Document Kennewick_doc_66f4d63519

Community Planning Department 210 West 6th Avenue I PO Box 6108 I Kennewick, WA 99336 Phone: (509) 585-4280 I Email: [EMAIL REDACTED] Staff Report 15-12 Comprehensive Plan Amendment 15-12 REQUEST: Amend Comprehensive Plan document to update Capital Facilities Plan APPLICANT: City of Kennewick EXHIBITS • Exhibit A-1: Comprehensive Plan Technical Document • Exhibit A-2: Adoption of Environmental Determination 12-54 APPLICATION PROCESS • Application Submitted May 1, 2015 • Application routed for comments June 18, 2015 • Determination of Non-Significance was issued on September 24, 2015 • Appeal Period for the DNS ended October 7, 2015 • Notice of Hearing published September 20, 2015. A corrected Notice of Hearing was published September 23, 2015. REGULATORY CONTROLS • City of Kennewick Comprehensive Plan • Kennewick Municipal Code Title 4 • Kennewick Municipal Code Title 18 DESCRIPTION OF REQUEST Amend Comprehensive Plan document to update Capital Facilities Plan. COMPLIANCE WITH TITLE 4 (ADMINISTRATIVE PROCEDURES) KMC 4.12.110(7): Approval Criteria. The City may approve Comprehensive Plan Amendments and area-wide zone map amendments if it finds that (analysis is italicized): 1. The proposed amendment bears a substantial relationship to the public health, safety, welfare, and protection of the environment; The proposed amendment supports public safety and welfare by prioritizing capital projects that will serve the community. 2. The proposed amendment is consistent with the requirements of Chapter 36.70A RCW and with the portion of the City’s adopted comprehensive plan not affected by the amendment; This amendment is consistent with the requirements of Chapter 36.70A RCW and with the portion of the City’s adopted comprehensive plan not affected by the amendment. 3. The proposed amendment corrects an obvious mapping error; ---PAGE BREAK--- Staff Report 15-12 This request does not correct a mapping error. 4. The proposed amendment addresses an identified deficiency in the Comprehensive Plan. The proposed amendment does not address an identified deficiency. KMC 4.12.110(8): Additional Factors. The City must also consider the following factors prior to approving Comprehensive Plan Amendments: 1. The effect upon the physical environment; Not applicable 2. The effect on open space and natural features including, but not limited to topography, streams, rivers, and lakes; Not applicable 3. The compatibility with and impact on adjacent land uses and surrounding neighborhoods; Not applicable 4. The adequacy of, and impact on community facilities, including utilities, roads, public transportation, parks, recreation, and schools; Not applicable 5. The quantity and location of land planned for the proposed land use type and density and the demand for such land Not applicable 6. The current and projected project density in the area Not applicable 7. The effect, if any upon other aspects of the Comprehensive Plan The proposal will have minimal effect, if any, on the other aspects of the plan. PUBLIC COMMENT Staff has received no public comment concerning the proposal to date. AGENCY COMMENTS Staff has received no agency comment concerning the proposal to date. FINDINGS 1. The request is to amend language in the Comprehensive Plan to update the Capital Facilities Plan. ---PAGE BREAK--- Staff Report 15-12 2. A request for comments and updates was set to various City Departments and other local, state and federal agencies for comment on June 18, 2014. 3. A Determination of Non-Significance (ED 12-54) was adopted for this proposal. 4. Notice of the public hearing for this application was published in the Tri-City Herald on September 20, 2015. A corrected Notice of Hearing was published September 23, 2015. 5. The proposed amendment supports public safety and welfare by prioritizing capital projects that will serve the community. 6. The proposed amendment is consistent with the requirements of Chapter 36.70A RCW (Growth Management Act). 7. The proposed amendment does not correct an obvious mapping error. 8. The proposed amendment does not address an identified deficiency in the Comprehensive Plan. CONCLUSIONS 1. Pursuant to Chapter 4.08 of the Kennewick Municipal Code, the lead agency has determined that the proposed amendment does not have a probable significant adverse impact on the environment. 2. The proposed amendment will amend language in the Comprehensive Plan to update the Capital Facilities Plan. 3. The proposed amendment is consistent with the City of Kennewick Comprehensive Plan and will have minimal impact on other aspects of the plan. 4. The proposed amendment will not increase population densities. Recommendation Staff has reviewed the application and recommends that the Planning Commission concur with the findings and conclusions contained in staff report CPA 15-12 and recommend approval to City Council. Motion I move that the Planning Commission concur with the findings and conclusions in staff report 15-12 and recommend to City Council approval of the request. ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 46 TRANSPORTATION RCW 36.70A.070(6), RCW 36.70A.210 INTRODUCTION The transportation section of the Comprehensive Plan is a required element. It is designed to implement, and be consistent with the land use element. Safe and efficient movement of people, goods and services is the primary purpose of transportation planning. To accomplish this the system must be internally consistent, coordinated between modes, and link appropriately with neighboring jurisdictions and the region. Transportation requirements for GMA will be met with this document and the City of Kennewick Transportation Plan, which completed in 2009. CONSISTENT WITH CWPP Kennewick transportation policies must be consistent with the Benton County-Wide Planning Policies as required in RCW 36.70A.210 of the Growth Management Act. The policies within the transportation section of the Comprehensive Plan are consistent with the applicable County- Wide Planning Policies as shown in the following table. Table 1: Consistency Comparison BENTON COUNTY-WIDE PLANNING POLICIES FOR TRANSPORTATION KENNEWICK COMPREHENSIVE PLAN CWPP # 1(3): Encourage efficient multi- modal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans. Transportation Policy # 1 (Consistent with TSP Goal # 3, Objective 3.1): Support the Benton County-Wide Planning Policies applicable to transportation. Transportation Policy # 4 (Consistent with TSP Goal Objective 2.1): Design multi-modal transportation systems based on regional priorities. CWPP #1(10): Ensure that those public facilities & services necessary to support development shall be adequate to serve development at the time the development is available for occupancy & use without decreasing current service levels below locally established minimum standards…” Transportation Policy # 5 (Consistent with TSP Goal Objective 1.2): Deny land use proposals that would reduce the LOS of the adjacent streets and cannot meet concurrency or establish a strategy to follow in the absence of concurrency. Transportation Policy # 6(Consistent with TSP Goal # 3, Objective 3.2): Maintain LOS standards & design that are regionally coordinated. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 47 BENTON COUNTY-WIDE PLANNING POLICIES FOR TRANSPORTATION KENNEWICK COMPREHENSIVE PLAN CWPP # 14: Maintain active county-city participation in the Regional Transportation Policy Organization* in order to facilitate city, county, and state coordination in planning regional transportation facilities and infrastructure improvements to serve essential public facilities including Port District facilities and properties. Transportation Goal # 3: Coordinate transportation system improvement and level of service standards with other jurisdictions and providers. Essential Public Facilities Policy # 6: Participate in the Benton Franklin Council of Governments to facilitate planning regional transportation facilities and infrastructure improvements that serve Essential Public Facilities. *The Benton-Franklin Council of Governments is designated as the Regional Transportation Planning Organization. INVENTORY OF AIR, WATER, & LAND TRANSPORTATION The Comprehensive Plan must include an inventory of air, water, and land transportation facilities and services within the City of Kennewick. This inventory must also include transit alignments and state-owned transportation facilities per RCW 36.70A.070(6)(a)(iii)(A). AIR TRANSPORTATION