned
action for Downtown. Similar to Downtown, to establish a common horizon year with the PSRC
growth forecasts, employment growth was projected forward from 2031 to 2040 using
average annual rate of growth from 2006-2031.
The Draft Rally the Valley as reviewed to inform the development of an
2040 resulted in about 1,400 fewer jobs compared to the PSRC forecasts. This discrepancy is
likely due to imperfect al
boundary. As a result, no employment control was established specifically for the MIC, and
employment reallocation was guided by available buildable lands capacity, as described in the
following steps.
TAZ-Level Capacity Calculations: The share of citywide and subarea employment capacity was
calculated for each TAZ.
Initial Allocation: In each subarea (Downtown, Midway, Other Areas), growth was allocated to
individual TAZs according to the following rules:
TAZs identified by City staff as needing to be adjusted upward received additional growth
capacity.
downward or maintained were carried
forward to the next step at PSRC 2040 levels.
Control Adjustments:
After initial allocation, if the subarea exceeded the established control totals, TAZs within the
subarea that were flagged by City staff for downward adjustments were proportionally
reduced to achieve established control totals.
After initial allocation, if the subarea fell below established control totals, TAZs within the
subarea that were flagged by City staff for upward adjustments were proportionally increased
to achieve established control totals.
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Potential Model Refinements
Buildable Lands: As described previously, TAZ-level housing and employment capacity calculations
update is ongoing, and the calculated capacity of individual
subarea-level and citywide shares of available capacity for each TAZ should be re-verified.
TAZ-Level Adjustments: As described in the previous section, TAZ-level allocations were bounded
by direction from City staff based on review of local development conditions. In some cases, staff
directed upward adjustments in TAZs with little or no available capacity for additional housing or
employment. Conversely, staff directives sometimes called for reduced growth in areas with
substantial capacity. Further review of alignment between staff directives and the preliminary
buildable lands inventory could potentially reveal additional refinements to the reallocation model.
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Attachment A: Growth Reallocation Summary
On February 25, 2020, City staff approved reallocation of future growth based on the following
subarea-level control totals for household and employment.
2019-2040
Subarea 2019 Total 2040 Total
Growth
Households
Downtown 1,867 2,896 4,763
1,880 2,896 4,776
Midway
148 1 149
Manufacturing/Industrial Center (MIC)
22,176 1,311 23,487
East Hill
19,220 1,333 20,553
Other Areas
45,291 8,436 53,727
TOTAL
Employment
7,621 3,043 10,664
Downtown
2,083 1,630 3,713
Midway
22,995 5,164 28,159
Manufacturing/Industrial Center (MIC)
9,461 699 10,160
East Hill
31,663 5,941 37,604
Other Areas
73,823 16,477 90,300
TOTAL
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Attachment B: Subarea Map
The following exhibit shows the approximate extent of the subareas used in the reallocation process.
While these subareas generally correspond to adopted City and PSRC subareas, they are based on
TAZ-level geography and therefore do not perfectly represent official subarea boundaries.
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Memorandum
Date: February 3, 2020 (Last updated January 11, 2021)
To: April Delchamps, AICP, and Rob Brown, PE, City of Kent
From: Emily Alice Gerhart, AICP, and Kendra Breiland, AICP
Subject: City of Kent Layered Network and Multimodal Level of Service GuidelinesÏ
Recommended Methodologies for Pedestrian, Bicycle, Transit, Auto, and
Freight Modal Networks
SE19-0647.02
This memorandum documents the recommended updates to the CityÔs modal networks, which
collectively form the multimodal layered network and serve as the foundation of KentÔs
Transportation Master Plan (TMP). This memo also summarizes multimodal level of service
(MMLOS) standards and guidelines outlining the types of facility upgrades that would be needed
to provide adequate accommodations for each travel mode.
LayeredNetwork
The CityÓs TMP takes a layered network approach to focus on how KentÔs transportation network
can function, as a system, to meet the needs of all users. While the City of Kent aims to develop
Ñcomplete streets,Ò which address the needs of all users, providing accommodations that serve all
modes well on any individual street can be challenging in practice.
To address this practical challenge, the CityÔs layered network is designed to create a high-quality
experience for intended users by considering the function of multiple streets and transportation
facilities together, rather than individually. This approach allows for certain streets to emphasize
specific modes or user types, while discouraging incompatible uses. For example, a downtown
street may be planned to provide a pleasant experience for shoppers on foot, recreational
bicyclists and people wishing to park on the street, while discouraging use by Ñcut-throughÒ traffic
and regional goods movement. The project team has identified the priority transportation
network for each mode: pedestrians, bicyclists, busses, vehicles, and freight.
th
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1001 4 Avenue | Suite 4120 | Seattle, WA 98154 | (206) 576-4220 | Fax (206) 576-4225
www.fehrandpeers.com
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February 3, 2020 (Last updated January 11, 2021)
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MultimodalLevelofService
The following sections outline the MMLOS standards and guidelines that have been established
for each of the modal networks. MMLOS standards are Ñmust dosÒ that are subject to
concurrency. In KentÔs case, LOS standards are set for the auto mode and new development must
prove that he adopted corridor or intersection LOS can be achieved. Other MMLOS metrics are
treated as guidelines that are used by the City to identify project needs and prioritize projects for
inclusion in long range planning documents like the TMP or the six-year Transportation
Improvement Program, but they are not required for a development proposal to move forward.
Pedestrian LOS (Guidelines)
Pedestrian LOS guidelines describe the comfort of someone walking. The fundamental
expectations for physical space, modal separation, and street crossing amenities are informed by
the neighborhood and land use context of a given street. Therefore, pedestrian facility guidelines
are tailored to different neighborhood/street contexts.
The following proposed land use contexts guided the development of pedestrian LOS guidelines:
Downtown/Transit Oriented Communities
p Downtown is defined in the Downtown Subarea Plan and classified as ÑUrban
CenterÒ in the CityÔs land use designation map.
p Transit-oriented areas are designated in the CityÔs land use plan map as "Urban
Center" and "Transit-Oriented Community". They are further described in the
Downtown and Midway Subarea Plans. There are two transit-oriented areas in
Kent: Downtown and Midway (near the Kent-Des Moines light rail station). The
Downtown Urban Center and the Midway Transit-Oriented Community are
envisioned as KentÔs most walkable places. As such, pedestrian LOS guidelines
incorporate significant pedestrian amenities.
Areas of High Pedestrian Activity
p Activity Centers include the following land use designations: Commercial, Mixed
Use, and Neighborhood Services.
p Similarly, Activity Centers are envisioned as very walkable places. As such,
pedestrian LOS guidelines incorporate significant pedestrian amenities.
Industrial / Manufacturing / Principal Arterials / Critical Residential Collectors
p Industrial/Manufacturing is clustered in the Kent Industrial Valley/Manufacturing
and Industrial Center (MIC) and includes the following land use categories:
Industrial and Manufacturing/Industrial Center.
p Kent's Industrial Valley is its major employment center; areas with high
concentrations of employees may generate substantial pedestrian activity. As
such, it is recommended that enhanced pedestrian facilities be planned for along
Principal Arterial and Industrial Collector Arterials in these areas, and areas of
high employment density.
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p Moreover, Principal Arterials across the city tend to be larger roadways that
should accommodate both substantial vehicle and pedestrian volumes. As such, it
is recommended that enhanced pedestrian facilities be planned for along
Principal Arterials citywide, and conflict areas are addressed through mitigation
that reduces negative impacts to pedestrians.
p City staff added a number of ÑCritical Residential CollectorsÒ to the pedestrian
network based on their importance to facilitating travel to Citywide destinations,
including parks and trails, and multimodal connections.
Arterials Elsewhere
p Minor Arterial streets form the backbone of KentÔs transportation system
throughout neighborhoods in KentÔs East and West Hill. As such, it is
recommended that pedestrian facilities be planned for along Minor Arterials
citywide.
p In addition, Industrial Collector Arterials and Residential Collector Arterials
provide important connections across the City and should facilitate safe travel for
pedestrians. City Staff also removed multiple corridors based on upcoming
roadway class changes, and corridors with low nearby pedestrian generators or
destinations.
Citywide guidelines for arterial streets will continue to apply, except where the Land Use Code
provides specific standards, and where, according to Table 1 below, adjacent land use intensity
and related activity dictates either wider sidewalks, a wider landscape buffer, or both; plus
enhanced design treatments to create safe and accessible crossings at intersections and midblock
locations. In other words, the most stringent relevant requirement for sidewalks or more
enhanced crossings would apply in all cases.
Figure 1 shows the City of Kent land use designation map, which dictates the proposed land use
contexts.
Table 1 shows the recommended pedestrian LOS policies. This table will likely change to reflect
upcoming updates to the design guidelines.
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Table1:PedestrianLevelofServicePolicies
1 Frequent transit network
2 A community asset is defined as a park, school, community center, or library
Notes: This table applies to arterial roadways, which include minor arterials, industrial collector arterials, and
residential collector arterials. The listed minimum sidewalk width does not include the amenity zone.
The amenity zone should serve as a buffer between pedestrians and vehicles and be tall enough
to address perceived safety concerns but not impede visibility or impact traffic safety. The
amenity zone can include components such as landscaping, hardscaping, street furniture, utilities,
transit infrastructure, and art.
Figure 2 shows how the recommended guidelines would apply. These guidelines indicate the
type and quality of pedestrian facilities on arterial roadways, including: principal arterials, minor
arterials, industrial collector arterials, and residential collector arterials. The guidelines do not
address non-arterial roadways, including residential collectors and unclassified streets such as
residential and private streets.
Role of Guidelines:
ItÔs important to recognize that the guidelines described here set the default for how pedestrian
facilities should be provided as streets are rebuilt or adjacent properties develop. It is recognized
that these guidelines do not guarantee that projects will be built in any given time period. The
TMP will provide guidance as to how sidewalk projects should be prioritized when the City
proactively constructs pedestrian infrastructure. Key criteria considered in this prioritization will
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be the presence and condition of existing sidewalks and trails, proximity to community amenities,
other surrounding land uses, co-benefits of constructing pedestrian infrastructure with other
projects, and collision history.
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Figure2:PedestrianNetwork
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BicycleLOSGuidelines
Level of traffic stress (LTS) is the current state of the practice in planning bicycle facilities. This
approach provides a framework for designing for the intended users of the system. Figure 3
describes the four typical categories of cyclists, each of which requires different levels of
accommodation to feel comfortable using the system.
Figure3:BicycleLevelofTrafficStressandRiderCategories
As part of the layered network, the project team identified a network of LTS 1, 2, and 3 routes in
Kent. In general, it is recommended that the City work towards providing a connected network
where a low stress route is available approximately every ½ mile. This network considers variables
like grade and freeway crossings, in addition to the typical variables that are considered in an LTS
analysis, which include speed and daily traffic volume. These variables help to determine an
appropriate type of separation.
Table 2 shows how bicycle LTS can be used to define treatment options on specific corridors. The
recommendations in the table are based on Level of Traffic Stress suitability from the 2012 Mineta
Transportation Institute Technical Report, Low-Stress Bicycling and Network Connectivity, authored
by Maaza C. Mekuria, Ph.D., P.E., PTOE, Peter G. Furth, Ph.D., and Hilary Nixon, Ph.D, and national
best practices with input from the City of Kent Traffic Engineer. These treatments should be
viewed as guidelines, subject to more location-specific context. Appendix A describes bicycle
facility components provided in Table 2.
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Table Н:BicycleLTSandRoadwayCharacteristics
Roadway Bicycle Facility Components:
Characteristics Guideline to Achieve Intended Level of Service/Level of Traffic Stress
Speed Arterial Greenway Striped Buffered Separated Physically
No
Limit Traffic / Bike Bike Bike Lane Bike Lane Separated
Marking
(MPH) Volume Boulevard Lane (Horizontal) (Vertical) Bikeway
</=20 Any 1 1 1 1 1 1
<1.5k 1 1 1 1 1 1
25 1.5-7k 3 2 2 2 1 1
>/=7k 3 3 2 2 1 1
<7k 4 4 2 2 1 1
7-15k 4 4 3 2 1 1
30
15-25k 4 4 3 3 2 1
>/=25k 4 4 3 3 2 1
<25k 4 4 3 3 3 1
35
>/=25k 4 4 4 3 3 1
>35 Any 4 4 4 4 3 1
Based on Table 2, posted speeds are currently a limiting factor to implementing LTS 2 routes in
Kent. Because there are few roadways in Kent that meet the criteria for an LTS 2 facility, many
routes in Kent are identified as LTS 1 or 3.
Relative to intersection treatments, when a bicycle facility along an arterial corridor comes to an
intersecting arterial, the corridor LOS should be carried across the arterial. Otherwise the arterial
intersection may become a barrier to bicycle travel. Table 3 shows how bicycle LTS can be used to
define treatment options at intersections. This table provides guidance on the types of facilities
that extend a bicycle corridor LTS across an intersection. These treatments should be viewed as
guidelines, subject to more intersection-specific context. Appendix A describes recommended
bicycle facility treatments provided in Table 2.
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Table3:RecommendedBikeFacilityTreatmentsatanIntersection
Figure 4 shows the recommended bicycle network. It should be noted that this map identifies
recommended proposed level of traffic stress classifications and existing facilities are not
displayed.
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Figure4:ProposedBicycleLevelofTrafficStressNetwork
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TransitLOSGuidelines
Since King County Metro and Sound Transit operate transit service in Kent, the CityÔs role in
transit service is generally limited to providing access to transit and being a good host to transit.
Although King County Metro is responsible for bus stop treatments, the City is empowered to
advocate for a higher quality bus stop treatments along city roadways. Table 4 shows
recommended transit treatments.
Figure 5 shows the recommended transit network.
Table П:RecommendedTransitTreatments
Corridor Type
Stop
Component
Frequent and Express Transit
Local Transit Corridor
Network Corridor
Yes for Rapid Ride stops, priority
Weather
Yes, priority with 25+ daily boardings with 25+ daily boardings on other
Protection
Frequent/Express stops
Yes for Rapid Ride stops, priority
Seating Yes, near community assets with 25+ daily boardings on other
Frequent/Express stops
Paved Bus
Door Passenger Yes, zone length 25-30 feet Yes, zone length 60 feet
Zone
Yes for Rapid Ride stops, priority
Wayfinding Yes, priority with 25+ daily boardings with 25+ daily boardings on other
Frequent/Express stops
Other
Yes for Rapid Ride stops, priority
Amenities
Yes, priority with 25+ daily boardings with 25+ daily boardings on other
(trash, lighting,
Frequent/Express stops
bike parking)
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Figure5:TransitNetwork
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AutomobileLOSStandards
Given that Kent residents typically describe congestion by area of the city rather than specific
corridors, we recommend a subarea approach that addresses how corridors change characteristics
across the City. This hybrid approach combines a weighted corridor LOS methodology with
different standards for individual subareas. This allows for additional flexibility in programming
improvements so the City can tailor its management of vehicle mobility by area of the city.
Figure 6 shows study intersections, study corridors, and proposed subareas. Intersections located
within the boundaries of the Downtown Subarea Action Plan and along Meeker Street will allow
for higher vehicle delay (to balance multimodal accommodation with vehicle mobility) and will
have standards set for individual intersections rather than a weighted average along a corridor.
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Figure6:StudyIntersectionsandSubareas
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Preliminary Automobile LOS Results
Table 5 shows the preliminary automobile results for each corridor and identified isolated
intersections (Downtown and along Meeker Street) using Synchro software under existing
conditions, and Table 6 shows the preliminary automobile results for future year 2040 conditions.