Vista Field Airport was built in 1943 for naval operations. During World War II it served as a training facility for the Pasco Naval base. At the end of the war it was deeded to the Kennewick Irrigation District (KID) and opened to the public for general use. In the mid 1970s ownership of the land was split between the City of Kennewick and the KID and was annexed to the City of Kennewick. In 1991, the City transferred ownership of the Vista Field to the Port of Kennewick. The sale was coupled with a purchase and sale agreement containing a condition that should the airport cease operations, ownership of Vista Field would revert back to the City. In 2008, the reversionary clause was eliminated and in 2010, the contract was dissolved. The Port of Kennewick closed airport operations at Vista Field on December 31, 2013. The Port commenced a master planning process for the redevelopment of Vista Field and the surrounding properties in the summer of 2014 and is expected to conclude the process in 2015. WATER TRANSPORTATION The Kennewick urban growth boundaries contain 8 miles of Columbia River shoreline on the northern side of the City. There is no public transportation on the Columbia River owned or operating from Kennewick. Private barge services have Interstate Commerce Commission (ICC) authority to serve the area and are available for shipping bulk agricultural products, containerized storage, and liquid fuels & fertilizers from the area to the lower Columbia River. There is one barge company, Shavers Transportation, serving the region at this time. It owns no facilities in Kennewick. LAND TRANSPORTATION Rail The Burlington Northern Santa Fe and the Union Pacific Railroads both offer mainline rail service in Kennewick. Burlington Northern maintains approximately eight miles of mainline track and a complex of sidetracks within Kennewick. Each intersection of mainline track with a city street is signalized. The sidetracks are not signalized. The opening of the Stampede Pass Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 48 corridor is expected to increase daily traffic through Kennewick from six to as many as twenty trains per day. This will impact six at-grade crossings. Burlington Northern Santa Fe owns two buildings in Kennewick. One is the old depot north of the historic downtown area, which is used by railroad train crews. The other building is leased to a private business. It also owns and maintains the Columbia River Railroad Bridge between Pasco and Kennewick. The Union Pacific Railroad owns approximately eight miles of mainline track in Kennewick, with seven signalized crossings. They own no additional property within the City. The Port of Kennewick owns one track section within the City. The Port maintains the track lines, ties, switches and crossings. The Port of Benton owns approximately 1-1/2 mile of industrial lead and siding within the City of Kennewick limits. Amtrak provides intercity passenger rail service. The Amtrak station is located in Pasco and shares tracks with BNSF. The route between Pasco and Portland goes through the northeast portion of Kennewick. Public Transit Benton Franklin Transit is a municipal corporation providing public transit service to Kennewick, Pasco, Richland, West Richland, Prosser, Finley and Benton City. Twenty-five routes are provided within the identified service area. Eight city routes serve Kennewick, two of which connect with Kennewick, Richland, Pasco, and/or West Richland. The Benton Franklin fleet includes buses (68), Dial-A-Ride vans (96) and Vanpools (389). They are funded with six-tenths of one percent of all sales tax dollars generated within their service boundary. This is supplemented with fare box revenues and other, unidentified sources. Their 2013 total operating budget was $31,653,968. The 2013 ridership total for all modes was 4,672,382. Fixed-route buses operate Monday through Friday from 6:00 am to 6:00 pm and Saturday from 8:00 am to 6:00 pm. Dial-A-Ride is demand activated for the elderly and handicapped. Vanpool service is available with vehicles serving 6, 12 and 15 commuters, who share the van payment, fuel, maintenance, and insurance through a fare. Transit centers located in Kennewick are the Ed Frost Transit Center at Huntington Street, the Dayton Street Transit Center, and the Three Rivers Transit Center on Okanogan Place. There are two “park and ride” facilities in Kennewick. One is located at the Ed Frost Transit Center at Huntington and the other at 27th Avenue & S. Union Street. Trucks Truck Routes for vehicles over 14,000 pounds of gross weight are restricted to three road segments: • Columbia Drive from US 395 interchange to SR 397; • SR 397 from northern City limits to southern City limits; and • US 395 from northern City limits to southern City limits. W. 27th Avenue between S. Washington Street and S. Olympia Street is the only truck- restricted street in Kennewick. It is specifically signed to prohibit all traffic of trucks over 10,000 pounds gross weight except for pickup and delivery. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 49 Streets Federal requirements determine that all public roads in the United States are to be uniformly classified by function. For balance, the criteria identified percentages of roads for each classification level. KMC 13.04 Classification of Public Streets identifies the four major types of public streets. They are classified and described in the following table. Table 3: Functional Street Classification Classification Description 1. Principal Arterials Intercommunity and intrametro area streets that are primarily used for traffic movement. Their general characteristics include moderate to high speeds that are generally thirty-five (35) mph to fifty-five (55) mph, high traffic generators, and no on street parking. 2. Minor Arterials Intercommunity and intrametro area streets that provide primarily for traffic movement and secondarily for land access. Their general characteristics include moderate speeds (30 mph and above) and moderate to high traffic volumes (5,000 to 30,000 vehicles per day), some restriction on traffic movements, controlled driveway spacing and on street parking is generally prohibited. 3. Collectors Streets with primary function to collect and distribute traffic between the local street system and the arterial street system. Collectors also provide for land access and inter-neighborhood traffic movement. Their general characteristics include low speeds (25 mph and above), low to moderate traffic volumes (500 to 20,000 vehicles per day), limited regulation of access control, and limited on street parking. 4. Local Access Streets that primarily serve direct land access with the secondary function of traffic movement. Their general characteristics include: low speeds (25 mph), low traffic volumes (less than 1,500 vehicles per day), few access controls, and parking is generally permitted. Federal guidelines establish high and low percentages for each classification type. The following table shows Kennewick percentages and the range of ideal percentages as determined by the Federal government. Table 4: Miles of City Streets Total Miles Kennewick Federal Guidelines 1. State Highways 7.96 3.0% None 2. Principal Arterials 12.79 4.45% 5-10% 3. Minor Arterials 42.57 14.80% 10-15% 4. Collectors 24.03 8.36% 5-10% 5. Local Access 208.21 72.40% 65-85% LEVEL OF SERVICE STANDARDS Levels of service are qualitative measures established for various types of roadways using factors such as speed, freedom to maneuver, interruptions in the traffic flow, and convenience. Levels of service range from A to F and are defined by the Transportation Research Board. The following table identifies the level of service classifications for area roads and streets from the 2006-2025 Regional Transportation Plan for the Tri-Cities Metropolitan Area and the Benton- Franklin-Walla Walla RTPO. Table 5: LOS Definitions Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 50 CATEGORY LOS A Describes a condition of free flow with low volumes and higher speeds. Freedom to select desired speeds and to maneuver within the traffic stream is extremely high. Stopped delay at intersections is minimal. LOS B Represents reasonably unimpeded traffic flow operations at average travel speeds. The ability to maneuver within the traffic stream is only restricted and stopped delays are not bothersome. Drivers are not generally subjected to appreciable tensions. LOS C In the range of stable flow but