Appendix B shows the preliminary vehicle delay results for each intersection. These results will be
updated to reflect any documented intersection modifications (geometries, traffic controls, signal
timings, etc.) that have been implemented since the 2015 Comprehensive Plan Update and with
further quality control review.
Table5:PreliminaryVehicleLOSResultsbyCorridor(2019Conditions)
Corridor Volume-Weighted
Corridor Name LOS
ID Average Delay
1 S 196 St Corridor 57.1 E
2 S 212th St Corridor 45.2 D
3 SE 208th St Corridor 41.7 D
4 S 228 St Corridor 46.4 D
5 SE 240 St Corridor-East Kent 35.1 D
6 Reith Rd/S 259 Pl/S 260 St Corridor 48.6 D
7 SE 248 St Corridor 32.7 C
8 SE 256 St Corridor 39.3 D
9 S 272 St Corridor 39.7 D
10 E Canyon Dr/SE Kent Kangley Rd Corridor 41.7 D
A 68 Ave S Corridor - Industrial Valley 52.0 D
B 84 Ave S Corridor - Industrial Valley 46.9 D
C 104 Ave SE / 108 Ave SE 47.0 D
D 64 Ave S Corridor - Industrial Valley 33.0 C
E 116 Ave SE Corridor 39.1 D
F 132 Ave SE Corridor 42.2 D
G Pacific Hwy S Corridor 52.3 D
H Military Rd S / 36 Ave S Corridor 53.4 D
Isolated Intersections
SR167 SB & SR 516 21.8 C
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Corridor Volume-Weighted
Corridor Name LOS
ID Average Delay
1
SR167 NB & SR 51617.7B
1
74th Ave S & W Willis St.26.6 C
4th Ave & Willis St. 39.2 D
Central Ave & Willis St. 57.5 E
4th Ave & Meeker St. 14.8 B
Central Ave & Gowe St. 20.9 C
Central Ave & Meeker St. 16.7 B
2nd Ave & Smith St. 17.6 B
4th Ave & Smith St. 32.0 C
Central Ave & Smith St. 53.2 D
Jason Ave & Smith St. 18.9 B
Central Ave & James St. 78.4 E
4th Ave & James St. 34.6 C
Washington Ave & Meeker St. 57.2 E
64th Ave S & Meeker St. 41.0 D
Russell Rd & W Meeker St. 21.4 C
Washington Ave & James St. 39.2 D
64th Ave S & James St. 13.5 B
Willis St & Washington Ave 44.7 D
Source: Fehr & Peers, 2019.
Table6:PreliminaryVehicleLOSResultsbyCorridor(2040Conditions)
Volume-Weighted
Corridor ID Corridor Name LOS
Average Delay
1 S 196 St Corridor 87.2F
2 S 212th St Corridor 65.2 E
3 SE 208th St Corridor 42.7D
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Volume-Weighted
Corridor ID Corridor Name LOS
Average Delay
4 S 228 St Corridor 39.0 D
5 SE 240 St Corridor-East Kent 43.9 D
6 Reith Rd/S 259 Pl/S 260 St Corridor 97.1 F
7 SE 248 St Corridor 52.9 D
8 SE 256 St Corridor 54.3 D
9 S 272 St Corridor 62.0 E
E Canyon Dr/SE Kent Kangley Rd
10 60.3 E
Corridor
11 S 224th/218th/216th St Corridor 66.7 E
A 68 Ave S Corridor - Industrial Valley 107.1 F
B 84 Ave S Corridor - Industrial Valley 48.5 D
C 104 Ave SE / 108 Ave SE 80.4 F
D 64 Ave S Corridor - Industrial Valley 37.5 D
E 116 Ave SE Corridor 67.3 E
F 132 Ave SE Corridor 60.6 E
G Pacific Hwy S Corridor 66.3 E
H Military Rd S / 36 Ave S Corridor 74.4 E
Downtown Intersections Intersection Delay LOS
SR167 SB & SR 516 24.5 C
SR167 NB & SR 516 26.4 C
74 Ave S & W Willis St. 23.2 C
4th Ave & Willis St. 36.5 E
Central Ave & Willis St. 57.2 E
4th Ave & Meeker St. 15.8 B
Central Ave & Gowe St. 24.6 C
Central Ave & Meeker St. 16.9 B
2nd Ave & Smith St. 17.0 B
4th Ave & Smith St. 34.8 C
Central Ave & Smith St. 57.5 E
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Volume-Weighted
Corridor ID Corridor Name LOS
Average Delay
Jason Ave & Smith St. 20.2 C
Central Ave & James St. 81.1 F
4th Ave & James St. 38.8 D
Washington Ave & Meeker St. 88.1 F
64th Ave S & Meeker St. 52.9 D
Russell Rd & W Meeker St. 25.0 C
Washington Ave & James St. 48.8 D
64th Ave S & James St. 15.1 B
Willis St & Washington Ave 69.8 E
Notes:
All results are preliminary in nature and are likely to change after incorporation of recently modified
signal timings and through quality control review.
Source: Fehr & Peers, 2019.
State Routes
Many of KentÔs arterials are state routes: SR 515 (Benson Road SE / 104th Avenue SE), SR 516
(Kent Des Moines Road / SE Kent-Kangley Road), SR 181 (68th Avenue S / Washington Avenue N).
I-5 and SR 167 also traverse Kent City limits and include ramp terminal intersections with city
arterials. In developing LOS standards for these facilities, the City must consult the stateÔs current
LOS standards:
SR 516: LOS E Mitigated
SR 181: LOS E Mitigated
SR 515: LOS E Mitigated
SR 18: LOS E Mitigated
SR 167: LOS D
I-5: LOS D
SR 99: LOS D
Automobile Policy Updates
The CityÔs current LOS standard requires that most corridors operate at LOS E or better during the
PM peak hour, but that the Pacific Highway (SR 99) and Downtown Kent Subarea Plan
intersections may operate at LOS F. As part of the TMP, Fehr & Peers recommends updates to the
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level of service standards to balance to balance growth, multimodal accommodation, and
mobility. The updates include maintaining the CityÔs current LOS E standard for most corridors
across the city, except for Transit Priority corridors, which will be held to a LOS D standard to
facilitate transit speed and reliability. While the new level of service standard will allow for
increased allowable delay for intersections within Downtown Kent, the LOS F standard (which is
ambiguous in terms of its upper threshold for allowable delay) will be updated to a threshold
based on seconds of delay, with delays of up to 90 seconds. The City will continue to follow LOS
standards for intersections along state routes set by WSDOT. Along frequent transit routes (where
a LOS D standard is set to prioritize mobility), speed and reliability treatments, such as transit
signal priority, transit only lanes, and queue jumps, should be considered first when selecting
treatments to address congestion issues.
Thus, the CityÔs new auto LOS standard would be:
LOS E average intersection delay for all Citywide corridors except:
LOS D along frequent transit corridors
LOS F (maximum of 90 seconds of delay) for isolated intersections in Downtown
WSDOT standard for intersections along state facilities
Figure 7 shows which corridors and intersections would require mitigation under the updated
level of service standards.
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Figure7:2040AutomobilePolicyResults
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FreightNetwork
The freight network was provided by City of Kent Staff. The Freight and Goods Transportation
System (FGTS) network was created by using 2018 and 2019 truck counts. This data was entered
by City Staff into WSDOTÔs tonnage calculator to estimate the annual tonnage on each roadway.
KentÔs FGTS network was submitted to WSDOT for the 2019 WSDOT FGTS classification update.
After identifying the annual tonnage across city streets, the following process was used to remove
certain freight routes from the cityÔs network:
thth
Removed all T-4 routes except the 224/228 corridor, which will become a T-3 route
after the next phase of construction.
Removed T-3 routes that fell below the threshold of 2 million annual tonnage. Exceptions
include:
p Segments that fall below the threshold will remain if they exist on a corridor with
other segments that fall above the threshold. This is to ensure the continuity of
the freight network.
p Segments below the threshold will remain when the segment is the last portion
of a corridor that is above the threshold in order to reach a logical terminus.
p In the industrial area south of downtown (74th Avenue, a portion of S 259th
Street, 78th Avenue S, 80th Avenue S, S 266th Street), roadways below the 2
million tonnage threshold that are surrounded by industrial land uses remain in
the draft freight network.
p In the Industrial Valley, corridors just below the threshold were included if they
are the logical pathway from a corridor above the threshold.
Figure 8 shows the recommended freight network, which proposed filling in small gaps such as S
thth
216 Street, James Street, and 64 Avenue St, with proposed T-3 classification.
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Figure8:ProposedFreightNetwork
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Summary
Table 7 summarizes the layered network considerations for each modal network.
Table7:LayeredNetworkConsiderations
Network Considerations
Neighborhood context, sidewalk and amenity width, arterial crossing
Pedestrian
frequency, and presence of trails.
Bike Cyclist skill level, roadway speed, traffic volume, and specific treatments
Transit Existing and future transit service and stop amenities.
Area of the City, vehicle delay at major intersections along a corridor,
Auto
transit priority routes, state route designation
Freight WSDOT freight routes, design needs for freight, neighborhood context
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AppendixA
Table 1: Bicycle Facility Types
Facility Type Description Image
Bicycle boulevards are low-
volume and low-speed streets
that
prioritize bicycle travel. They
incorporate signage, pavement
markings, and traffic calming tools
to improve the comfort and
Greenway /
connectivity of the bicycle
roadway network. Bicycle
Bike Boulevard
boulevards offer an alternative to
bicycling on busy streets with
high traffic volumes. Many bicycle
boulevards couple speed
management strategies with bike
route signage to create safer
streets.
A conventional bike lane is a
striped lane on a roadway that is
designated for exclusive use by
people riding bicycles.
Conventional bike lanes include
Striped Bike
pavement markings indicating
one-way bike use. These facilities
Lane
are established along roadways
where there is current or
anticipated bicycle demand and
where it would be unsafe for
bicyclists to ride in the travel lane.
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Facility Type Description Image
Buffered bike lanes are
conventional bicycle lanes paired
with a designated buffer space
Buffered Bike
separating the bicycle lane from
Lane
the adjacent motor vehicle travel
lane and/or parking lane. These
(Horizontal)
facilities are established along
roadways with high travel speeds,
volumes, and/or truck traffic.
Separated bike lanes (vertical) are
buffered bike lanes with vertical
elements that provide further
separation from motor vehicle
traffic. Common vertical elements
are vertical curbs, a painted buffer
with planter boxes, parked cars, or
a fixed barrier. These facilities
Separated Bike
keep motorists from crossing into
the bike lane and minimize
Lane (Vertical)
maintenance costs due to
decreased motor vehicle wear.
They may be especially
appropriate for curvy streets,
Source: NACTO, 2019.
areas with high drop off/pick up
https://nacto.org/2019/11/15/bellevues-downtown-
activity, and higher speed streets
demonstration-bikeway/
with few driveways and cross
streets.
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Facility Type Description Image
Physically separated bikeways are
paths distinct from the sidewalks.
These include shared use paths,
which are paved trails for the
exclusive use of pedestrians,
Physically
cyclists, skaters, and other active
transportation users. They are
Separated
wide enough for two-way travel.
Bikeway/Shared
They are typically separated from
motorized vehicular traffic by an
Use Paths
open space, barrier, curb, or exist
in an independent corridor. They
can also be one-way bike facilities
separate from- but adjacent to
the sidewalk.
Note: All images are courtesy of Fehr & Peers unless otherwise noted.
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Table 2: Bicycle Intersection Improvement Treatments
Treatment Type Description Image
Bike signals are dedicated
signals, which can be
detection or actuation
systems, to separate bicyclists
and motor vehicle
movements at intersections.
Bike Signal
They give bicyclists priority.
These facilities are utilized at
high volume intersections
with conflicts among
motorists, bicyclists, and
pedestrians.
Skip-striping directs cyclists to
the bicycle lane and increases
Green solid or
the visibility of cyclists to
motorists. These facilities are
skip-stripe
often used to visually alert
users to upcoming bike lanes.
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Treatment Type Description Image
A bike box is dedicated space
at the head of a signalized
intersection for bicyclists to
wait safely and visibly.
Bicyclists have priority
crossing major streets as they
Bike box
wait in front of vehicle traffic.
These facilities are mostly
adopted at signalized
intersection with high
volumes of bicyclists making
left-turns and/or motorists
making right-turns.
A Protected or Dutch
Intersection is an intersection
which accommodates one-
way cycle tracks. Modeled
after Dutch intersection
Protected or
design, Dutch Intersections
feature corner refuge islands
Dutch
which place stop bars for
Intersection
bicyclists ahead of vehicles
and set back bicycle crossing
approximately one car length
from the adjacent travel lane.
This allows for two-stage left-
turns and free right turns.
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Treatment Type Description Image
Green cycle length refers to a
minimum green signal cycle
that is long enough for
bicyclists to clear the
Green Cycle
intersection. In locations
Length
where this is implemented,
the green cycle length is
longer than is typically offered
to cars.
Automatic Signal Actuation
are signals which alert
motorists of bicycle crossings
and separate motorist and
bicyclists traffic signaling. In
the case of automatic signals,
bicycle signals are initiated
Automatic
through inductive loop
Signal Actuation
vehicle detection which is
calibrated to the size or
metallic mass of a bicycle.
Bicyclists are instructed to
Source: NACTO, 2019.
wait in detection areas
https://nacto.org/publication/urban-bikeway-design-
through marked pavement
guide/bicycle-signals/signal-detection-and-actuation/
and signage.
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Treatment Type Description Image
Left-side bike lanes are
conventional bike lanes
placed on the left side of one-
way or two-way streets
median divided streets. They
improve visibility as motorists
have bike lane on the driverÔs
side, and potentially avoid
right-side bike lane conflicts.
They also reduce bus and
truck conflicts as most bus
stops, loading zones, and rush
hour parking restrictions are
Bike Lane to Left
usually on the right side of
the street. Consequently,
these facilities are often
utilized on streets with
frequent bus stops or truck
Source: NACTO, 2019.
loading zones on the right
https://nacto.org/publication/urban-bikeway-design-
side, high numbers of left-guide/bike-lanes/left-side-bike-lanes/
turning bicyclists, high
volumes of right turning
motor vehicles, and high
parking turnover
accompanied by rush hour
parking restrictions.
Also known as a hybrid
beacon, High-intensity
Activated Crosswalks are
signal-heads with two red
over yellow lenses indicating
pedestrian and cyclist
crossing to motorists. These
facilities are mostly installed
HAWK Signal
at unsignalized intersections
or mid-block crossing
locations. They can be useful
along bicycle boulevard,
where intersections are more
likely to be unsignalized due
to low vehicular traffic
volumes, and/or where bike
trails intersect streets.
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Treatment Type Description Image
Rectangular Rapid Flashing
Beacons (RRFB) allow
pedestrians to actuate a
flashing warning light to
Rectangular
indicate pedestrian crossing.
When combined with other
Rapid Flashing
pedestrian treatments, such
Beacon
as median refuge islands or
advance yield marking, they
have an even stronger impact
on pedestrian and bicyclist
visibility.
Note: All images are courtesy of Fehr & Peers unless otherwise noted.
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AppendixB
Table 1: Automobile LOS Results Ï Intersections (2019 Conditions)
Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
S 196 St
1
Corridor
Industrial
1 68th Ave S & S 196th St. 67.3 3,937
Valley
Industrial
2 80th Ave S & S 196th St. 9.9 1,606
Valley
57.1 E
Industrial
3 84th Ave S & S 196th St. 92.7 2,801
Valley
Industrial
73 62nd Ave S & S 196th St 15.6 1,553
Valley
S 212th St
2
Corridor
42nd Ave S & S 212th Industrial
5 23.1 2,226
/Orillia Rd. Valley
Industrial
6 59th Ave S & S 212th St. 59.3 2,216
Valley
Industrial
7 64th Ave S & S 212th St. 43.8 2,561
Valley
Industrial
8 68th Ave S & S 212th St. 52.8 4,381
Valley
Industrial
9 72nd Ave S & S 212th St. 42.5 2,459 45.2 D
Valley
Industrial
10 76th Ave S & S 212th St. 20.6 2,480
Valley
Industrial
11 84th Ave S & S 212th St. 55.5 3,829
Valley
Industrial
13 SR 167 & S 212 St. 35.9 2,935
Valley
Industrial
14 SR 167 & S 212 St. 59.5 3,114
Valley
SE 208th St
3
Corridor
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Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
15 96th Ave S & S 208th St. East Kent 21.8 2,998
108th Ave SE & SE 208th
16 East Kent 71.1 4,824
St.
116th Ave SE & SE 208th
18 East Kent 14.2 2,767
41.7 D
St.
132nd Ave SE & SE 208th
19 East Kent 39.1 2,254
St.
100th Ave SE & SE 208th
75 East Kent 10.8 1,468
St
S 228 St
4
Corridor
Military Rd. S & S 231st
55 Midway 37 2,444
Way
Industrial
56 64th Ave S & S 228th St. 21.8 2,483
Valley
Industrial
57 68th Ave S & S 228th St. 32.7 3,329 46.4 D
Valley
Industrial
58 76th Ave S & S 228th St. 18.9 1,987
Valley
Industrial
62 84th Ave S & S 224th St. 108.9 2,956
Valley
SE 240 St
5 Corridor-East
Kent
76 94th Ave S & S 240th St. East Kent 14.9 2,562
104th Ave SE & SE 240th
22 East Kent 50.7 4,329
St.
35.1 D
116th Ave SE & SE 240th
21 East Kent 31.1 3,068
St.
132nd Ave SE & SE 240th
20 East Kent 33.8 2,793
St.
Reith Rd/S 259
6 Pl/S 260 St
Corridor
43 SR 516 & W Meeker St Downtown 47 3,362
Military Road S & Reith
44 Midway 38.8 1,840 48.6 D
Rd.
45 SR99 & S 260th St. Midway 55.3 3,538
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Corridor DelayTotal Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
SE 248 St
7
Corridor
132nd Ave SE & SE 248th
23 East Kent 40.6 1,821
St.
24 116 Ave SE & SE 248 St. East Kent 57.6 1,420
32.7 C
104th Ave SE & SE 248th
25 East Kent 37.8 2,946
St.
26 94th Ave S & Canyon Dr. East Kent 11.3 3,030
SE 256 St
8
Corridor
101st Ave SE & SE 256th
68 East Kent 11.4 2,488
St.
104th Ave SE & SE 256th
69 East Kent 68.3 4,560
St.
Kent-Kangley Rd & SE
70 East Kent 30 2,985
39.3 D
256th St "Y"
116th Ave SE & SE 256th
71 East Kent 25.7 2,076
St.
132nd Ave SE & SE 256th
72 East Kent 36.6 2,607
St.
S 272 St
9
Corridor
46 SR99 & S 272nd St. Midway 50.1 4,257
S Star Lake Rd. & S 272nd
47 Midway 9.4 2,223
St.
48 26th Ave S & S 272nd St Midway 6 1,874
39.7 D
49 I-5 SB & S 272 St. Midway 31.1 2,844
50 I-5 NB & S 272 St. Midway 31.9 2,687
51 Military Rd S & S 272 St Midway 81.1 3,184
E Canyon Dr/SE
10 Kent Kangley
Rd Corridor
94th Ave S & Canyon
26 East Kent 11.3 3,030
Drive.
41.7 D
Kent-Kangley Road & SE
70 East Kent 30 2,985
256th St "Y"
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Qbdlfu!Qh/!7:5
5/M/d
April Delchamps, AICP, and Rob Brown, PE, City of Kent
February 3, 2020 (Last updated January 11, 2021)
Page 36 of 39
Corridor Delay Total Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
108th Ave SE & Kent-
1
67 East Kent 30.3 2,708
Kangley Rd
116th Ave SE & Kent-
66 East Kent 64.9 3,681
Kangley Rd.
124th Ave SE & SE Kent-
65 East Kent 47.4 3,547
Kangley Rd.
132nd Ave SE & SE Kent-
64 East Kent 54.1 4,064
Kangley Rd.
152nd Ave SE & SE Kent-
63 East Kent 42.2 3,421
Kangley Rd.
68 Ave S
A Corridor -
Industrial Valley
Industrial
1 68th Ave S & S 196th St. 67.3 3,937
Valley
Industrial
8 68th Ave S & S 212th St. 52.8 4,381 52.0 D
Valley
Industrial
57 68th Ave S & S 228th St. 32.7 3,329
Valley
84 Ave S
B Corridor -
Industrial Valley
Industrial
3 84th Ave S & S 196th St. 92.7 2,801
Valley
Industrial
12 84th Ave S & S 208th St. 28.7 2,916
Valley
Industrial
11 84th Ave S & S 212th St. 55.5 3,829
Valley
Industrial
62 84th Ave S & S 224th St. 108.9 2,956 46.9 D
Valley
Industrial
61 84th Ave S & SR167 SB 22.3 3,564
Valley
Industrial
60 84th Ave S & 167 NB 14.3 3,823
Valley
Industrial
1
59 84th Ave S & S 228th St. 25.2 3,626
Valley
104 Ave SE /
C
108 Ave SE
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5/M/d
April Delchamps, AICP, and Rob Brown, PE, City of Kent
February 3, 2020 (Last updated January 11, 2021)
Page 37 of 39
Corridor DelayTotal Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
108th Ave SE & SE 200th
74 East Kent 24.7 2,752
St
108th Ave SE & SE 192nd
4 East Kent 66.9 2,913
St.
108th Ave SE & SE 208th
16 East Kent 71.1 4,824
St.
108th Ave SE & SE 217th
17 East Kent 26.8 2,488 47.0 D
St.
104th Ave SE & SE 240th
22 East Kent 50.7 4,329
St.
104th Ave SE & SE 248th
25 East Kent 37.8 2,946
St.
Kent-Kangley Rd. & SE
70 East Kent 30 2,985
256th St "Y"
64 Ave S
D Corridor -
Industrial Valley
Industrial
56 64th Ave S & S 228th St. 21.8 2,483
Valley
33.0 C
Industrial
7 64th Ave S & S 212th St. 43.8 2,561
Valley
116 Ave SE
E
Corridor
116th Ave SE & SE 208th
18 East Kent 14.2 2,767
St.
116th Ave SE & SE 240th
21 East Kent 31.1 3,068
St.
24 116 Av SE & SE 248 St East Kent 57.6 1,420 39.1 D
116th Ave SE & SE 256th
71 East Kent 25.7 2,076
St.
116th Ave SE & Kent-
66 East Kent 64.9 3,681
Kangley Rd.
132 Ave SE
F
Corridor
132nd Ave SE & SE Kent-
64 East Kent 54.1 4,064
Kangley Rd.
42.2 D
132nd Ave SE & SE 256th
72 East Kent 36.6 2,607
St.
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5/M/d
April Delchamps, AICP, and Rob Brown, PE, City of Kent
February 3, 2020 (Last updated January 11, 2021)
Page 38 of 39
Corridor DelayTotal Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
132nd Ave SE & SE 248th
23 East Kent 40.6 1,821
St.
132nd Ave SE & SE 240th
20 East Kent 33.8 2,793
St.
132nd Ave SE & SE 208th
19 East Kent 39.1 2,254
St.
Pacific Hwy S
G
Corridor
46 SR99 & S 272nd St. Midway 50.1 4,257
45 SR99 & S 260th St. Midway 55.3 3,538
52.3 D
52 SR99 & S 236th St Midway 0 -
53 SR99 & S 240th St. Midway 52 3,089
Military Rd S /
H 36 Ave S
Corridor
51 Military Rd S & S 272 St Midway 81.1 3,184
Military Road S & Reith
44 Midway 38.8 1,840
Rd.
54.3 D
54 Military Rd. & SR 516 Midway 50.8 4,035
Military Rd. S & S 231st
55 Midway 37 2,444
Way
Isolated
Intersections
78 SR167 SB & SR 516 Downtown 21.8 3,193 C
1
79 SR167 NB & SR 516 Downtown 17.7 2,838 B
1
77 74 Ave S & W Willis St. Downtown 26.6 2,210 C
32 4th Ave & Willis St. Downtown 39.2 2,424 D
34 Central Ave & Willis St. Downtown 57.5 2,952 --- E
354th Ave & Meeker St. Downtown 14.8 1,603 B
39 Central Ave & Gowe St. Downtown 20.9 2,243 C
38 Central Ave & Meeker St. Downtown 16.7 1,742 B
37 2nd Ave & Smith St. Downtown 17.6 1,846 B
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5/M/d
April Delchamps, AICP, and Rob Brown, PE, City of Kent
February 3, 2020 (Last updated January 11, 2021)
Page 39 of 39
Corridor DelayTotal Weighted
Intersection ID Intersection Name Subarea LOS
ID (s/veh) Volume Delay
36 4th Ave & Smith St. Downtown 32 2,546 C
33 Central Ave & Smith St. Downtown 53.2 3,197 D
27 Jason Ave & Smith St. Downtown 18.9 3,028 B
30 Central Ave & James St. Downtown 78.4 4,604 E
31 4th Ave & James St. Downtown 34.6 3,466 C
Washington Ave &
40 Central City 57.2 3,287 E
Meeker St.
41 64th Ave S & Meeker St. Central City 41 1,971 D
Russell Rd & W Meeker
42 Central City 21.4 1,567 C
St.
Washington Ave & James
29 Central City 39.2 3,096 D
St.
28 64th Ave S & James St. Central City 13.5 1,764 B
Willis St & Washington
80 Central City 44.7 4,306 D
Ave
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Lfou!UNQ!.!ESBGU
Bqqfoejy!
Bqqfoejy
ESBGU!!Kbovbsz!3132
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5/M/d
Appendix I: Project List and Cost Estimates
Secured Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/ CrossingRoadway/BridgePlan/Program
DowntownF-1Multiple StreetsQuiet Zone $ 3,150,000 X
Construct a new trail segment
F-2S 259th St $ 100,000 X
MIC
from 5th Ave S to 1st Ave S
Lower S 259th Street under the
Union Pacific Railroad bridge to
F-3S 259th Stfacilitate traffic flow and $ 5,000,000 X
construct bicycle and
MIC
pedestrian facilities
Construct drainage, road
improvements and fill sidewalk
F-476th Ave Sgaps frim 1,000 ft south of S $ 5,500,000 X
212th St to 2,400 ft south of S
MIC
212th St
Convert from 4 lanes to 3 lanes
Downtow(Road Diet) from S 228th St to
F-54th Ave N $ 250,000 XX
nJames St. Construct a
separated bike lane.
Convert to 3 lanes with striped
S 260th St/S bike lanes and pedestrian
West HillF-6 $75,000 XX
259th Plfacilities from SR 99 to 30th
Ave S
Convert to 3 lanes with striped
S 260th St/S bike lanes and pedestrian
West HillF-7 $75,000 XX
259th Plfacilities from 30th Ave S to
Military Rd
104th Ave SE Construct a compact
SEHillF-8
X
$ 900,000
at SE 264th StRoundabout
ConvertMeekerSt/LincolnAve
from Washinton Ave to 4th Ave
XX
DowntownF-9Meeker St
N to 3 lanes with bicycle
$ 350,000
facilities
TOTAL:$15,400,000
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!892
5/M/d
Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
Construct greenway/bikeway
NEHIllP-1100th Ave SEtreatments (signage/paint) from SE $250,000 X
208th St and SE 216th St
Construct greenway/bikeway
NEHIllP-2100th Ave SEtreatments (signage/paint) from SE $250,000 X
218th St and SE 240th St
108th Ave SE Change channelization to provide
NEHIllP-3(SR 515) at SE WB/EB left turn pockets and optimize $400,000 X
192nd Stsignal timing.
For the EB approach, add a new
108th Ave SE signal head for right turns, and add
NEHIllP-4(SR 515) at SE an overlap phase to the EB right turn $100,000 X
208th Stmovements and optimize signal
timing.
For the EB and WB approaches, add
104th Ave SE a new signal head for right turns,
NEHIllP-5(SR515) at SE and add an overlap phase to the EB $100,000 X
240th Stand WB right turn movements and
optimize signal timing.
116th Ave SE at Evaluate and construct a RRFB in the
NEHIllP-6 $200,000 X
SE 223rd STvicinity of SE 223rd St
Widen to 3 lanes with a buffered or
separated bike lane from SE 208th
NEHIllP-7132nd Ave SESt to SE 228th St. Fill sidewalk gaps. $ 33,000,000 XXX
Evaluate a full signalized intersection
at 132nd Ave SE/SE 224th St.
Widen to 3 lanes with a buffered or
separated bike lane from SE 228th
St to SE 240th St. Fill sidewalk gaps.
NEHIllP-8132nd Ave SE $ 20,000,000 XXX
Evaluate a pedestrian crossing at
132nd Ave SE and the vicinity of SE
234th St.
132nd Ave SE
NEHIllP-9Optimize signal timing. $25,000 XX
at SE 240th St
Widen to 3 lanes with a buffered or
separated bike lane and with
pedestrian facilities from SE 240th St
SEHillP-10132nd Ave SE $ 13,000,000 XXX
to SE 248th St. Construct enhanced
crossings at 132nd Ave SE and SE
245th St.
Widen to 3 lanes with a buffered or
separated bike lane and with
SEHillP-11132nd Ave SE $ 9,000,000 XXX
pedestrian facilities from SE 248th St
to SE 256th St.
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
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Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
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
SEHillP-12132nd Ave SEcrossings at 132nd Ave SE and the $ 20,000,000 XXX
Park and Ride and at 132nd Ave SE
and 263rd St. Intersection
improvements at 132nd Ave SE and
SE Kent-Kangley Rd.
Sidewalk on west side from SE 276th
SEHillP-13132nd Ave SE $ 1,000,000 X
St to SE 278th St
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
DowntownP-154th Ave Ntransition bicyclists to the separated $750,000 XX
bikeway. Crossing improvements at
4th Ave N and W Harrison St by
installing RRFBs. Construct bicycle
intersection improvements at 4th
Ave N/James St.