speeds and maneuverability are more closely controlled by the higher volumes. The selection of speed is now significantly affected by interactions with others in the traffic stream, and maneuvering within the traffic stream requires substantial vigilance on the part of the driver. The general level of comfort and convenience declines noticeably at this level. LOS D Represents high-density, but stable flow. Speed and freedom to maneuver are severely restricted, and the driver or pedestrian experiences a generally poor level of comfort and convenience. Small increases in traffic flow will generally cause operational problems at this level. LOS E Represents operating conditions at or near the maximum capacity level. Freedom to maneuver within the traffic stream is extremely difficult, and it is generally accomplished by forcing a vehicle or pedestrian to “give way” to accommodate such maneuvers. Comfort and convenience levels are extremely poor, and driver or pedestrian frustration is generally high. Operations at this level are usually unstable, because small increases in flow or minor disturbances within the traffic stream will cause breakdowns. LOS F Describes forced or breakdown flow at very low speeds and long delays. Volumes exceed theoretical capacity. Vehicles may progress at reasonable speeds for several hundred feet or more, then be required to stop in a cyclic fashion. Operations within the queue are characterized by stop-and-go waves, which are extremely unstable. All local jurisdictions have adopted the same LOS format through the local regional transportation planning process. Specific Levels of Service for Kennewick are shown in the following table. Table 6: Levels of Service FUNCTIONAL CLASSIFICATION LEVEL OF SERVICE Local streets LOS C All arterials & collectors LOS D Columbia Center Boulevard LOS E Kennewick’s roadways and facilities for alternative modes of traffic interconnect with those of Richland, Benton County, Franklin County, and Washington State. Traffic, including vehicles, pedestrian, bicyclists and trains, must be able to transition smoothly from one jurisdiction to another without undue congestion or hazards. The RTPO has established the LOS for urban areas as and for rural areas as Coordination for levels of service is vital. This is accomplished through cooperation with all of the affected jurisdictions, the Regional Transportation Planning Organization (RTPO), and the Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 51 Benton-Franklin Council of Governments. Their specific duties are for Benton, Franklin, and Walla Walla counties and the cities within them and include: • Prepare and update a transportation plan for the region. • Prepare a Regional Transportation Plan that is consistent with countywide planning policies, local comprehensive plans, and state transportation plans. • Certify that the transportation elements of local plans reflect the region’s guidelines and principles for transportation planning, are consistent with the Regional Transportation Plan, and conform to GMA requirements. • Certify that countywide planning policies and the RTP are consistent. • Develop a six-year RTIP with regionally significant transportation projects and programs and demand management strategies. • Designate a lead planning agency to coordinate preparation of the Regional Transportation Plan and other responsibilities. • Review level of service methodologies to promote a consistent regional evaluation of transportation facilities and corridors. • Work with cities, counties, transit agencies, WSDOT, and others to develop level of service standards or alternative transportation performance measures. The transportation element of Kennewick’s Comprehensive Plan must coordinate with the transportation plans of the RTPO. It must also coordinate with the transportation plans of adjacent cities and the transportation plan of Benton County. It will be the joint responsibility of the RTPO and the City to ensure that this element of the Kennewick Comprehensive Plan meets this requirement. Specific guidelines for meeting the requirements of regional consistency and certification process is contained in Appendix C of the 2006-2025 Regional Transportation Plan for the Tri- Cities Metropolitan Area and the Benton-Franklin-Walla Walla RTPO. HIGHWAYS OF STATEWIDE SIGNIFICANCE Part of SHB 1487, passed in 1998 and known as the “level of service” bill, requires the Washington State Department of Transportation to identify Highways of Statewide Significance (HSS). HSS routes include National Highway System designations, rural highways serving statewide travel, urban routes linking rural HSS, principle arterial ferry routes, long haul freight routes, and connections to ports. Improvements to HSS routes are to be considered priority for funding by the Washington State Transportation Commission. Designated HSS routes through the city of Kennewick are: SR 240 from the northwest city limits to SR 395 SR 395 from the southern city limits to the Franklin County line The Washington State Department of Transportation, in consultation with local agencies, is responsible for establishing level of service (LOS) standards for HSS. These highways are not subject to local concurrency requirements. The level of service established for the City segments of SR 240 and SR 395 is D as shown in the Regional Transportation Plan. The Regional Transportation Plan indicates multiple segments of these will be going to E and F by 2020. These deficiencies will be resolved as project priorities and plans are defined and developed. POLICY FOR TRANSPORTATION CONCURRENCY Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 52 Concurrency is defined by GMA to mean that needed improvements for water, sewer, and transportation for development proposals are in place at the time of development or that a financial commitment exists to complete the improvements within six years. Pursuant to WAC 365-195-510(1), land use proposals that would reduce service of the adjacent streets below adopted levels and cannot meet concurrency must be denied unless the applicant does one, or both, of the following: • Amend the application to reduce the need for capacity improvements of transportation facilities in order to maintain the adopted level of service; or • Arrange to provide capacity for transportation facilities that is not otherwise available. If levels of service standards are set too high, it is possible that growth could be stunted. This is contrary to GMA. Level of service standards that are set too low so that concurrency is always avoided also violates GMA. KMC Section 4.12.055 Project Concurrency is Kennewick’s response to the mandated requirement of WAC 365-195-510. It is based on the following specific levels of service standards for transportation and water and sewer. Table 7: Level of Service for Transportation Concurrency LOS Signalized Intersections – Existing Level of Service Level of Service for intersections along Columbia Center Blvd. Unsignalized Intersections or Driveways (Minor Street Approach) Level of Service Signalized or Unsignalized Intersection with Second Site Access Point within 1/3 mile with a Level of Service or better Level of Service SPECIFIC ACTIONS TO BRING INTO COMPLIANCE FACILITIES & SERVICES BELOW ESTABLISHED LOS STANDARDS State law requires development be denied in the absence of strategies to meet compliance with transportation concurrency. Specific actions and requirements for doing so must be identified pursuant to RCW 36.70A.070(6). Land use proposals that would reduce the level of service of the adjacent streets and cannot meet concurrency requirements as established in KMC 4.12.055 Project Concurrency must be denied unless the applicant does one, or both, of the following: • Amend the application to reduce the need for capacity improvements of transportation facilities in order to maintain the adopted level of service; or • Arrange to provide capacity for transportation facilities that is not otherwise available. Concurrency can mean that improvements or plans for such improvements are in place at the time of development, or that a financial commitment is available to complete the improvements within six years. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 53 If a developer is unable or unwilling to amend the application in order to maintain the adopted tranportation level of service, additional options may be available with approval of the City of Kennewick: • Demonstrate that the development will have a lower need for capacity than usual, or expected, and existing capacity is therfore adequate. • Developer assumes financial responsibility for funding to meet level of service standards. • Lower level of service standard on an emergency basis by amending or revising the Comprehensive Plan. Multi-modal strategies that could be used to meet concurrency include increased public transportation, ride-sharing programs, transportation demand strategies, or establishing innovative ways to pay for the needed improvements. LAND USE ASSUMPTIONS IN ESTIMATING TRAVEL Numerous assumptions are used in evaluating prospective impacts to the existing transportation system and facilities. The City uses a household size of 3.0 for low- density residential development by unit, 2.2 by unit for medium-density residential development, and 1.8 per unit for high-density residential development. Additional land use assumptions used in Kennewick to determine transportation impacts are contained in the three-document “Trip Generation”, 9th Edition, Institute of Transportation Engineers, 2008. This document is available in the City of Kennewick’s Municipal Services Division. Specific land use assumptions unique to Kennewick are incorporated in the Kennewick Transportation System Plan that was completed in 2009. FORECASTS OF TRAFFIC FOR AT LEAST 10 YEARS BASED ON LAND USE ELEMENT GMA requires that local transportation planning be consistent with the land use element of the Kennewick Comprehensive Plan. Land use is also needed for establishing capital investments to provide adequate public facilities including transportation. The Regional Transportation Plan for the Tri-Cities Metropolitan Area, 2011-2030 was prepared by the Benton-Franklin Council of Governments. Land use data provided by each jurisdiction was used for modeling purposes using Traffic Analysis Zones (TAZ). Each city and county provided ten-and twenty-year growth projections for specific land uses in each TAZ. An estimated projection for future growth in each TAZ was then used for modeling to prepare the 2011 regional transportation plan. Table 9: Land Use Categories – TAZ (Kennewick) Land Use Code Land Use Type Unit of Measure LU1 Single-family Dwelling Units Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 54 Land Use Code Land Use Type Unit of Measure LU2 Multi-family Dwelling Units LU3 Industrial/Manufacturing Employees LU4 Retail Employees LU5 Finance, Insurance, Real Estate, Service, Government Employees LU6 Regional Mall Employees LU7 Airport Employees LU8 Schools Students LU9 Hanford Outer Area N/A LU10 Hanford Inner Area N/A LU11 Offices Employees LU12 Hotel/Motel Number of Rooms LU13 Assisted Living/Nursing Facilities Number of Rooms LU14 Undeveloped Acres LU15 Shift Industrial Employees Each metropolitan area within Benton and Franklin County submitted forecast data for the TAZ zones for 2010, 2020, and 2030 to update the 2011 Regional Transportation Plan. These forecasts were based on assumptions unique to each jurisdiction but were consistent with each jurisdiction’s comprehensive plan. An important assumption made by the City and the Council of Governments is that future land use in the urban areas will continue as it is now, with single-family and multi-family residential, commercial, and industrial as the primary land uses. Table 10: Kennewick Land Use by Acres - 2013 Total Acres* Low Density Residential 8,733 (55%) Medium Density Residential 1,796 (11%) High Density Residential 648 Commercial 2,166 (14%) Industrial 844 Open Space 1,266 Public Facility 524 Total 15,978 (100.0%) *Does not include roads, irrigation rights of way, railroad rights of way or Columbia River Residential development is traditionally the largest land use in urban areas, and Kennewick is no exception. Residential land in Kennewick is 70% of the total land use. The next largest land use is commercial at 14% of the total. The largest concentration of commercial and retail use is in the northwestern part of Kennewick, from Columbia Center Boulevard east and west; south from W. Canal Drive; and north and south from W. Gage Boulevard. Other commercial nodes and strips occur throughout the City. They are centered on Hwy. 395, Clearwater Avenue, Columbia Drive, the Southridge area and W. 27th Avenue; and N. Edison Street from Clearwater Avenue to Canal Drive. Industrial land uses comprise 5% of the total. These areas are primarily located in the Vista Field region, north of W. Clearwater from Columbia Center Boulevard to Leslie Road, east and Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 55 northeast of the historic downtown area and the railroad tracks, and at the southern tip of the newly annexed Southridge area. Population projections are forecast in order to provide direction for planning and financing of required infrastructure. The 2013 official population for Kennewick is 76,410. Population estimates for 2024 indicates an increase to 89,408. This is a +15% increase in 10 years. The population estimate for 2034 is 102,529. The projected population increase from 2014 (76,410) to 2034 (102,529) is 26,119 people, or +25.5% increase. Table 11: City of Kennewick Projected Population Growth Growth throughout the entire region will also affect transportation planning for Kennewick and the Tri-Cities. The population increase for Benton County in the twenty years from 2014 (186,500) to 2034 (269,813) is projected by the Office of Financial Management in Olympia to be 83,313 people, or a 31% increase. Table 12: Benton County Projected Population Growth The City of Kennewick has recently completed a transportation systems plan. Specific transportation traffic forecasts for the next twenty years have been included in that Plan. FINANCE Kennewick’s Capital Improvement Program is updated biennially. It is intended to be a flexible, dynamic tool for the City. Its purpose is to correlate funding sources to needed improvements. There are 6 guiding policies to provide for consistency between the Kennewick Comprehensive Plan, the biennial budget, and the Capital Improvement Program. • Ensure Kennewick’s land use and infrastructure elements are internally consistent. • Reassess Kennewick’s land use plan periodically to ensure consistency between capital facility needs and financing. • Use adopted level of service standards, operating criteria and/or performance standards to evaluate capital facility needs. • Base capital facility needs on employment and population projections developed by the City in conjunction with County and State estimates. • Update the CIP in conjunction with the annual Comprehensive Plan process. • Ensure that necessary capital facilities are provided as required by the City’s concurrency ordinance. New projects are evaluated not only in terms of total cost, but what impact the project will have on current and future operating costs. There are three capital improvement funds used for transportation funding. They are the Arterial Street Fund, the Urban Arterial Street Fund, and the Capital Improvement Fund. YEAR 2013 2024 2034 INCREASE INCREASE POPULATION 76,410 +12,998(+15%) 89,408 +13,121(+13%) 102,529 YEAR 2014 2024 2034 INCREASE INCREASE POPULATION 186,500 +48,785 235,285 +34,528 269,813 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 56 In 2005 the Safe, Accountable, Flexible, Efficient Transportation Equity Act: Legacy for Users (SAFETEA – LU) became law. It is the largest surface transportation investment in United States history with guaranteed funding of $244 billion for highways, safety, and public transportation. A significant amount of grant funding for Kennewick comes through this Act. ARTERIAL STREET FUND The Arterial Street Fund is used for the continued development of the arterial streets within the City. Revenue sources are from state shared revenue in the form of gas tax with federal and state grants. Table 13: Arterial Street Fund Motor Vehicle Fuel Tax Cities receive approximately 3/4 of one cent of the 23- cent/gallon gas tax based on population. It is reserved for street construction and cannot be used for maintenance, but is designated for construction, improvement, and repair of arterial highways and streets. Approximately $400,000 per year is projected for the next five years. Hazard Elimination Safety Program (HES) Makes federal dollars available to the state Department of Transportation for projects on a competitive basis (priority and available funds) to eliminate hazards or safety problems. Will pay 90% of