Construct drainage and road
MICP-1676th Ave Simprovements from S 212th St to $ 6,000,000 X
1,000 ft south of S 212th St
Construct drainage, road
improvements and fill sidewalk gaps
MICP-1776th Ave S $ 4,000,000 XX
from 2,700 ft south of S 212th St to
3,400 ft south of S 212th St
Planning Study between SR 167 and
DowntownP-18Central Ave $200,000 X
the southern City limits
Construct protected bicycle facilities
SEHillP-19E Canyon Dr $ 6,000,000 X
from Titus St and 97th Pl S
Construct bicycle facilities and fill
E Canyon Dr/SE
SEHillP-20sidewalk gaps from 97th Pl S and SE $ 3,000,000 X
256th St
Kent-Kangley Rd
E Canyon Dr/SE
256th St at
SEHillP-21104th Ave Intersection Study $25,000 X
SE/SE Kent-
Kangley Rd
Road Diet (4 to 3 lanes) with striped
bike lanes from Washington Ave and
DowntownP-22James St $250,000 X
the Interurban Trail including a
traffic analysis prior to design
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!894
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Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
Pedestrian improvements
(pedestrian wayfinding, pedestrian
DowntownP-23James Stlighting, and related safety $ 400,000 X
improvements) from Lincoln Ave
Park and Ride and Railroad Ave N
James St at the Rebuild traffic signal and Crossing
DowntownP-24 $ 345,000 X
Interurban TrailImprovements
Sidewalks (Both sides) from 1st Ave
DowntownP-25James St $ 150,000 X
N and Railroad Ave N
HAWK/PHB pedestrian crossing
DowntownP-26James Stsignal between Jason Ave N and $ 750,000 X
Prospect Ave
Meeker St at
Kent-Des
DowntownP-27Optimize signal timing $ 25,000 X
Moines Rd (SR
516)
Sidewalks on north side of Meeker
Meekerfrom SR 515 to Frager Rd and on
DowntownP-28 $ 500,000 X
St/Frager RdFrager Rd from Meeker Street to the
golf course crossing
Meeker St
Retrofit or replace the Green River
DowntownP-29Bridge over the $ 7,000,000 X
Bridge on Meeker St (Maintenance)
Green River
Meeker St at Intersection improvements (bicycle,
DowntownP-30XX
$ 2,200,000
64th Ave Spedestrian and transit facilities)
Bicycle and pedestrian facilities
DowntownP-31Meeker St(South Side Only) from 64th Ave S X
$ 1,900,000
to East of Elementary School
New traffic signal between 64th Ave
DowntownP-32Meeker StX
$ 650,000
S and Washington Ave
Bicycle and pedestrian facilities
(South Side Only) from just east of
DowntownP-33Meeker StX
the Elementary School and
$ 2,500,000
Washington Ave
Construct east and westbound right
Meeker St at
turn pockets and modify signal
DowntownP-34Washington Ave $ 750,000 XX
phasing; ADA Curb ramps and
N
crossing improvements
Pedestrian facilities on the south side
DowntownP-35Meeker StXX
$ 2,000,000
from Washington Ave N to Lincoln
Meeker St at N Construct a roundabout at Meeker St
DowntownP-36X
$ 1,250,000
Lincoln Aveand Lincoln Ave
New midblock crossing between S
DowntownP-37Meeker StX
$ 250,000
6th Ave and S 4th Ave
Construct vertically protected bike
lanes and sidewalks from SR 516
West HillP-38Military Rd $ 12,500,000 XXX
and S 240th St
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!895
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Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
Widen to provide a center turn lane,
a vertical protected bike lane, and
West HillP-39Military Rd $ 10,000,000 XX
sidewalks on both sides of the street
from S 240th St and S 246th St
Widen to provide a center turn lane,
a vertical protected bike lane, and
West HillP-40Military Rd $ 8,000,000 XX
sidewalks on both sides of the street
from S 246th St and S 253rd St
Widen to provide a center turn lane,
a vertical protected bike lane, and
West HillP-41Military Rd $ 5,000,000 XX
sidewalks on both sides of the street
from S 253rd St and Reith Rd
Realign the intersection and widen
Military Rd at
the approaches to provide eastbound
West HillP-42Reith Rd/S $ 750,000 X
and westbound left turn pockets and
260th St
a westbound right turn pocket.
Widen to provide a center turn lane,
a vertical protected bike lane, and
West HillP-43Military Rd $ 8,000,000 X
sidewalks on both sides of the street
from Reith Rd to S 264th St
Widen to provide a center turn lane,
a vertical protected bike lane, and
West HillP-44Military Rd $ 8,000,000 X
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
West HillP-45Military Rd $ 750,000 X
248th St, S 254th St
Traffic Signal Coordination Study on
CitywideP-46Multiple Streets $ 200,000 X
Major Arterials
New speed reader signs (Including
CitywideP-47Multiple Streets $ 35,000 X
94th north of 240th)
CitywideP-48Multiple StreetsCameras on Arterial Streets $ 150,000
$ 100,000
CitywideP-49Multiple StreetsBicycle Greenways PlanX
$1,000,000
CitywideP-50Multiple StreetsNeighborhood Greenways ProgramX
Pacific Highway
West HillP-51S (SR 99) at S Optimize signal timing. $ 25,000 X
240th St
Convert to 3 lanes with striped bike
West HillP-54Reith Rdlanes and pedestrian facilities from $ 750,000 XX
Military Rd to 38th Ave S
Convert the intersections of S 253rd
Rd and Lake Fenwick Rd from two-
way stop control to compact
West HillP-55Reith Rd $ 1,000,000 X
roundabouts. Convert Reith Rd from
S 253rd Rd and Kent-Des Moines Rd
from 4 to 3 lanes
Sidewalks (East side) from Meeker St
DowntownP-56Russell Rd $ 1,500,000 X
to north limit of Hogan Park
Buubdinfou;!LfouUNQ`Bqqfoejdft`Bmm!!)3723!;!Psejobodf!Bnfoejoh!uif!Dpnqsfifotjwf!Qmbo!Dbqjubm!Gbdjmjujft!boe!Usbotqpsubujpo!Fmfnfout!
Qbdlfu!Qh/!896
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Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
Construct sidewalks and bike
MICP-57S 212th Stfacilities from Frager Rd to the Green $ 4,000,000 XX
River Trail and Bridge Replacement
Improve sidewalks and bike facilities
MICP-58S 212th Stfrom the Green River Trail and the $ 60,000 X
Interurban Trail
S 212th St at
MICP-59Crossing improvements $ 250,000 X
Interurban Trail
Bicycle intersection treatments at
MICP-60S 212th StRiverview Blvd S, 72nd Ave S, 84th $ 150,000 XX
Avenue S
SR 167 NB at S Add overlap to NB right turn and
MICP-61 $ 60,000 X
212th Stoptimize signal timing.
Noise Mitigation Study between the
MICP-62S 228th St $ 25,000 X
Green River Trail to 64th Ave S
Improve sidewalks and bike facilities
MICP-63S 228th Stfrom the Green River Trail and the $ 20,000 X
Interurban Trail
gn the 64th Ave S Connector
Reali
S 228th St at
Trail entrances on 64th Ave S and S
MICP-6464th Ave S $ 50,000 XX
228th St to connect directly to the
Connector Trail
signalized crosswalk and crossing
provements
im
Fill sidewalks gaps from S 228th St
MICP-6583rd Ave S $ 300,000 X
to S 224th St
S 218th St/ Widen 3 lanes with sidewalks on
MICP-66 $ 10,600,000 XX
98th Ave Sboth sides from 94th Pl S to S 216th
Widen to 3 lanes with sidewalks on
both sides from 98th Avs S t0 108th
Ave SE/SR 515. Modify the traffic
MICP-67S 216th St $ 12,000,000 XX
signal at 108th Ave SE/SR 515 to
include flashing yellow arrows for
northbound and southbound left
S 259th St at
MICP-68Crossing Improvements $ 200,000 X
Interurban Trail
S 272nd St at
West HillP-69Construct left turn pockets $ 1,000,000 X
Star Lake Rd
I-5 SB Off-ramp
West HillP-70Add a second right turn laneX
at S 272nd St$ 750,000
Add 12 ft shared use path on the
northside and a 5ft sidewalk to
West HillP-71S 272nd StX
southside from the I-5 SB Off-ramp
to Military Rd$ 10,000,000
Safe Routes to
CitywideP-72SchoolsSafe Routes to Schools ProgramX
Program$ 1,000,000
SE 192nd St at
NEHIllP-73Evaluate a traffic signal $ 30,000 X
124th Ave SE
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Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
Remove the westbound right turn
pocket, and add northbound,
SE 240th St at
NEHIllP-74southbound, and eastbound flashing $ 100,000 X
102nd Ave SE
yellow arrows at SE 240th St and
102nd Ave SE.
Convert from 5 to 3 lanes with bike
lanes from 116th Ave SE and 132nd
NEHIllP-75SE 240th StAve SE. Add left and right turn lanes $ 2,000,000 X
on the west leg of SE 240th St and
116th Ave SE and 132nd Ave SE
SE 240th St at
NEHIllP-76New pedestrian crossing $ 225,000 X
Clark Lake Park
Signal timing improvements (ITS
SE 248th St at upgrades, additional time to north-
SEHillP-77 $ 100,000 X
104th Ave SEsouth movements, lead pedestrian
intervals, etc.).
SE 248th St at
SEHillP-78Construct a single-lane roundabout $ 4,000,000 X
116th Ave SE
Shared use path on one side from
SEHillP-79SE 256th St $ 1,500,000 X
132nd Ave SE and 148th Ave SE
SE 272nd St at
HAWK/PHB pedestrian crossing
SEHillP-80148th Ave SE $ 750,000 X
signal
(Lake Meridian)
SE Kent-
SEHillP-81Kangley Rd at Intersection improvements $ 300,000 X
124th Ave SE
Smith St at the
DowntownP-82Crossing Improvements $ 300,000 X
Interurban Trail
Smith St at HAWK/PHB pedestrian crossing
DowntownP-83 $ 750,000 X
Railroad Ave Nsignal and Crossing improvements
Plan pathway and construct bicycle
DowntownP-84Multiple Streetsfacilities to connect the Interurban X
$ 500,000
and Kent Station.
Construct bicycle facilities to connect
Earth Works Parks and Downtown
(Titus across Senior Center to
DowntownP-85Multiple StreetsX
Kenebeck, Kennebeck from Senior
Center to Meeker, Meeker from
$ 750,000
Kennebeck to Interurban)
Optimize signal timing and
West Valley
reconfigure lanes to add a
MICP-86Hwy (SR 181) $ 250,000 X
westbound right turn lane and
at S 196th St
remove one westbound thru lane.
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Appendix I: Project List and Cost Estimates
Prioritized Project List
SubareaIDRoadwayProject DescriptionCost Estimate
Bike/PedestrianIntersection/CrossingRoadway/BridgePlan/Program
For the WB approach, add a new
West Valley signal head for right turns, and add
MICP-87Hwy (SR 181) an overlap phase to the WB right $ 60,000 X
at S 212th Stturn movement. Optimize signal
timing.
Sidewalk gaps across Union Pacific
DowntownP-88Willis St
X
$ 250,000
Railroad
Contruct pedestrian facility on north
side from SR 181 and new Naden
DowntownP-89Willis StAvenue. Crossing improvements at XX
the SR 167 SB off ramp and at the
$ 350,000
SR 167 NB on ramp
Construct a shared use path on the
DowntownP-90Willis Stnorth side of Willis from Union Pacific X
$ 500,000
Railroad to 4th Ave N
Construct a shared use path on the
DowntownP-91Willis Stsouth side of Willis from Union X
$ 500,000
Pacific Railroad to 4th Ave N
$1,500,000
CitywideP-92Multiple StreetsSafety ProgramX
gnal between Meeker St
New traffic si
DowntownP-94Washington AveX
$ 750,000
and SR 516
Construct new RRFB between Novak
DowntownP-95Central Ave NX
$ 295,897
Ln and Woodford Ave N
Construct new RRFB between
DowntownP-96Central Ave NX
$ 295,897
Woodford Ave N and E George St
SE 240th St
Construct new RRFB east of 104th
NEHIllP-97east of 104th X
Ave SE
$ 295,897
Ave SE
104th Ave SE
Construct new RRFB between Novak
SEHillP-98south of SE X
Ln and Woodford Ave N
$ 295,897
256th St
108th Ave SE at Pedestrian Hybrid Beacon (PHB) on
NEHillP-99Panther Lake 108th Ave SE at the Kent Panther X
$ 630,000
LibraryLake Library (20600 block)
Pacific Highway Add new right turn signal head for
ghtX
West HillP-100S (SR 99)/S NB approach, add overlap to NB ri
$ 60,000
272nd Stturn and optimize signal timing.
TOTAL:$253,783,588
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Appendix I: Project List and Cost Estimates
Developer Project List
Cost Estimate
SubareaIDRoadwayProject Description
Bike/PedestrianIntersection/ CrossingRoadway/BridgePlan/Program
Pedestrian facilities (sidewalks and
D-1Meeker St $ 4,500,000 X
Downtown
buffer zone) (Northside only) from
Bicycle and pedestrian facilities
D-2Meeker St$ 1,000,000X
Downtown(southside only) fromN Lincoln Ave
Meeker St at
D-3the Interurban Crossing Improvements$ 400,000X
DowntownTrail
Construct the new Naden Avenue
from Willis St to Meeker St including
the intersection at Willis
D-4Naden Ave NSt/Naden/74th (right-in/right-out $ 5,000,000XX
intersection at Naden and right-
in/right-out/left-in at 74th) and
Downtown
crossing improvements at the
32nd Ave S Construct a new street from just
D-5 $ 7,500,000 XX
West Hill(new)south of Kent-Des Moines Rd to S
Construct a new street with bike
lanes and sidewalks on both sides of
the street from 32nd Ave S (new) to
S 244th St SR 99. At the intersection of S
D-6 $ 7,500,000 XX
(new)244th St/SR 99, bicycle treatments
will be applied to transition riders
from the striped bike lanes to the
West Hill
separated bikeway on SR 99.
108th Ave SE
Construct a new pedestrian hybrid
D-7 at & SE 224th $ 750,000 X
traffic signal.
NEHillSt
104th Ave SE
Construct a new pedestrian hybrid
D-8 at & SE 228th $ 750,000 X
traffic signal.
NEHillSt
104th Ave SE Construct a new pedestrian hybrid
D-9 $ 750,000 X
NEHill
& SE 235th Sttraffic signal.
104th Ave SE
between SE Construct a new pedestrian hybrid
D-10 $ 750,000 X
248th St and traffic signal.
SEHill
SE 256th St
Central Ave
Construct a new pedestrian hybrid
D-11 north of S $ 750,000 X
traffic signal.
MIC266th St
$29,650,000
TOTAL:
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August 14, 2020
City of Kent Transportation Master
Plan: Financial Assessment
The City of Kent is developing a Transportation Master Plan (TMP) that will provide a framework for
transportation investments over the next 20 years. As part of the TMP, the City is interested in
understanding its transportation funding capacity and identify funding and financing options that will
provide sustainable and appropriate revenues in the future to complete identified policies, programs,
and projects. This assessment of funding capacity evaluates baseline funding today, summarizes
anticipated future trends in these existing revenue sources (e.g., how well these sources will continue to
support KentÔs transportation program), and discusses additional revenue sources the City could consider
to fund its transportation program moving forward.
The CityÔs transportation program has been operating at capacity. During the last few years, the City has
been faced with declining revenues available for transportation and increasing expenses. The most recent
Washington State Budget omitted Streamlined Sales Tax mitigation payments, which have been an
important revenue source in Kent in recent years. Future revenue sources are increasingly uncertain, and
City staff are concerned that current revenues available for operations and capital cannot keep up with
the demands. As expenses outpace revenues, the City has accumulated a backlog of deferred
maintenance. In addition, the City has been growing at an average annual rate of 1.23% (from 2011 Ï
1
2019) and this growth is expected to continue. Therefore, demand for transportation services, such as
roadway maintenance and capital project delivery, is also expected to increase over the life of the TMP.
Current Transportation Funding
The City of Kent uses different revenue sources for operations and capital. KentÔs transportation
operating funds come from three main sources outlined below and shown in Exhibit 1.
Street Operating Income which includes revenue from sources such as Motor Vehicle Fuel Tax (MVFT)
distributions; utility tax revenue dedicated to street improvement programs; discretionary transfers
from the general fund; and other local receipts from permits, interest income, and reimbursements to
fund street operating expenses.
B&O Tax to fund street maintenance and capital.
Solid Waste Utility Tax for residential street maintenance and repair.
1
OFM April 1 Population Estimates, 2020; BERK, 2020.
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1
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Exhibit 1. City of Kent Transportation Operations, Maintenance, and Rehabilitation Funding (2019)
TRANSPORTATION FUNDING SOURCE
Street Operating Income $17,345,420
B&O Street Maintenance & Capital $7,660,400
Solid Waste Utility Tax $3,506,000
Total Transportation Funding $28,511,820
Source: City of Kent May 2019 Transportation Sustainability presentation
Operations, maintenance, and rehabilitation revenue is used by the City of Kent to fund street operating
expenses, which were $17.3 million in 2019, as well as to partially fund annual maintenance and
rehabilitation needs such as pavement restoration, sidewalks, ADA accessibility improvements (curb ramp
retrofits, audible push buttons), pavement markings, repairs/replacements, and safety improvements,
2
which are estimated to be $24.2 million. This leaves an annual unfunded need of $13 million before
considering capital projects.
This gap in funding has resulted in the City having to make tough decisions about where and how to fund
street improvements and has contributed to a backlog of deferred maintenance needs estimated to total
3
$284 million.
The CityÔs capital project funding is compiled on a per project basis and typically comes from a mix of
federal, state, and county grants; direct project appropriations from the State; Transportation Impact
Fees (TIF), B&O tax, and Local Improvement Districts (LIDs). All current capital funding is already
dedicated to ongoing and past capital projects.
Historical Challenges to Transportation Funding and Previous Actions Taken
In recent years, the City of Kent has been faced with structural challenges that have restricted the amount
of revenues available for transportation, including:
Competing City priorities for unrestricted general fund revenues. Such as rising public safety costs.
Decreased ability to raise revenues previously relied upon.
Property Tax. Since 2001, growth of property tax, a key revenue source for cities in
Washington, has been capped. Pursuant to state law, enacted through voter initiative and later
passed by the legislature, a cityÔs property tax levy can grow by no more than 1% plus the
value of new development each year (estimated to be 0.5% each year). The result is that
growth in revenue from citiesÔ most important and stable tax source has generally lagged the
rate of inflation. This creates a structural gap between the cost of providing services, which
grows at inflation (typically ~3%/year), and the revenue available to pay for those services
which typically grows at 1.5% each year. Transportation costs often grow at a faster pace than
the Consumer Price Index. As a result, each year, cities have less purchasing power for
2
City of Kent 2019 Transportation Sustainability Report.
3
City of Kent 2019 Transportation Sustainability Report
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City Transportation Funding Options 2
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transportation related projects.
Streamlined sales tax (SST). The Washington State Legislature fully conformed to the
Streamlined Sales and Use Tax agreement in 2007. For cities like Kent that are most affected
by this change, the state began mitigation payments to help offset, but not replace, revenue
losses to local jurisdictions. Kent began receiving payments in 2008, but does not expect to
receive any more. The most recent Washington State Budget omitted SST mitigation payments.
The City has been proactive in addressing these funding challenges. In the last several years, the
following steps have been taken to secure revenues for transportation:
4
B&O Tax The City of Kent began collecting B&O taxes in 2013 to pay for critical street repairs
and to ensure a safe and efficient transportation system.
5
Solid Waste Utility Tax In 2012, the City of Kent created additional dedicated monies for
transportation by increasing the Solid Waste Utility Tax and dedicating 10.6% of total Gross
6
Business Income (GBI) to the maintenance and repair of residential streets.
Exploration of alternative funding and financing mechanisms. The 2008 Transportation Master
Plan explored potential revenue sources for transportation capital projects some of which were
implemented, including impact fees. Other mechanisms considered but not implemented for
7
transportation include real estate excise taxes (REET), business license fees for transportation, voted
8
General Obligation (GO) bonds, and Transportation Benefit District vehicle license fees.
Transportation Funding Trends
Future transportation funding in Kent is uncertain. The City has secured several transportation funds for
ongoing maintenance and rehabilitation that should remain relatively steady, while others that have
previously been relied upon may not be available in the future. Similarly, funds used for future capital
projects will need to come from new grants, an updated TIF program, new Local Improvement Districts
(LIDs), transfers from operating funds, new debt, or new revenue sources. Secured capital funding is
already committed to ongoing or past projects. A summary of the anticipated trends for operations,
maintenance, and rehabilitation as well as funds available for capital projects are summarized in
Exhibit 2.
4
Business and Occupation (B&O) Taxes are taxes on a businessesÔ gross receipts. Cities have the authority to impose B&O
taxes on businesses operating within city limits in addition to any state B&O tax (RCW 35.21.710). The City of Kent requires
businesses to report both a gross receipts tax and a square footage tax and collects on the greater of the two categories.
Different business activities are charged different tax rates.
5
Utility taxes are business and occupation taxes on the gross business income (GBI) of public and private utilities. Any city or
town may impose them under the authority of RCW 35.21.870. Electric, gas, steam, and telephone services have maximum tax
rate of 6% unless a higher rate is approved by voters; cable TV cannot be taxed at a rate that is Ñunduly discriminatory
against cable operators and subscribersÒ \[Cable TV taxing rates are governed by the Cable Communications Policy Act of
1984 (Telecommunications Act of 1996, §602(a) ((47 U.S.C. §522(a).\] ; and there is no limitation on the tax rate for water,
sewer, solid waste, or stormwater utilities.
6
Kent Municipal Code 3.18.020; Ordinance No. 4128
7
The City if Kent implements both the first quarter percent and second quarter percent Real Estate Excise Tax but deposits
these revenues into the CityÔs Capital Resource Fund which is used for non-street related capital projects.
8
Voters in the City of Kent rejected a ballot measure for debt to pay for public safety in November 2014, but no measures
for transportation debt have been voted on since 2011 (the first year available in MRSCÔs ballot measure database).
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City Transportation Funding Options 3
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Exhibit 2. Anticipated Trends in Revenue (2020 Ï 2040)
OPERATING, MAINTENANCE, TREND CAPITAL FUNDING TREND
AND REHABILTIATION
SOURCES
REVENUES
Motor Vehicle Fuel Tax (MVFT) Transportation Impact Fees ?
Utility Taxes for Street Grants ?
Improvement Programs
Discretionary General Fund Local Improvement Districts
Transfers
Other Local Funds State Shared Revenues ?
(other than MVFT)
B&O for Street Maintenance B&O for Capital?
Solid Waste Utility Tax Other Local Funds
Existing Revenues for Operating, Maintenance, and Rehabilitation Activities
Street Operating Income
Street operating income includes revenues from state distributed MVFT, utility tax revenue dedicated to
street improvement programs, discretionary transfers from the general fund, and other local receipts from
permits, interest income, and reimbursements to fund street operating expenses.
Motor Vehicle Fuel Tax. The State collects a state gas tax and distributes a portion to cities on a
per capita basis. Cities can use MVFT for both programmatic and capital expenditures.
The City of Kent mostly uses MVFT revenue to fund street operations. On average, over the last ten
years, Kent has received $2.7 million annually in MVFT revenue. Although KentÔs population is
growing, the per capita amount the city receives has declined at an average rate of 1.7% over the
last seven years as drivers adopt more fuel-efficient and/or alternative fuel vehicles. A slow
decline in gas tax revenue is expected to continue. The Washington State Transportation
Commission studied a supplement and/or replacement for the gas tax with the Road Usage Charge
9
, but implementation is not yet planned.
Study
Utility Tax. Utility taxes are business and occupation taxes on the gross business income (GBI) of
public and private utilities. Any city or town may impose them under the authority of RCW
35.21.870. Electric, gas, steam, and telephone services have maximum tax rate of 6% unless a
higher rate is approved by voters; cable TV cannot be taxed at a rate that is Ñunduly discriminatory
10
against cable operators and subscribersÒ; and there is no limitation on the tax rate for water,
9
https://waroadusagecharge.org/final-report/
10
Cable TV taxing rates are governed by the Cable Communications Policy Act of 1984 (Telecommunications Act of 1996,
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City Transportation Funding Options 4
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sewer, solid waste, or stormwater utilities. Revenues from Utility Taxes can be used to fund both
programmatic and capital expenditures.
The City of Kent collects utility taxes on telephone, gas, electricity, cable, solid waste, water, and
11
drainage services with a portion (1%) of each allocated to street improvement programs. On
average, over the last 10 years, Kent has received $2.7 million annually in utility tax revenue
dedicated to street programs. Utility tax collections for street improvements should remain
relatively steady in the future.
Transfers from the General Fund. There are four primary taxes that cities collect and feed into the
General Fund. These funds are not dedicated to transportation, so they compete with other General
Fund needs. Cities can use General Fund revenues for both programmatic and capital transportation
expenditures.
In Kent, excess Property and Sales Tax revenues have occasionally been transferred to fund street
projects. The amount is variable and has ranged anywhere from $0 to $1.8 million in any given
year. The City reports that General Fund collections are not specifically dedicated to transportation
but are discretionary each year and expected to be unavailable for transportation going forward
as competition for city resources increases due to increased expenditures and decreased revenues
available to fund city services.
Other Local Funds. Other local funds include sources such as plan reviews, street and curb permits,
engineering charges, investment interest, and reimbursements. Of those, the most significant source in
Kent is from street and curb permits which provided $870,000 in revenue in 2018. On average,
over the last ten years, Kent has received about $2 million annually from other local funds, but the
amounts have ranged anywhere from $0 to $5.5 million. The city reports that revenues from other
local sources are largely discretionary and may not be available in the future. It should be noted
that TIF can be used for some roadway rehabilitation projects, but only in cases where the projects
are adding capacity. TIF funds are described in the following section.
B&O Street Maintenance and Capital
Business and Occupation (B&O) Taxes are taxes on a businessesÔ gross receipts. Cities have the authority
to impose B&O taxes on businesses operating within city limits in addition to any state B&O tax (RCW
35.21.710).
The City of Kent began collecting B&O taxes in 2013 to pay for critical street repairs and to ensure a
safe and efficient transportation system. Since 2015, the City of Kent has collected, on average, $7
million annually in B&O taxes for street programs (in 2019$). B&O tax for street repairs is dependent on
market conditions as itÔs based on businesses gross income. It is expected to remain relatively steady or
slightly decline in the future.
Solid Waste Utility Tax
Utility taxes are business and occupation taxes on the gross business income (GBI) of public and private
§602(a) ((47 U.S.C. §522(a).
11
Kent Municipal Code 3.18.020
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City Transportation Funding Options 5
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utilities. Any city or town may impose them under the authority of RCW 35.21.870.
The City of Kent taxes utility solid waste collection businesses and since 2015, 10.6 percent of total GBI
12
has been dedicated to the maintenance and repair of streets. Since 2015 the City has collected, on
average, $3.8 million annually for transportation (in 2019$). Solid Waste Utility Tax collections are
anticipated to remain relatively steady in the future.
Existing Revenues for Capital Projects
The City of Kent uses several revenue sources for capital projects including Transportation Impact Fees
(TIF), grant funding, Local Improvement Districts (LIDs), and State Shared Revenues. In general, all current
funding is already committed to ongoing or past capital projects.
Transportation Impact Fees. Impact fees are charges on new development for system improvements
related to the new development, do not exceed a proportionate share of the costs of these system
improvements, and are only used for system improvements that will reasonably benefit the new
development. In addition, impact fees cannot be the sole source of funding for system improvements
that address growth impacts. Transportation impact fees under the Growth Management Act (GMA)
must be used for public streets and roads addressed by a capital facilities plan element of a
comprehensive plan adopted under the GMA. Impact fees cannot be used to fund maintenance and
operations costs.
Since 2010, the City of KentÔs transportation impact fee generated, on average, $943,000
annually. The City is looking to update its Transportation Impact Fee program as part of this
Transportation Master Plan. Key revisions are expected to include updating the project list to fund
more multimodal projects (that fit within state eligibility requirements) and potentially updating the
CityÔs TIF rate to fund more project delivery. However, since the City is looking to make changes to
the current program, its contribution to ongoing transportation funding is uncertain.
Grants. Federal, state, and local (King County Metro and Sound Transit) grants are available to help
fund transportation projects in Kent. Grants are competitive and the City competes with other
jurisdictions based on need, project potential, deliverability, and value.
The City anticipates that future transportation projects may not align with criteria for state and
federal grants for major projects, but that WSDOT local program grants (such as Safe Routes to
Schools and Pedestrian and Bicycle Funding Program) and Transit grants (such as King County Metro
Access to Transit, King County Metro Speed and Reliability Partnerships, and Sound TransitÔs Access
to Transit) may be options for future transportation funding. While the City can apply for grants, its
success is uncertain. Thus, the contribution of grants to ongoing transportation funding is uncertain.
Local Improvement Districts. Local Improvement Districts (LIDs) are special purpose funding
mechanisms that can be created by cities to fund improvements in specific areas. Cities are
authorized to form LIDs under RCW 35.43 without voter approval. LIDs generate funds by
implementing proportionate special assessments on property owners that benefit from improvements.
LID revenues are limited in their use to specific capital projects that benefit owners in the special
purpose area for which they were created.
12
Kent Municipal Code 3.18.020
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City Transportation Funding Options 6
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The City currently has five active LIDs that fund existing capital projects. On average, over the last
five years, LIDs have generated approximately $2.5 million. The last LID will expire in 2027. To
generate more LID revenue in the future, the city would have to identify specific projects that fit the
general requirements of a LID on a case by case basis. Thus, the contribution of LIDs to ongoing
transportation funding is uncertain.
State Shared Revenues. Over the last ten years, Kent has sometimes received other state shared
revenues such as direct project appropriations or distributions from the state multimodal account. The
city can continue to pursue these in the future, but they are not guaranteed. Thus, the contribution of
state shared revenues to ongoing transportation funding is uncertain.
B&O Tax and Other Local Funds. These sources were described above for their contribution to
system operations, but can also be applied to match grants and fund capital projects. Given
increasing needs for scarce City funds, it is anticipated that these sources may not be available in
the future to fund capital projects.
20-year Forecast
If the City were to continue business as usual with current funding sources within its control, the estimated
amount of operating, maintenance, and rehabilitation revenue that would be generated over the next
twenty years is estimated to be $427 million. When considering ongoing operating expenditures and
projected maintenance and rehabilitation needs to maintain the CityÔs transportation system in a good
state of repair, there is an anticipated $286 million deficit as shown in Exhibit 3.
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City Transportation Funding Options 7
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Exhibit 3. Total Estimated Available Funds 2020-2040 for Operations, Maintenance, and Rehabilitation
(2019$)
20-year period: 2020-2040
Operating, Maintenance, and Rehabilitation Funds
Street Operating Income $192 million
B&O Street Maintenance & Capital $154 million
Solid Waste Utility Tax $81 million
Operating, Maintenance, and Rehabilitation Funds Total $427 million
Operating, Maintenance, and Rehabilitation Expenditures
13
Projected Operating Expenditures$192million
14
Projected Maintenance and Rehabilitation Expenditures $520 million
Operating, Maintenance, and Rehabilitation Expenditures Total $712 million
Operating, Maintenance, and Rehabilitation Deficit or Surplus ($285 million)
Note: All figures rounded to nearest million.