total cost to maximum amount of $300,000. STP Competitive Funded from 1993 ISTEA 1998 TEA 21 and 2005 SAFETEA- LU. Available on a competitive basis through the local MPO and various statewide competitive programs. Last used for the Gage Boulevard Widening/Center Parkway Extension project. This program provides funding for the Steptoe Street Extension – Phase 1 project. URBAN ARTERIAL STREET FUND The Urban Arterial Street Fund is used for the continued development of the urban arterial streets within the City. Revenue sources are grants from the State Transportation Improvement Board. Table 14: Urban Arterial Street Fund UAP (Urban Arterial Program) Funded from the Urban Arterial Trust Account for projects that improve mobility and safety. Funds are distributed across five regions statewide based on arterial lane miles and population UCP (Urban Corridor Program Funded from the Transportation Improvement Account for large multi-jurisdictional projects. Funds are distributed across three regions statewide based on arterial lane miles and population STP Competitive Funded from 1993 ISTEA, 1998 TEA 21 and 2005 SAFETEA-LU. Available on a competitive basis through the local MPO and various statewide competitive programs. Last used for the Gage Boulevard Widening/Center Parkway Extension project. This program provides funding for the Steptoe Street Extension – Phase 1 project. SP (Sidewalk Program) Established by the Legislature in 1995 to provide funding for Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 57 pedestrian projects. Funds are distributed across five regions statewide based on arterial lane miles and population CAPITAL IMPROVEMENT FUND The Capital Improvement Fund is used for the acquisition or construction of major capital assets not identified with other capital funds, including streets. Revenue sources include that portion of optional local taxes designed for capital improvements, state grants, Public Works Trust Fund loans, and allocations from other funds. Table 15: Capital Improvement Fund Optional sales tax Locally levied and distributed by state to each city on basis of collections within the jurisdiction. State law authorizes up to ½ of If both county & city are levying local sales tax, the city must allocate 15% of the amount it receives to the county. Proceeds from optional sales tax shall be used to fund City Council’s priority Capital Improvement Program “CIP”, capital debt service and contributions to safety service vehicles. Public Works Trust Fund Established in 1985 for low interest loans to eligible local governments for public works projects. City has received ten loans for street projects, water line improvements, and the Comprehensive Street System Improvements II. Annual debt service on these loans is Declining as the various loans are retired. The Capital Improvement Plan has been reviewed for consistency with the City of Kennewick’s Comprehensive Plan. All projects with identified funding are located within the urban growth boundary and have funding sources identified for the six-year period from 2011 through 2016 of the CIP. The six-year transportation projects have estimated costs and funding sources identified in the CIP program. The City relies on assistance from state and federal funding to implement the planned transportation improvements. If these sources of funding are not available for some reason, the City does have several options for making up the shortfalls: • Use funds from another project that could be delayed without detriment. • Enact impact fees, special taxes, tools, assessments, or other revenue sources available to the City. • Develop a concurrency agreement stating that the necessary improvements will be provided within six years. • Change the land use pattern to lower the number of trips to meet the LOS standards. • Deny the land use proposal generating the need for the improvement. The City’s priority would be to make up any shortfalls with funds from another source. If this could not be done and the concurrency ordinance applies to the project, the City could either deny the proposed development or reassess the land uses in the area. This would be done to determine if changes to the land uses could be made that would result in a reduced LOS for the proposed project. If a project would have the potential to affect a neighboring transportation system, the proposal could be referred to the Regional Transportation Planning Organization (RTPO) for intergovernmental consideration. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 58 The Transportation Improvement Program (TIP) is prepared by the Benton-Franklin Council of Governments to meet state and federal guidelines. The TIP is required for applications for state and federal transportation funding. Proposed projects are prioritized based on available funding and the BFCG must certify that the TIP is in conformance with the Regional Transportation Plan. IDENTIFICATION OF SYSTEM EXPANSION TO MEET CURRENT & FUTURE DEMANDS The Capital Improvement Program (CIP) is updated biennially even though long-range projects, designed to meet both current and future needs, may be altered during each review. Long-range decision-making and budgeting is coordinated through the CIP. The following seven Capital Improvements are identified as Major Transportation Projects in the Capital Improvement Program 2009-2014 for the City of Kennewick. Table 16: Major Projects Project Description Funding Project Time 10th Avenue Reconstruction - Clearwater Avenue to Steptoe Street (Clodfelter) Street reconstruction - one travel lane each direction & Curb, gutter, sidewalk, storm drainage and illumination. Clearwater widening for left turn storage. Roundabout @ Clearwater & 10th Avenue TIB, STP, EDA, LID’s, developme nt contributio ns 2016-2017 10th Avenue Widening - Montana to Columbia Center Blvd. Widening south side of the 10th Avenue. Bike lane, curb, gutter, illumination, sidewalk, center turn-lane, HMA Overlay of existing. TIB, STP, EDA, LID’s, developme nt contributio ns 2016-2017 45th Avenue Widening - Ely Street to Olympia Street Reconstruction: roadway, curb, gutter, sidewalks, illumination, storm drainage, traffic control devices, channelization, signage. Project includes curb, gutter & sidewalk construction on one side of Ely Street from 45th to KID Canal. TIB, STP, EDA, LID’s, developme nt contributio ns 2017-2018 Canal Drive & Edison Street Intersection Improvements Roadway and storage lanes for turning motions, channelization modifications, access reconstructions sidewalk improvements, frontage improvements, signal modification, APS and ADA improvements. TIB, STP, EDA, LID’s, developme nt contributio ns 2017-2018 Canal Drive Sidewalks - US 395 to Hartford Street Construct new sidewalks. Minor widening & curb construction. TIB 2016 Cascade Street - W. 45th Avenue to 27th and City standard street, curb, gutter, sidewalk, illumination, storm drainage. Includes new TIB, STP, EDA, 2018-2019 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 59 Washington construction from Highland Drive to 45th Avenue. Also, roundabouts at 45th & Cascade, 27th and Washington and Cascade and Highland. LID’s, developme nt contributio ns Center Parkway & Deschutes Ave. Roundabout Construction of a small diameter roundabout at Center Parkway and Deschutes Avenue. TIB, STP, EDA, LID’s, developme nt contributio ns 2018-2019 Center Parkway Interchange – Between Clearwater & US 395 On/off ramps to a structure constructed under a separate project, traffic control devices, channelization, signage. TIB, STP, EDA, LID’s, developme nt contributio ns 2018-2019 City Arterial Pavement Preservation - City Wide to City Wide Infrastructure preservation on city arterials. TBD, CIP 2016 Citywide Channelization Improvements – Various Locations Channelization improvements at priority intersections. CIP, HSIP 2016 Citywide Safety Improvements – Various Locations Provide signal timing, coordination, communication equipment and computer programming/equipment. HSIP 2016 Clearwater Avenue - Huntington Street to US395 Roadway and channelization modifications, access reconstruction, sidewalk improvements, frontage improvements, signal modification, APS and ADA improvements. TIB, STP, EDA, LID’s, HSIP, developme nt contributio ns 2016-2018 Clearwater Avenue - Utah Street Intersection Construct widening for right turn lane, modify permanent pavement markings, permanent traffic control signing, and storm drainage modifications. TIB, STP, EDA, LID’s, developme