Source: City of Kent 2019 Transportation Sustainability Report; Bureau of Labor Statistics Consumer Price Index; BERK, 2020.
The following section describes potential approaches to City could take to generate additional revenues
for its transportation program. These new fund sources could be used to address the projected deficit for
roadway operations and also to support construction of capital projects identified through the CityÔs TMP.
Potential New Revenues for Transportation Capital Projects
A limited number of new options exist to raise additional revenue to support the CityÔs transportation
program, both in terms addressing the deficit in funding for maintenance and rehabilitation, as well as to
fund new transportation capital projects identified by the TMP. Moreover, some of these options rely on
a vote of the people, including a levy lid lift and implementing a sale sand use tax through a TBD. It is
acknowledged that voters in Kent have been reluctant to approve ballot measures that increase taxes, as
15
evidenced by a recent effort to increase utility taxes to pay for police and fire services. Thus, if
measures that require voter approval are put forward, it is imperative that the benefits of these
measures be clearly articulated.
13
Operating Expenditure Projections are based on KentÔs 2019 Transportation Sustainability Report. They equal Street
Operating Income in 2019 $ for each year in the future.
14
Projected Maintenance and Rehabilitation Expenditures are based on KentÔs 2019 Transportation Sustainability Report. The
annual $24 million estimate was assumed to stay constant and is shown in 2019$.
15
https://www.kentreporter.com/news/kent-voters-rejecting-police-fire-tax-increases/
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City Transportation Funding Options 8
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Property Tax Levy Lid Lift (Voted)
Cities can levy either a single-year or multiyear levy lid lift, temporary or permanent, to increase
property taxes in taxing districts without banked capacity beyond the 1% limit.
With a permanent single-year lid lift, cities can increase general property taxes beyond the 1% limit
in the first year, and then that amount is used to calculate all future 1% levy limitations. The measure
never expires, and the levy lid never reverts. Single-year lid lifts may be submitted to voters at any
special, primary, or general election.
With a permanent multiyear lid lift, cities can increase general property taxes beyond the 1% limit
(up to a limit factor specified in the ballot measure), for 6 consecutive years up to a rate equal to or
less than the statutory maximum, which is $2.25 per $1,000 of assessed value. After the 6 years, the
total levy can increase by up to 1% annually. Multiyear lid lifts must be submitted at the primary or
general election.
As with all property tax revenue, revenue generated from a property tax levy lid lift can pay for
programmatic or capital expenditures.
In 2012, The City Kent was unsuccessful in passing a multi-year levy lid lift for city park and street
improvements, but several cities have successfully passed single-year levy lid lifts (both temporary
and permanent) for transportation improvements since 2011, including Bellevue, Bothell, Kirkland,
16
Seattle, and Snoqualmie.
If the City of Kent were to implement a permanent single-year $0.25 per $1000 of Assessed Value
increase it could generate approximately $4.5 million annually (in 2019$).
17
Transportation Benefit District (TBD) Ï Sales and Use Tax (Voted).
TBDs are independent taxing districts created through ordinance that can impose an additional sale
and use tax of up to 0.2 percent. The tax requires voter approval and must be reauthorized by
voters after 10 years. TBD Revenue are restricted to transportation purposes and can be used on
programmatic or capital expenditures.
The City of Kent considered TBD Vehicle License Fees, an alternate TBD funding mechanism, during
the 2008 Transportation Master Plan process. In November 2019, Washington Initiative 976
repealed this authority. The authority to levy this fee is currently in limbo, pending the resolution of
18
legal challenges.
A Sales and Use Tax levied through a TBD could bring in approximately $4.3 million annually,
based on the KentÔs 2010 Ï 2018 taxable retail sales data from Washington StateÔs Department of
Revenue. Using an average over the last nine years, this could generate approximately $91 million
over the 20-year period if implemented in 2020.
16
MRSC Local Ballot Measure Database.
17
Chapter 36.73 RCW, Chapter 36.74 RCW
18
https://wacities.org/advocacy/News/advocacy-news/2020/04/30/injunction-on-i-976-remains-in-place-until-supreme-
court-can-rule-on-appeal
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City Transportation Funding Options 9
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19
Real Estate Excise Tax dedicated to transportation
Real estate excise taxes are taxes on the selling price of real estate and do not require a vote. The
first quarter percent can be used on capital projects included in the capital facilities element of the
Comprehensive Plan. The second quarter percent is restricted to transportation, water/storm/sewer
systems, and parks. Additional uses on affordable housing and homelessness projects is allowed until
2026.
The City of Kent already imposes both the first quarter percent and the second quarter percent for a
total REET of 0.5% and uses revenues for infrastructure improvements. Half of REET is used for parks
and recreation and the other half is used on a variety of capital improvements. Although there is
significant competition among KentÔs capital projects for REET funding, the City could make a policy
decision to dedicate a portion of its REET for major transportation projects.
In 2018, Kent generated $7.9 million in REET. Dedicating half of REET to transportation projects
could generate an estimated $4 million annually (in 2019$). Which would be approximately $83
million over the 20-year planning period.
Limited and Unlimited Tax General Obligation Bonds
Cities can levy debt through two main financing tools, Limited Tax General Obligation (LTGO) Bonds
and Unlimited Tax General Obligation (UTGO) Bonds. Debt bears additional costs through interest,
and any use of bonding capacity for transportation projects reduces the remaining bonding capacity
available for other city projects. LTGO bonds will impact the General Fund, while UTGO bonds will
have an additional tax burden.
Cities, TBDs, and LIDs may issue general obligation bonds, by special election or council decision, to
finance projects of general benefit to the city or district. In addition to the principal and interest costs
of issuing debt, there are usually costs associated with issuing bonds, including administrative time,
legal and underwriting costs, and insurance costs. The Washington State Constitution limits the amount
of debt municipalities can incur to 5.0% of the CityÔs assessed value of taxable properties; the
Washington State Legislature has statutorily limited the debt carrying capacity further to 2.5% of
the assessed value. Taking on additional bond debt will affect citiesÔ credit rating, so best practices
suggest using less than two-thirds of the debt capacity to maintain credit rating.
LTGO bonds can be used for any purpose, but funding for debt service must be made available
from existing revenue sources. UTGO bonds can be used only for capital purposes, and replacement
of equipment is not permitted.
The City is hesitant to use bonding capacity and take on additional debt to finance transportation.
Since debt must be paid back at a rate higher than 0%, an estimate of revenue generated is not
included.
Updated Transportation Impact Fee Program
As mentioned earlier, the City is looking to update its Transportation Impact Fee program as part of
19
Chapter 82.45 RCW
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City Transportation Funding Options 10
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this Transportation Master Plan. Key revisions are expected to include updating the project list to
fund more multimodal projects (that fit within state eligibility requirements) and potentially updating
the CityÔs TIF rate to fund more project delivery. This updated program provides the opportunity to
increase fees and fund new capital projects. The level of revenue that could be generated is
unknown at this point. Updating the program requires Council approval and the fees would be
collected from development, not the general population.
Exhibit 4. Total Potential Estimated Revenues to Support KentÔs Transportation Program 2020-2040 (2019$)
20-year period: 2020-2040
Property Tax Levy Lid Lift (Voted) $95 million
Transportation Benefit District (TBD) Ï S&U Tax $91 million
Real Estate Excise Tax dedicated to Transportation $83 million
Updated Transportation Impact Fees n/a
Total: Potential Estimated Revenues $269 million
Note: All figures rounded to nearest million.
Source: City of Kent 2019 Transportation Sustainability Report; Bureau of Labor Statistics Consumer Price Index; BERK, 2020.
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City Transportation Funding Options 11
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Appendix K: Expanded Project List
Safe Routes to Schools Project List
SubareaIDRoadwayProject Description
Bike/PedestrianIntersection/Crossing
Construct a sidewalk on one side of the
S-1100th Ave SEX
NEHill
street from SE 208th St to SE 216th St
Construct a sidewalk on one side of the
S-2100th Ave SE X
NEHill
street SE 229th St to SE 240th St
Construct sidewalk on one side from
S-3S 200th St92nd Ave S to 100th Ave S and RRFB XX
NEHillon S 200th St at 100th Ave SE.
Sidewalk on one side from 100th Ave S
S-4S 200th StX
NEHill
to SR 515
Fill sidewalk gaps on one side from
S-5X
SEHillSE 248th St104th Ave SE to 116th Ave SE
Fill and widen sidewalk gaps on one
S-6X
SEHillSE 248th St
side from 116th Ave SE to 132nd Ave
Traffic Signal at 256th St and 140th
S-7with WB left turn lanes & Sidewalks on XX
SEHillSE 256th St
one side from 132nd Ave SE to 142nd
Sidewalks on one side from SE 244th St
S-8X
SEHill116th Ave SE
to SE 256th St
Sidewalks on one side from E titus St to
S-9X
Maple St
SEHillReiten
Sidewalks on one side from Reiten to E
S-10X
SEHillWoodland WayWalnut St
Sidewalks on one side from Reiten to
S-11X
Woodlnd Way
SEHillMaple
Fill sidewalk gaps on one side from
S-12X
West HillLake Fenwick Rdnorth of S 252nd Pl to the Swiss
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Appendix K: Expanded Project List
Neighborhood Greenways Project List
IDRoadwayProject Description
Bike/PedestrianIntersection/Crossing
Neighborhood greenway improvements (pedestrian
SE 269th/
G-1wayfinding, traffic calming, curb bulbouts, bicycle facilities, X
270th St
etc.) from 18th Ave SE to 115th Pl SE
Neighborhood greenway improvements (pedestrian
wayfinding, traffic calming, curb bulbouts, bicycle facilities,
G-2SE 270th StXX
etc.) and fill sidewalk gaps from 116th Ave SE to 124th Ave
SE. Crossing improvements at SE 270th St and SE 116th Ave
SE 259th Neighborhood greenway improvements (pedestrian
G-3Pl/119th Dr wayfinding, traffic calming, curb bulbouts, bicycle facilities, X
SEetc.) and fill sidewalk gaps from 116th Ave SE to SE 263rd Ave
Neighborhood greenway improvements (pedestrian
SE 263rd
G-4wayfinding, traffic calming, curb bulbouts, bicycle facilities, X
Ave
etc.) and fill sidewalk gaps from SE Kent-Kangley Rd to 124th
Neighborhood greenway improvements (pedestrian
G-5SE 274th Stwayfinding, traffic calming, curb bulbouts, bicycle facilities, X
etc.) from 124th Ave SE to Springwood Park
SE 276th Neighborhood greenway improvements (pedestrian
G-6Pl/130th Ave wayfinding, traffic calming, curb bulbouts, bicycle facilities, X
SEetc.) from Springwood Park to 132nd Ave SE
Neighborhood greenway improvements (pedestrian
G-7SE 282nd Stwayfinding, traffic calming, curb bulbouts, bicycle facilities, X
etc.) and fill sidewalk gaps from 132nd Ave SE to 140th Ave
Neighborhood greenway improvements (pedestrian
G-8SE 278th Stwayfinding, traffic calming, curb bulbouts, bicycle facilities, X
etc.) and fill sidewalk gaps from 144th Ave SE to 152nd Ave
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Appendix K: Expanded Project List
Next Priority Project List
Roadway
SubareaIDProject Description
Bike/PedestrianIntersection/ CrossingRoadway/BridgePlan/Program
Construct a new non-motorized bridge
100th Ave
N-1over Garrison Creek connecting SE 216th X
SE
NEHill
St and SE 218th St
100th Ave Construct a sidewalk on one side of the
N-2X
NEHill
SEstreet from SE 218th St to SE 229th Pl
104th Ave Access Management Study for
N-3SE/ 108th 104th/108th from SE 256th St north to X
NEHillAve SECity Limits
104th Ave
N-4SE at SE Evaluate traffic signalX
SEHill
244th St
New roadway with sidewalks connecting
SE 256th St and SE Kent-Kangley Rd.
Intersection improvements at SE Kent-
108th Ave Kangley Rd ad 108th Ave SE (adding
N-5XXX
SEeastbound and westbound dual left turn
lanes, adding an eastbound right turn
pocket, and changing northbound right
SEHill
turn phasing)
108th Ave Fill Sidewalk Gaps from SE Kent-Kangley
N-7X
SEHill
SERd to SE 274th St
Construct striped bike lanes from SE
274th St to southern city limits.
108th Ave
N-8Construct an enhanced crossing (such as XX
SE
an RRFB) near 108th Ave SE / SE 274th
SEHill
St near Meadow Ridge Elementary.
Widen 3 lanes with a buffered bike lane
from SE 208th St to SE 216th. Fill
116th Ave
N-9sidewalk gaps on both sides of the street XXX
SE
and convert the existing signal at SE
NEHill
208th St to a Roundabout.
Widen 3 lanes with a buffered bike lane
116th Ave
N-10from SE 216th St to SE 223rd St. Fill XX
SE
NEHill
sidewalk gaps on both sides of the street.
Widen 3 lanes with a buffered bike lane
116th Ave
N-11from SE 223rd St to SE 231st Pl. Fill XXX
SE
NEHill
sidewalk gaps on both sides of the street.
Widen to 3 lanes with a buffered bike
116th Ave
N-12lane from SE 231st Pl to SE 240th St. Fill XX
SE
NEHillsidewalk gaps on both sides of the street.
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Appendix K: Expanded Project List
Next Priority Project List
Roadway
SubareaIDProject Description
Bike/PedestrianIntersection/ CrossingRoadway/BridgePlan/Program
Construct a physically separated
bikeway/Shared use path from SE 240th
116th Ave
N-13St to SE 270th St. Fill sidewalk gaps on X
SE
other side from SE 256th St to SE 270th
SEHill
St.
Construct sidewalks one sides of SE
132nd Ave
N-14204th Way from SE 208th St to the Soos X
SE
NEHillCreek Trail
Widen to 3 lanes with pedestrian facilities
132nd Ave and striped bike lanes from SE 272nd St
N-15XXX
SEto SE 278th St. Construct enhanced
SEHillcrossings at 132nd Ave SE and S 274th
Widen to 3 lanes with pedestrian facilities
on both side and striped bike lanes from
132nd Ave SE 278th Pl to SE 288th St. Construct
N-16XXX
SEenhanced crossings at 132nd Ave SE and
S 282nd St and at SE 132nd St and S
SEHill
278th Pl.
Sidewalks on south side from Russell Rd
N-17James StX
Downtownto Lakeside Blvd
Sidewalks on the south side Meeker
N-19Meeker StStreet from SR 516 to the Green River XX
Downtown
Bridge. Intersection improvements at SR
Pedestrian facilities (sidewalks and buffer
N-20Meeker Stzone) (Northside only) from the Green X
Downtown
River Bride to Russell Rd
Pedestrian facilities (sidewalks and buffer
N-21Meeker Stzone) (Northside only) from 64th Ave S X
Downtown
to Washington Ave N
Pedestrian facilities on north side and
N-22Meeker Streconstruction from Washington Ave N to X
DowntownN Lincoln Ave
Pedestrian facilities (sidewalks and buffer
N-23Meeker Stzone) (Northside only) from N Lincoln X
Downtown
Ave to the Interurban Trail
New shared use path just south of Mill
N-24Mill CreekCreek from 104th Ave SE to 108th Ave X
SEHill
SE.
Construct bike lanes and sidewalk on one
N-25S 200th StX
NEHillside from 92nd Ave S to 100th Ave S
Construct bike lanes and sidewalk on one
N-26S 200th StX
NEHill
side from 100th Ave S to SR 515
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Appendix K: Expanded Project List
Next Priority Project List
Roadway
SubareaIDProject Description
Bike/PedestrianIntersection/ CrossingRoadway/BridgePlan/Program
One-way separated bike facilities and
N-27S 208th Stsidewalks (Both sides) from 84th Ave S X
MIC
to west of the SR 167 bridge
S 208th St at One-way separated bike facilities and
N-28SR 167 sidewalks (Both sides) and Bridge XX
MIC
Bridgereplacement
S 208th St at
N-29Construct a small compact roundaboutX
NEHill92nd Ave S
One-way separated bike facilities and
N-30S 208th Stsidewalks (Both sides) from east of the X
NEHill
SR 167 Bridge to S 212th St/Way
Improve sidewalks and bike facilities to
meet Pedestrian and Bicycle LOS
N-31S 212th StX
Guidelines from Orillia Rd to west of the
MIC
Green River Bridge
Improve sidewalks and bike facilities to
N-33S 212th Stmeet Pedestrian and Bicycle LOS X
MIC
Guidelines from the Interurban Trail to
Widen sidewalks to meet Pedestrian LOS
N-35S 228th StGuidelines (Excluding the Union Pacific X
MIC
Bridge) from Military Rd to 2nd Ave N
Construct interchange improvements
including roundabouts at the southbound
S 272nd St
N-36and northbound on/off ramps, XX
@ I-5
roundabouts at Military Rd and S 270th
West Hill
St and bicycle and pedestrian facilities at
Widen sidewalks on both sides to 10 ft
N-37SE 240th St
NEHillfrom 100th Ave S to 116th Ave SE
Construct vertically protected bike lanes
N-38SE 240th StX
NEHill
from 132nd Ave SE to eastern city limits
Widen to 3 lanes with a physically
separated bikeway, where feasible, and
N-39SE 248th Stwhere not feasible, with striped bike XX
lanes from 94th Ave S to 104th Ave SE.
SEHill
Fill sidewalk gaps.
Widen to 3 lanes with a physically
separated bikeway, where feasible, and
N-40SE 248th Stwhere not feasible, with striped bike XX
lanes from 104th Ave SE to 116th Ave
SEHillSE. Fill sidewalk gaps on one side.
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Appendix K: Expanded Project List
Next Priority Project List
Roadway
SubareaIDProject Description
Bike/PedestrianIntersection/ CrossingRoadway/BridgePlan/Program
Widen to 3 lanes with a physically
separated bikeway, where feasible, and
N-41SE 248th Stwhere not feasible, with striped bike XX
lanes from 116th Ave SE to 132nd Ave
SEHill
SE. Fill and widen sidewalk gaps on one
SE 256th St
Construct intersection and implement
N-42at 104th Ave X
signal timing improvements
SEHillSE
SE 256th St
Construct intersection and implement
N-43at SE Kent-X
signal timing improvements
SEHill
Kangley Rd
Widen to 3 lanes with striped bike lanes
N-44SE 256th Stfrom 132nd Ave SE to Soos Creek Trail. XX
SEHill
Fill sidewalk gaps.
New Bicycle and Pedestrian Bridge over
N-45SE 260th StMill Creek Canyon connecting woodland
SEHill
Way to 100th Pl SE.
Fill sidewalk gaps between 124th Ave SE
N-46SE 282nd St X
SEHill
to SE 282nd Way
Sidewalk on south side from 55ft south of
N-47Reith RdX
West Hill
Lake Fenwick Rd to Kent-Des Moines Rd
Fill sidewalk gaps from 1st Ave S to
N-48S 259th StX
MIC
1,200 ft east of Central Ave S
Fill Sidewak gaps from 120th Ave SE to
N-49SE 272nd StX
SEHill
124th Ave SE
120th Ave Fill Sidewak gaps from SE 272nd St and
N-50X
SEHill
SESE 277th Pl
Fill Sidewak gaps from 118th Ave SE to
N-51SE 277th PlX
SEHill
120th Ave SE
118th Ave Fill Sidewak gaps from SE 277th Pl to
N-52X
SEHill
SEsouthen city limits.
Pedestrian improvements (pedestrian
wayfinding, lighting, and related safety
N-53Smith StX
improvements) from the Lincoln Ave Park
Downtown
and Ride and Railroad Ave N
Smith St at New midblock crosswalk near N
N-54N Kennebeck Kennebeck Ave to provide access to the X
Downtown
AveKent Senior Center.
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Appendix K: Expanded Project List
Railroad Grade Separation Project List
SubareaIDRoadwayProject Description
Roadway/Bridge
Downtown
N-18James St at BNSF Railroad Grade X
MIC
N-32S 212th St at Union PacifiRailroad Grade X
MIC
N-34S 212th St at BNSF RailroRailroad Grade X
DowntownN-55Willis St at Union Pacific RRailroad Grade X
Downtown
N-56Willis St at BNSF RailroadRailroad Grade X
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PUBLIC WORKS DEPARTMENT
Chad Bieren, PE - Interim Public Works Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5600
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: INFO ONLY: Snow and Ice Response
SUMMARY: Street and Vegetation Manager, Bill Thomas will report out on the
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PUBLIC WORKS DEPARTMENT
Chad Bieren, PE - Interim Public Works Director
220 Fourth Avenue South
Kent, WA 98032
253-856-5600
DATE: February 23, 2021
TO: Kent City Council - Committee of the Whole
SUBJECT: INFO ONLY: Transportation Impact Fees
SUMMARY: The City of Kent has an adopted Transportation Impact Fee (TIF)
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
vehicle trip, with a reduction offered to development in Downtown.
As part of the 2021 Transportation Master Plan (TMP) update, the City of Kent is
updating its TIF program. The 2021 TMP 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
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 in the Exhibit
(Transportation Impact Fee Rate Study - February 2021). The subareas were
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 Transportation Impact Fee Rate Study -
February 2021 (Exhibit) describes the impact fee program methodology, the
analyses performed, and the resulting recommendations.
Impact Fee Eligible Projects on the TMP Prioritized Projects
The prioritized project list has a cost estimate of $253,783,588 and includes 96
projects. Fifty of these projects are impact fee eligible and have a total cost of
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$227,693,588. After applying the existing deficiency calculation and multiplying by
the percentage of growth within the city, the total eligible impact fee value comes
to $98,285,193. This final value 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.
Table 5 in the Exhibit (Transportation Impact Fee Rate Study - February 2021)
summarizes the impact fee eligible costs.
Transportation Impact Fee (TIF) Scenarios
Staff ran a series of scenarios that reviewed the 55% and 65% of the maximum
rate.
Each project will be evaluated for budget impact when included in the Six-Year
Transportation Improvement Program.
SUPPORTS STRATEGIC PLAN GOAL:
Evolving Infrastructure - Connecting people and places through strategic investments in physical
and technological infrastructure.
Thriving City - Creating safe neighborhoods, healthy people, vibrant commercial districts, and
inviting parks and recreation.
Sustainable Services - Providing quality services through responsible financial management,
economic growth, and partnerships.
Inclusive Community - Embracing our diversity and advancing equity through genuine community
engagement.
ATTACHMENTS:
1. TIF Exh 1 Draft-Rate-Study-with-AppendicesUpdated (PDF)
2. TIF Exh 2 RateScenarios (PDF)
3. KCC 12.14 Transportation Impact Fees (PDF)
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Introduction
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Figure 1: Impact Fee Subareas
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Methodology
Figure 2: Impact Fee Structure
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TMPProjectList
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minus
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5/O/b
ImpactFeeEligibleCosts
Figure 3: Impact Fee Eligible Cost Equation
Transportation Deficiencies
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Percent of Growth in Kent
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Cost Allocation Results
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TIFReductions
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Figure 4: Physical Space By Modes
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Square Feet Per
180 72 22.5 16.2 5.4 --
Person Trip
Land Use Eligibility
ITE Trip
rd
Generation Handbook, 3 Edition, Appendix I: Truck Trip Generation and Research
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5/O/b
ImpactFeeSchedule
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5/O/b
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5/O/b
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5/O/b
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5/O/b
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5/O/b
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5/O/b
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AppendixA˃ImpactFeeProjectMaps
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AppendixB˃LandUseDefinitions
ITE Trip Generation
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5/O/c
Qbdlfu!Qh/!96:
Unit
$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per
room$ per room$ per VFP $ per VFP $ per sf/GFA$ per sf/GLA$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per bed$ per sf/GFA$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per seat$ per sf/GLA$ per
sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA
MaximumMidwayImpact Fee Rate
7.086.155.017.193.175.016.872.008.666.487.164.551.542.16
23.4512.3116.5928.0035.7039.2353.8916.1236.7221.1533.6416.24
104.71106.79490.38154.25
7,361.434,164.043,271.752,676.882,230.743,420.464,461.472,825.603,101.49
41,682.3941,563.55
$ 7,930.29$ 4,485.82$ 3,524.58$ 2,883.74$ 2,403.12$ 3,684.78$ 4,806.24$ 3,043.95$
41,682.39$ 41,563.55$ 23.45$ 12.31$ 17.87$ 7.63$ 6.63$
5.40$ 7.74$ 3,341.16$ 3.41$ 5.40$ 30.16$ 38.46$ 112.80$
115.05$ 42.26$ 58.06$ 528.27$ 17.36$ 39.56$ 166.17$ 22.79$
7.40$ 2.15$ 9.33$ 36.24$ 6.98$ 17.49$ 7.16$
4.55$ 1.54$ 2.16
MaximumDowntownImpact Fee Rate
$ $ $ $
$ $ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $
$
MaximumCitywide Impact Fee Rate
3,166.561,043.67
Rates
Kent 2021
$ 8,978.52$ 5,078.76$ 3,990.45$ 3,264.91$ 2,720.76$ 4,171.84$ 5,441.52$ 3,446.30$ 41,682.39$ 41,563.55$ 23.45$
12.31$ 20.23$ 8.64$ 7.50$ 6.12$ 8.76$ 3,782.80$ 3.86$ 6.12$ 34.15$
43.54$ 127.71$ 130.25$ 47.85$ 65.73$ 598.10$ 19.66$ 44.79$ 188.14$ 25.80$
8.38$ 2.44$ 10.57$ 41.03$ 7.90$ 19.80$ 7.16$ 4.55$ 1.54$ 2.16
210dwelling4,878.31220dwelling3,166.56221dwelling3,166.56240dwelling2,281.04310room3,257.49320room2,594.66944VFP 13,016.78945VFP 68.41841sf/GFA13.16942sf/GLA7.19520sf/GFA2.27522sf/GFA3.55530sf/GFA3
.98565sf/GFA25.81560sf/GFA2.82610sf/GFA6.29931sf/GFA28.11932sf/GFA28.31934sf/GFA47.04938sf/GFA41.50590sf/GFA12.84732sf/GFA19.56820sf/GLA7.57850sf/GFA22.81851sf/GFA42.68816sf/GFA4.75890sf/GFA0.64862sf
/GFA4.82881sf/GFA12.15720sf/GFA17.19130sf/GFA6.06151sf/GFA1.83150sf/GFA2.25
492, 493sf/GFA11.32254, 620bed851.27444, 445seat189.75110, 140sf/GFA6.83
710, 715, 750sf/GFA9.45
813, 815, 857, 863, 864sf/GFA9.37
Single Family1-2 Story Multi/Townhome/ADU3-10 Story Multi/Townhome/Condo3+ Story Multi/Townhome/Condo 222dwellingSenior Housing251dwellingMobile Home in MH ParkHotelMotelService StationService
Station w/ Mini-martCar Sales New/UsedAuto Care CenterHealth ClubElementary SchoolMiddle/JR High SchoolHigh SchoolDay Care CenterAssisted Living, Nursing HomeChurchHospitalQuality RestaurantHigh
Turnover RestaurantFast Food RestaurantEspresso w/ Drive-ThruLibraryPost OfficeMovie TheaterShopping CenterSupermarketConvenience MarketFree Standing Discount StoreHardware/Paint StoreFurniture
StoreHome Improvement SuperstorePharmacy w/ Drive-ThruGeneral OfficeMedical OfficeLight Industrial/ManufacturingIndustrial ParkMini-Warehouse/StorageWarehousing
Hotel
Offices
Industrial
Recreation
ResidentialRestaurant
Auto Retail/Services
Land Use GroupITE Land Use CodeLand Use CodeUnits
Education/Institution
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Unit
e
$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per dwelling unit$ per dwelling unit$
per room$ per room$ per VFP $ per VFP $ per sf/GFA$ per bed$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per seat$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA
$ per sf/GLA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GLA$ per sf/GFA$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA
ProposedMidway Impact Fee Rat
e
6.779.123.893.382.763.951.742.768.873.781.104.763.568.933.942.500.851.19
12.9015.4019.6357.5958.7421.5829.6420.2084.8411.6318.50
269.71
4,048.792,290.221,799.461,472.291,226.911,881.252,453.811,554.081,705.82
22,925.3222,859.95
act Fee Rat
p
m
$ 4,361.66$ 2,467.20$ 1,938.52$ 1,586.06$ 1,321.72$ 2,026.63$ 2,643.43$ 1,674.17$
22,925.32$ 22,859.95$ 12.90$ 1,837.64$ 16.59$ 21.15$ 62.04$
63.28$ 23.24$ 31.93$ 290.55$ 21.76$ 91.40$ 12.53$ 19.93
$ 6.77$ 9.83$ 4.20$ 3.64$ 2.97$ 4.26$ 1.88$
2.97$ 9.55$ 4.07$ 1.18$ 5.13$ 3.84$ 9.62$
3.94$ 2.50$ 0.85$ 1.19
ProposedDowntownI
e
$ $ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $
ProposedCitywide Impact Fee Rat
3,166.561,043.67
Rates
Kent 2021
$ 4.34
$ 4,938.18$ 2,793.32$ 2,194.75$ 1,795.70$ 1,496.42$ 2,294.51$ 2,992.84$ 1,895.46$ 22,925.32$ 22,859.95$ 12.90$
6.77$ 11.13$ 4.75$ 4.13$ 3.36$ 4.82$ 2,080.54$ 2.12$ 3.36$ 18.78$
23.95$ 70.24$ 71.64$ 26.32$ 36.15$ 328.95$ 10.81$ 24.63$ 103.48$ 14.19$
4.61$ 1.34$ 5.81$ 22.57$ 10.89$ 3.94$ 2.50$ 0.85$ 1.19
210dwelling4,878.31220dwelling3,166.56221dwelling3,166.56240dwelling2,281.04310room3,257.49320room2,594.66944VFP 13,016.78945VFP 68.41841sf/GFA13.16942sf/GLA7.19520sf/GFA2.27522sf/GFA3.55530sf/GFA3
.98565sf/GFA25.81560sf/GFA2.82610sf/GFA6.29931sf/GFA28.11932sf/GFA28.31934sf/GFA47.04938sf/GFA41.50590sf/GFA12.84732sf/GFA19.56820sf/GLA7.57850sf/GFA22.81851sf/GFA42.68816sf/GFA4.75890sf/GFA0.64862sf
/GFA4.82881sf/GFA12.15720sf/GFA17.19130sf/GFA6.06151sf/GFA1.83150sf/GFA2.25
492, 493sf/GFA11.32254, 620bed851.27444, 445seat189.75110, 140sf/GFA6.83
710, 715, 750sf/GFA9.45
813, 815, 857, 863, 864sf/GFA9.37
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StoreHome Improvement SuperstorePharmacy w/ Drive-ThruGeneral OfficeMedical OfficeLight Industrial/ManufacturingIndustrial ParkMini-Warehouse/StorageWarehousing
Hotel
Offices
Industrial
Recreation
ResidentialRestaurant
Auto Retail/Services
Education/Institution
Land Use GroupITE Land Use CodeLand Use CodeUnits
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Unit
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per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per seat$ per sf/GLA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$
per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA$ per sf/GFA
ProposedMidwayImpact Fee Rate
8.004.604.003.264.672.063.264.471.305.634.214.662.961.001.40
15.2510.7818.2023.2068.0669.4225.5035.0310.4823.8713.7521.8710.55
318.75100.26
4,784.932,706.632,126.641,739.971,449.982,223.302,899.961,836.642,015.97
27,093.5527,016.31
$ 5,154.69$ 2,915.78$ 2,290.97$ 1,874.43$ 1,562.03$ 2,395.11$
3,124.06$ 1,978.57$ 27,093.55$ 27,016.31$ 15.25$ 8.00$
11.61$ 4.96$ 4.31$ 3.51$ 5.03$
2,171.76$ 2.22$ 3.51$ 19.61$ 25.00$ 73.32$
74.78$ 27.47$ 37.74$ 343.38$ 11.29$ 25.71$
108.01$ 14.81$ 4.81$ 1.40$ 6.07$
23.56$ 4.53$ 11.37$ 4.66$ 2.96$ 1.00$
1.40
Proposed Downtown Impact Fee Rate
$ $ $ $
$ $ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $
$
ProposedCitywide Impact Fee Rate
3,166.561,043.67
Rates
Kent 2021
$ 5,836.04$ 3,301.19$ 2,593.79$ 2,122.19$ 1,768.50$ 2,711.69$ 3,536.99$ 2,240.09$ 27,093.55$ 27,016.31$ 15.25$
8.00$ 13.15$ 5.61$ 4.88$ 3.98$ 5.70$ 2,458.82$ 2.51$ 3.98$ 22.20$
28.30$ 83.01$ 84.66$ 31.10$ 42.73$ 388.76$ 12.78$ 29.11$ 122.29$ 16.77$
5.45$ 1.59$ 6.87$ 26.67$ 5.13$ 12.87$ 4.66$ 2.96$ 1.00$ 1.40
210dwelling4,878.31220dwelling3,166.56221dwelling3,166.56240dwelling2,281.04310room3,257.49320room2,594.66944VFP 13,016.78945VFP 68.41841sf/GFA13.16942sf/GLA7.19520sf/GFA2.27522sf/GFA3.55530sf/GFA3
.98565sf/GFA25.81560sf/GFA2.82610sf/GFA6.29931sf/GFA28.11932sf/GFA28.31934sf/GFA47.04938sf/GFA41.50590sf/GFA12.84732sf/GFA19.56820sf/GLA7.57850sf/GFA22.81851sf/GFA42.68816sf/GFA4.75890sf/GFA0.64862sf
/GFA4.82881sf/GFA12.15720sf/GFA17.19130sf/GFA6.06151sf/GFA1.83150sf/GFA2.25
492, 493sf/GFA11.32254, 620bed851.27444, 445seat189.75110, 140sf/GFA6.83
710, 715, 750sf/GFA9.45
813, 815, 857, 863, 864sf/GFA9.37