nt contributio ns 2019 Clearwater Avenue & Union Street Access Improvements** Roadway and channelization modifications, access reconstruction, sidewalk improvements, frontage improvements, utility relocations, signal modifications, APS and ADA improvement. TIB, STP, EDA, LID’s, developme nt contributio ns 2016-2018 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 60 Clearwater Avenue, Leslie Rd. to US 395 Develop and implement an access management plan. Work includes driveway consolidation, intersection improvements, medians, tapers, and turn pockets. PHASE 1 CLEARWATER AVE/ARTHUR ST. INTERSECTION; construct mid-block pedestrian crossing, pedestrian activated rapid flash beacon, median & bus pullout. No RW required for this phase. PHASE 2 - OTHER IDENTIFIED INTERSECTION IMPROVEMENTS; intersection improvements, medians, tapers, signal modifications, channelization modifications and turn pockets (intersections at Union, Johnson, Huntington, Edison, Columbia Center Blvd.); ROW required for these improvements. HSIP 2016 Clearwater/Kellogg Intersection Improvements Construct additional storage lanes for increased turning motions. Signal modifications. Channelization HSIP, CIP 2017-2018 Columbia Center Boulevard Widening - Quinault Avenue to Deschutes Avenue** Street reconstruction and widening. Construct an additional travel lane in each direction, curb & gutter, sidewalk, storm drainage, illumination, signal modifications. TIB, STP, EDA, LID’s, developme nt contributio ns 2019-2021 Columbia Overlook - Phase 2 - Neel Street to US 395 Install concrete sidewalk on north side of roadway. Irrigation system installation and landscaped linear park. Requires agreement with BNSF Railway. TIB, STP, developme nt contributio ns 2018-2019 Columbia Park East - Pedestrian Bicycle Improvements Removal of physical barriers, alterations to pavement markings and signage, low level lighting for the existing pedestrian path, install bicycle racks CIP 2016 E. 10th Avenue Sidewalks - US 397 to Oak Street Construction of new sidewalks. TIB 2016 Hildebrand Boulevard - City Limits (Sec. 7 T8N 29E) to Sherman Street** New road construction - 2 travel lanes in each direction, medians, curb & gutter, sidewalk, roundabout @ Sherman in the Southridge planning area. TIB, STP, EDA, LID’s, developme nt contributio ns 2016 Hildebrand Boulevard & US395 Intersection Improvements** Acceleration-deceleration lanes, storage lanes for turning motions, channelization modifications, signal modification, APS and ADA improvements WSDOT, Developme nt Contributio ns 2017-2018 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 61 Kennewick Avenue Widening - Union Street to Morain Street Reconstruction and widening. Curb, gutter, sidewalk, storm drainage & illumination. TIB, STP, LID’s, developme nt contributio ns 2017-2019 Metaline Avenue Widening - Kellogg Street to Edison Street Reconstruction and widening. Curb, gutter, sidewalk, storm drainage and illumination. TIB, STP, EDA, LID’s, developme nt contributio ns 2016 Montana Street Extension - 10th Avenue to Ridgeline Drive New construction: roadway, curb, gutter, sidewalks, illumination, storm drainage, traffic control devices, channelization, signage. TIB, STP, EDA, LID’s, developme nt contributio ns 2019-2020 Morain Street Extension - 10th Avenue to 19th Avenue New construction: roadway, curb, gutter, sidewalks, illumination, storm drainage, traffic control devices, channelization, signage. TIB, STP, EDA, LID’s, developme nt contributio ns 2019-2020 Ridgeline Drive Extension Phase 3 - Center Parkway to Sherman Street New alignment, gutter, sidewalks, illumination, storm drainage and controlled intersection. Right-of-way by developer donation. TIB, STP, EDA, LID’s, developme nt contributio ns 2019-2020 Ridgeline Drive Extension Phase 4 - Clodfelter Rd. to Center Parkway New alignment. Curb, gutter, sidewalk, storm drainage, illumination and controlled intersection. Right-of-way by developer donation. TIB, STP, EDA, LID’s, developme nt contributio ns 2018-2019 Ridgeline Drive Realignment - Southridge Blvd. to Sherman St. New construction: roadway, curb, gutter, sidewalks, illumination, storm drainage, traffic control devices, channelization, signage. TIB, STP, EDA, LID’s, developme nt contributio ns 2016-2017 Sherman Street - Ridgeline Drive to Reconstruction, curb, gutter, sidewalk, illumination and intersection control. Right-of- TIB, STP, EDA, 2017-2018 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 62 Hildebrand Blvd. way by developer donation. LID’s, developme nt contributio ns Southridge Center Parkway Extension - Hildebrand Rd. to Ridgeline Drive New construction. City standard street, curb, gutter, sidewalk, illumination. Roundabouts at Hildebrand Blvd. and Ridgeline Drive. TIB, STP, EDA, LID’s, Commerce , developme nt contributio ns 2019-2021 US 395/Ridgeline Drive Intersection Improvements Construction of a grade separated intersection at US395 and Ridgeline Drive. Includes improvements on US 395. Prior PE $786,000 TIB, STP, EDA, LID’s, developme nt contributio ns & Connecting Washingto n Account 2016-2018 Zintel Way/Ridgeline Drive/Bofer Canyon - Zintel Way to US 395** Zintel Way new street construction - Ridgeline Drive reconstruction - Bofer Canyon realignment. All roadways - sidewalks, curb and gutter, illumination, storm drainage, roundabout. (Right-of-way by developer donation). TIB, EDA, STP, LID’s, Connecting Washingto n Account 2018 **TIF Eligible Projects Project Description Funding Project Time 1. Olympia Street – 27th Ave. to SR 397 Roadway construction from County Road 397 (Finley Intertie) to 27th Avenue. Curb & gutter improvements, storm drainage, sidewalk, landscaping, lighting, and traffic control Urban Arterial Street Fund Revenue Sources: Capital Improvement Fund Transfer, STP Direct Allocation & TIB Grant 2013-2014 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 63 Project Description Funding Project Time 2. Steptoe – 10th Avenue (5 Corners) to Gage Blvd. Roadway construction from 10th Ave. to Gage Boulevard. Curb & gutter improvements, storm drainage, sidewalk, landscaping, lighting, and traffic control Urban Arterial Street Fund Revenue Sources: Capital Improvement Fund Transfer, STP Competitive Grant, TIB Grant, & Developer Contribution Based on the funding availability of Local Revitalization Financing (LRF) grant and the Councilmanic bond 2009-2016 Phase 1 – Center Parkway to Gage Blvd is complete. 3. 10th Avenue (5 Corners) to Columbia Center Blvd. Roadway construction, curb & gutter improvements, storm drainage, sidewalks, landscaping, lighting, and traffic control. Urban Arterial Street Fund Revenue Sources: Capital Improvement Fund Transfer, TIB Grant, & Developer Contribution 2009-2015 4. Cascade Street – 27th Avenue Refurbishment Roadway construction on Cascade Street from 34th Avenue to 27th Avenue, and 27th Avenue from Dayton Street to Washington Street. Replace existing pavement to 30 feet & add storm drainage. Capital Improvement Fund Revenue Source: Capital Improvement Fund, Grant 2015 Roadway has had BST in 2007 5. Hildebrand Blvd. from 10th to Southridge Roadway construction per the standards street design and per the Southridge subarea plan Based on the funding availability of Local Revitalization Financing (LRF) grant. Expected start time 2015 6. Southridge Infrastructure Improvements Roadway construction projects Based on the funding availability of Local Revitalization Financing (LRF) grant. 