Single Family1-2 Story Multi/Townhome/ADU3-10 Story Multi/Townhome/Condo3+ Story Multi/Townhome/Condo 222dwellingSenior Housing251dwellingMobile Home in MH ParkHotelMotelService StationService
Station w/ Mini-martCar Sales New/UsedAuto Care CenterHealth ClubElementary SchoolMiddle/JR High SchoolHigh SchoolDay Care CenterAssisted Living, Nursing HomeChurchHospitalQuality RestaurantHigh
Turnover RestaurantFast Food RestaurantEspresso w/ Drive-ThruLibraryPost OfficeMovie TheaterShopping CenterSupermarketConvenience MarketFree Standing Discount StoreHardware/Paint StoreFurniture
StoreHome Improvement SuperstorePharmacy w/ Drive-ThruGeneral OfficeMedical OfficeLight Industrial/ManufacturingIndustrial ParkMini-Warehouse/StorageWarehousing
Hotel
Offices
Industrial
Recreation
ResidentialRestaurant
Auto Retail/Services
Land Use GroupITE Land Use CodeLand Use CodeUnits
Education/Institution
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ORDINANCE NO.
AN ORDINANCE of the City Council of the
City of Kent, Washington, amending Chapter 12.14
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-2021-2).
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
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documenting the procedures for measuring the impact of new growth and
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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 19, 2019; August 20, 2019; December 10,
2019; March 3, 2020; July 21, 2020; September 15, 2020; and January 5,
2021; and Committee meetings were held on November 19, 2018; January
7, 2019; June 17, 2019; August 5, 2019; November 12, 2019; December 3,
2019; February 11 and 25, 2020; August 11, 2020; October 13, 2020;
November 10, 2020; December 1, 2020; January 12, 2021; February 9 and
23, 2021; and March 9, 2021.
F. After providing appropriate public notice, the Land Use and
Planning Board conducted a public hearing on February 22, 2021, to consider
the Transportation Impact Fees.
G. On March 16, 2021, the City Council for the City of Kent
approved the amendments to Chapter 12.14 of the Kent City Code, entitled
“Transportation Impact Fees.”
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF KENT,
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WASHINGTON, DOES HEREBY ORDAIN AS FOLLOWS:
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ORDINANCE
SECTION 1. - Amendment. Chapter 12.14 of the Kent City Code
entitled “Transportation Impact Fees,” is amended as follows:
CHAPTER 12.14
TRANSPORTATION IMPACT FEES
Sec. 12.14.010. Title. This code chapter shall be hereinafter known
as the city of Kent transportation impact fees.
Sec. 12.14.020. Purpose and intent. The purpose and intent of
this chapter are for the collection of transportation impact fees for streets
and roads, and providing for certain other matters in connection therewith.
Sec. 12.14.030010. 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 February 2021May 2010 (“rate study”), attached to the
ordinance codified in this chapter as Exhibit 1, and incorporates that rate
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study into this chapter by this reference. In recognition that fewer trips are
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generated and average trip lengths are reduced to and from downtown Kent,
as hereinafter defined, the city has also prepared a memorandum entitled
“Impact Fee Rate Adjustment for Downtown Kent,” dated June 28, 2010
(“downtown Kent rate memorandum”), attached to the ordinance codified in
this chapter as Exhibit 2, and incorporates that memorandum into this
chapter by this reference. The rate study and the downtown Kent rate
memorandum utilizes a methodology for calculating transportation impact
fees that incorporates, among other things, all of the requirements of RCW
82.02.060(1). Copies of the most current versions of the rate study and the
downtown Kent rate memorandum shall be kept on file with the city clerk
and are available to the public for review. Therefore, pursuant to Chapter
82.02 RCW, the council adopts this chapter to assess transportation impact
fees for streets and roads. The 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. 12.14.040020. 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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B.Capital facilities 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.
E.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 changes in the use of land, that creates additional demand and need for
public facilitiesgenerates at least one p.m. peak hour trip. “Development
activity” does not include:
a. Building or structures constructed by a regional transit
authority; or
b. Building or structures constructed as shelters that provide
emergency housing for people experiencing homelessness, or emergency
shelters for victims of domestic violence, as defined in RCW 70.123.020.
G. Development approval means any written authorization from the city
of Kent which authorizes the commencement of a development activity.
H. Director means the public works director or the director’s designee.
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I.Downtown Kent means that thearea addressed in the Downtown
Subarea Action 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. This area is shown in Figure
1 of the rate studyon the map incorporated into the downtown Kent rate
memorandum. A legal description of downtown Kent will be prepared and
kept on file with the downtown Kent rate memorandum for further reference.
J. Downtown Kent rate memorandum means the Exhibit 2 memorandum
entitled “Impact Fee Rate Adjustment for Downtown Kent,” dated June 28,
2010, or as hereinafter amended.
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.
KL.Feepayerismeans 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.Hearing examinershall meanmeans that person or persons appointed
by the mayor pursuant to Chapter 2.32 KCC.
MN.Independent fee calculation means the transportation impact fee
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calculation and/or economic documentation 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 12.14.190180, or the calculations
prepared by the director where none of the fee categories or fee amounts
published pursuant to KCC 12.14.190 180 accurately describe or capture the
impacts of the development activity on public facilities.
NO.KCCmeans the Kent City Code or, when followed by a numerical
designation, a provision of the Kent City Code.
O. Midway means the area addressed in the Midway Subarea Plan. This
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 owner of the real property if the contract is recorded.
Q.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 vehicular trips by all
modes (walking, biking, transit, and driving) entering and leaving a place of
new development activity on the adjacent public road or street 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.Public 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 February May 20210, or as hereinafter amended.
W. Single-family residential permit means a permit for a single-family
dwelling as that term is defined in KCC 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.
ZAA. 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.
AABB. 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 12.14.100110, and shall
comply with the requirements of RCW 82.02.070.
Sec. 12.14.04530. 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
the city on and after the effective date of the ordinance codified in this
chapter.
B. The scope of the service area is hereby found to be reasonable and
established on the basis of sound planning and engineering principles, and
consistent with RCW 82.02.060.
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Sec. 12.14.050040. Transportation impact fees methodology
and applicability. The transportation impact fees published pursuant to
KCC 12.14.190 180 are generated from the formulae for calculating
transportation impact fees set forth in the rate study and the downtown Kent
rate memorandum. Except as otherwise provided for independent fee
calculations in KCC 12.14.070060, exemptions in KCC 12.14.080070, and
credits in KCC 12.14.090080, all new development activity in the city will be
charged the transportation impact fee applicable to the type of development
listed in the fee schedule adopted published pursuant to KCC 12.14.190180.
Sec. 12.14.060050.Transportation Impact Fee
AssessmentCollection of impact fees.
A.The city shall collect assess transportation impact fees, based on the
rates published pursuant to KCC 12.14.190180, 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 allowable transportation impact fees are established by the
rate study and the downtown Kent rate memorandum. The rate shall be
sixty-five thirty (6530) percent of the maximum allowable amount.
C.On January 1st of each calendar year, the director shall increase or
decrease the fees by an amount equal to the percentage increase or
decrease in the Construction Price Index for Seattle-Tacoma-Bremerton for
the previous twelve (12) month period beginning on October 1st and
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th
extending through September 30by the same percentage as the
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percentage change in the previous calendar year’s average monthly
Engineering News Record (ENR) Seattle Area Construction Cost Index
values, relative to the corresponding average monthly ENR Construction
Cost Index values for the preceding year.
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 applicable transportation impact feeassessed for the land use
category of the new use, less any transportation impact fee that would have
been assessed forpreviously paid for the land use category of 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
transportation impact fee was paid for the prior use, the transportation
impact fee for the new use shall be reduced by an amount equal to the
current transportation impact fee rate for the prior use. Vacant 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
imposed assessed for the proportionate share of each land use, based on
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the applicable measurement in the transportation impact fee rates published
pursuant to KCC 12.14.190180.
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.
G. The director may adjust the transportation impact fees at the time
the fee is due and payable to consider any unusual circumstances to help
ensure that impact fees are assessed fairly.
G. Until December 31, 2013, at the time of issuance of any single-family
residential building permit for a dwelling unit that is being constructed for
initial sale, the payment of the transportation impact fee may be deferred if
the owner of the underlying real property executes a first position lien in
favor of the city in the amount of the transportation impact fee in effect at
the time of the deferral. The city shall record the lien against the real
property and the lien amount shall be paid by the seller to the city at the
time of closing of the sale of the real property and single-family residence.
1. A feepayer who chooses to defer the transportation impact fee
must combine the lien with a lien for deferring the water development
system charge in KCC 7.02.090, for the transportation improvement fee in
KCC 12.11.090 or Chapter 43.21C RCW, and for the drainage development
charge in KCC 7.05.165.
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2. A deferral fee, in the amount set by city council resolution for city
of Kent planning and land use fees, “fee deferral lien,” will be due at the
time of the application for deferral. The administrative fee set out in KCC
12.14.170 will not be deferred.
H. Feepayers allowed credits prior to the submittal of the complete
building permit application or an application for a permit for a change of use
shall submit, along with the complete application, a copy of the letter
prepared by the director setting forth the dollar amount of the credit allowed.
Transportation impact fees, as determined after the application of any
credits, shall be collected from the feepayer no later than the time a building
permit or permit for a change of use is issued.
I. The department shall not issue the required building permit or the
permit for the change of use until the transportation impact fees have been
paid.
Sec. 12.14.070060. Independent fee calculations.
A.If, in the judgment of the director, none of the fee categories or fee
amounts set forth in KCC 12.14.060 050 accurately describes or captures
the impacts of a new 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
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determined according to the fee structureschedule published pursuant to
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KCC 12.14.190180, 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
12.14.190180, shall be prepared by a professional engineer and shall show
the basis upon which the independent fee calculation was made using
procedures consistent with those established in the current edition of the
Institute of Transportation Engineers Trip Generation Manual or the rate
studylimited to adjustments in trip generation rates and lengths used in the
rate study or downtown Kent rate memorandum, and shall not include travel
demand forecasts, trip distribution, transportation service areas, costs of
road projects, or cost allocation procedures.
C.Any feepayer submitting an independent fee calculation will be
required to pay the city of Kent a fee to cover the cost of reviewing the
independent fee calculation. The fee required by the city for conducting the
review of the independent fee calculation shall be five hundred dollars
($500), unless otherwise established by the directorset by council
resolution, and shall be paid by the feepayer prior to issuance of the
director’s determination.
D.There is a rebuttable presumption that the calculations set forth in
the rate study and downtown Kent rate memorandum 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.
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The director may require the feepayer to submit additional or different
14 Amend KCC Chapter 12.14
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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 12.14.110100.
Sec. 12.14.080070. Exemptions.
A.Except as provided for below, Tthe following shall be exempted from
the payment of all transportation impact fees:
1.Alteration or replacement of an existing nonresidential
structure that does not expand the usable space or change the existing land
use.
2.Miscellaneous improvements which do not generate increased
p.m. peak 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
hourperson trips are not generated.
4.A change of use that has less impact than the existing use shall
not be assessed a transportation impact fee.does not generate one (1) or
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more p.m. peak hour trips.
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5.Properties that have undergone prior State Environmental
Policy Act (SEPA) review and have received a final decision that includes
transportation mitigation payment requirements through an environmental
mitigation agreement or similar document, on the condition that the SEPA
mitigation payment obligation has or will be paid by the time the
transportation impact fee, if applicable, 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 director shall be in writing and shall be subject to the appeals procedures
set forth in KCC 12.14.110100.
Sec. 12.14.090080. Credits for dedications, construction of
improvements, and past tax payments.
A.A feepayer may request that a credit or credits for impact fees be
awarded to him/herthe feepayer for the total value of system improvements,
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 12.14.110100.
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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Re: Transportation Impact Fees
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5.The feepayer shall pay the actual costs for the 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
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(30) calendar days af