2011-2015 7. Edison Street – Canal to Clearwater Roadway widening for two-way left-turn lanes and pedestrian improvements and bicycle lanes Capital Improvement Fund Revenue Source: Capital Improvement Fund, Grant Expected start time 2015 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 64 Also included in the Capital Improvement Program 2009-2014 are future public works projects and funding sources for the years 2012 to 2037. The future projects and funding are constantly being reviewed and updated and are site specific. They include: • Grade separations • Signals or roundabouts • Upgrading existing signals • New street construction • Street improvements • Overlays of streets • Widening of streets Identified funding sources for the Public Works Future Projects are from the Arterial Street Fund, the Urban Arterial Street Fund, and the Capital Improvement Fund. In 2014, the City of Kennewick adopted the Clearwater Access Management Plan. This plan identifies functional and safety improvements along the Clearwater Ave. corridor that runs from US 395 on the east to I-82 on the west. The plan identifies street widening, access relocation and consolidation, signal upgrades and pedestrian crossing improvements that will improve safety and levels of service along the corridor. PEDESTRIAN AND BICYCLE COMPONENT The City of Kennewick has adopted goals and policies supporting pedestrian and bicycle travel as essential alternative modes of transportation. The City is committed to providing pedestrian and bicycle systems that are safe, functional, and coordinate with the roadway system, open space corridors, and existing park and recreational systems. Federal and State legislation now requires that bicycling and pedestrian planning is included in a complete transportation-planning package. Pedestrian and bicycle needs are also identified in the City’s Transportation System Plan. Walking provides the most widely used and important link in transportation since all other modes of transportation ultimately depend upon it. If driving, we walk to and from our car. If using public transportation, we walk to the final destination. To encourage this link to develop into a widely used transportation mode will take not just new sidewalks and connections, but a specific plan to overcome identified barriers. The Benton-Franklin Council of Governments has identified benefits and impediments to bicycle and pedestrian transportation in the 2006-2025 Regional Transportation Plan. Table 17: Benefits and Impediments Benefits Trip Barriers Destination Barriers Bicycles Efficient, uses no fossil fuels, uses little physical space, good exercise, equipment relatively inexpensive Distance, safety, inadequate facilities, weather, time, aesthetics Security, facilities, lack of employer support, status Pedestrians Efficient, uses no fossil fuels, requires little physical space, good exercise, inexpensive Distance (generally not more than ½ mile), safety, lack of sidewalks, lack of connectivity of sidewalks, weather, time, aesthetics Coordinate with public transportation, security, status Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 65 Specific pedestrian and bicycle network needs will be identified to provide linkage with the existing transportation network as new development is proposed. New bicycle lanes and sidewalks will be provided within the existing transportation network as street improvements occur. TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) programs, or Demand Management Strategies, address transportation congestion from the demand side of the issue. TDM programs look for methods that will reduce the number of vehicles on roads in order to reduce the demand on the current system as well as demand for road improvements and new roads. The intent is for demand management programs to offer alternative, and low, or no-cost, solutions for road capacity problems. One strategy is to reduce single occupancy vehicles (SOV) for daily work commutes. Ways to reduce SOV work trips are: • Ride sharing, • Alternative work hours, or flextime to reduce peak hour congestion & auto trips, • Use of public transit, • Non-motorized modes of travel such as bicycles and walking. Programs such as this are generally successful when strongly encouraged and supported by individual employers. These will have the greatest impact on traffic congestion when used by employers with large numbers of commuting employees. There are eight Transportation Demand Management strategies identified by the Benton- Franklin Council of Governments in the 2001-2020 Regional Transportation Plan. Strategy no. 4 has been adopted by the City of Kennewick. The City may adopt additional strategies if travel demands exceed level-of-service standards. Table 18: Action Strategies Action Strategy 1. Develop programs to reduce single occupancy vehicle use, vehicle miles traveled, and minimize trip length during peak periods. 2. Encourage employers to develop & implement transportation demand management plans that reduce single occupancy vehicle use and travel during peak periods. 3. Continue to work with decision-makers, jurisdictions, and other agencies to encourage the Department of Energy (DOE) to implement the Federal Employees Commute Trip Subsidy Program. 4. Encourage employers to offer flexible work schedules (flex time), telecommuting, 4-day workweek, and other incentives that reduce peak period travel and lessen the need for roadway capacity. 5. Encourage commercial drivers to make deliveries and the shipping of freight during off- peak hours. 6. Investigate ways in which parking can be managed to decrease drive alone commuters. 7. Explore land use strategies that can reduce the use of single occupancy vehicles. 8. Gather support from jurisdictions and decision-makers to promote the adoption of the Commute Trip Reduction (CTR) Law. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 66 ENVIRONMENTAL IMPACTS OF TRANSPORTATION Environmental impacts from all modes of transportation besides walking and bicycling will, by their very nature, have the ability to negatively affect air quality, water quality, and sensitive areas. Awareness of undesirable impacts, with methods to avoid them, is important in the long- term transportation system delivery of a community. The City uses a variety of methods to assess, and eliminate, possible environmental degradation from transportation projects. PROCESS OF REVIEW Urban growth will affect the transportation systems of the City. Site-specific transportation projects will require detailed environmental review to determine if the impacts will adversely affect the environment. Impacts of a transportation project are first identified through the State Environmental Policy Act (SEPA) checklist and the Concurrency review. SEPA instructions are provided in KMC Section 4.08 State Environmental Policy Act. Questions in the SEPA checklist assist the City in evaluating the impacts of a proposal before making decisions on approval. Based on information provided on the checklist, an environmental impact statement (EIS) could be required. This would occur if there were probably cause that a proposal will have significant adverse impacts on the environment. The Concurrency Ordinance contained in KMC Section 4.12 identifies transportation Level of Service (LOS) standards that need to be maintained as development occurs. If the LOS drops below the standard established, adverse environmental impacts are expected to occur. ACTION STRATEGIES FOR ENVIRONMENTAL AWARENESS The Regional Transportation Plan, prepared by the Benton-Franklin Council of Governments, suggests seven action strategies to address environmental awareness in transportation planning. Numerous goals and policies currently included in the Kennewick Comprehensive Plan indicate that the City is aware of the potential for environmental deterioration with growth and the expansion of transportation systems. Action Strategy 1. Ensure all elements of the RTP support environmental responsibility in order to meet federal and state requirements in air, water, and noise standards. Kennewick’s transportation policies support the goal of creating and maintaining a transportation system with little adverse environmental impacts to air, water, and noise. Traffic reductions plans are designed to reduce the number of vehicles using the system, and alternative forms of transportation such as pedestrian and bicycles are encouraged. Transportation systems that coordinate with adjacent jurisdictions eliminate backtracking for efficient and shorter trips. Encouraging pedestrian-friendly and aesthetically pleasing transportation routes will encourage pedestrians and bicyclists to adopt alternatives to the private automobile. Neighborhood Traffic Calming, KAC 13.40, addressed noise and vibration as environmental issues within neighborhoods. KMC Section 9.52, Noise, specifically deals with noise as decibel levels (dBA). Roundabouts are an additional way to reduce noise levels by eliminating the stopping and speeding that traditionally occurs at intersections. Additional Federal and State environmental requirements will be met through SEPA and project review. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 67 Transportation Goal 4: Create and maintain a roadway system that promotes function, safety and aesthetics with minimum adverse environmental impacts. Transportation Policy 10: Encourage traffic reduction plans such as “park and ride” facilities, use of public transit, ride-sharing and staggered work hours for employees. Transportation Policy 7: Link pedestrian and bicycle paths to open space corridors, park and recreation facilities and to systems of adjacent jurisdictions. Transportation Policy 13: Increase aesthetics of the street environment through landscaping and streetscaping design. Transportation Policy 14: Encourage sidewalks, streets, and streetscapes to be pedestrian- friendly. Action Strategy 2. Promote environmentally efficient modes of transportation such as transit, HOVs, bicycling, and walking in order to minimize negative impacts on the environment. Three specific transportation policies support alternative transportation options in order to reduce traffic. Linking pedestrian and bicycle paths to parks, recreation, and open space corridors to adjacent jurisdictions will make these options more convenient and ideally, more usable as recreation and transportation options. Transportation Policy 7: Link pedestrian and bicycle paths to open space corridors, park and recreation facilities and to systems of adjacent jurisdictions. Transportation Policy 8: Encourage Homeowners Associations, citizen, and civic groups to develop and maintain neighborhood and citywide pedestrian and bicycle facilities. Transportation Policy 10: Encourage traffic reduction plans such as “park and ride” facilities, use of public transit, ride-sharing and staggered work hours for employees. Action Strategy 3. Evaluate and coordinate education and awareness programs that address transportation impacts upon the environment. At this time, the City has no specific transportation environmental education or awareness programs. This is an idea that should be considered for inclusion in the City’s transportation plan, which is currently being prepared by the Transpo Group, Inc. Action Strategy 4. Promote development of alternatives to actions that adversely impact the environment. All growth will increase travel on street systems. This will cause consequences to the street system. Encouraging alternative modes of transportation such as walking, bicycling, and public transit use will help with congestion. Level of Service standards as identified in KMC Chapter 4.12 Project Concurrency, establish the baseline for determining potential impacts. Two alternatives to meet transportation concurrency can be approved by the City Engineer. They are identified as amending the application to reduce the need for capacity improvements Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Transportation Technical Document 68 for transportation facilities to maintain the adopted level of service or arrange to provide capacity for transportation facilities that is not otherwise available. Action Strategy 5. Coordinate with local agencies in identifying and mitigating the effects of the transportation system on sensitive areas. Transportation proposals that are located in or adjacent to a critical area will be reviewed through KMC Chapter 18.63 Critical Areas. They will also be reviewed through SEPA, at the local level, and other State and Federal environmental reviews. Within the shoreline area, environmental review will be coordinated through KMC Chapter 18.66 Shoreline Management. The Benton-Franklin Clean Air Authority reviews projects for air quality impacts. Critical Areas & Shorelines, Goal 3: Regulate or mitigate activities in or adjacent to critical areas or the shoreline to avoid adverse environmental impacts. Action Strategy 6. Promote the preservation of agricultural lands and open spaces and the conservation of fish and wildlife habitat. The City is currently eliminating the parcels zoned Agricultural within the City limits. Open space corridors have been identified and are addressed in the Comprehensive Plan, Land Use Element - Urban Area section of the Technical Document. Goal 3 of Urban Areas indicates the City is committed to increasing the amount of open space, parklands, green belts, and trails, as development occurs to increase natural lands within the City. Urban Area Goal 3: Add parkland, open space, recreational trails, and green belts as the City develops. Regulation and mitigation of critical areas, including fish and wildlife habitat areas, is addressed in KMC Chapter 18.63 Critical Areas. Specific regulations for conservation of fish and wildlife habitat areas are contained in KMC Section 18.63.60 Fish and Wildlife Habitat Conservation Areas. Critical Areas & Shorelines, Goal 3: Regulate or mitigate activities in or adjacent to critical areas or the shoreline to avoid adverse environmental impacts. Action Strategy 7. Promote consistency with environmental rules and regulations. State Environmental Policy Act (SEPA) regulations are contained in KMC Chapter 4.08. Growth Management Act environmental goals and policies are incorporated throughout the Comprehensive Plan and are used when reviewing project applications for consistency with the Plan. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 82 In 2008, the total population the City has served with its capital facilities is 67,871, which includes areas within the UGA. The per capita demand for capital facilities is .0076 acre. This figure is derived by dividing 525 acres of developed capital facility land by the population figure of 67,871. Using the same per capita ratio in Table-11, a 20-year additional population of 23,235 (91,106 - 67,871) to be served with capital facilities from 2008 to 2027 would require an additional 177 undeveloped acres of land. The 2007 land use table indicates there are 93 acres of undeveloped land identified for capital facilities. Using this ratio of land to population indicates that at the rate of current use, there is an additional need of 84 acres of land for capital facilities. DEMAND FORECAST AND FACILITIES REQUIREMENT Demand for public facilities is primarily identified based on the population forecast. The established Level of Service is multiplied by the projected population in order to quantify the demand. Availability of land and financing are the two major variables for public facilities. The City has been historically successful in securing resources in order to meet the major capital facilities need for the community. The overall requirement of facilities to support the forecasted growth, such as water, and sewer are discussed in the following sections. WATER The City’s demand forecast for water has been based on the population projection as indicated in the Water System Plan. The service area takes the entire Urban Growth Area (UGA) into account while projecting the population. For planning purposes, the service population figure of 75,828 is used for the year of 2015 in Kennewick Water System Plan completed in 2009. Existing and proposed land designations determine the activities and the resulting required water needs that must be available to accommodate growth and allow development to occur. Water needs vary based on the types of residential development, and are different for commercial and industrial areas, schools and public facilities. Approximately 53% of the Kennewick Water Utility service area is residential development, 10% is designated as commercial and 3% is designated as industrial. Parks, schools, other public facilities, open space, agriculture, and right-of-ways compose the remaining 34%. The demands in residential areas are based on the type of housing; single family or multi-family, with an important variable being if irrigation service is provided to the customer. Needs for commercial, industrial, schools, and other public facilities are determined using a formula of gallons per day per 1,000 square feet of building size. Park demands are determined using the size of the park in acres. These figures are influenced by the seasons, with summer water usage almost consistently double that of winter. Presently the average daily water use is 10.0 million gallons within the Kennewick service area. Projections of future needs indicate an average daily demand of 13.5 million gallons by the year 2015, with 19.2 million gallons needed by 2029. Kennewick has obtained water rights from the Washington State Department of Ecology in five separate certificates. The total annual water right currently is 16,200 acre-feet that convert to 14.46 mgd of average daily demand. The City would reach the current water rights in the year 2031 given continued growth trends and no additional major industrial demand increases. Table 16: Projected Annual Demand for Water Year Projected Service Population Annual Demand mgd Acre feet per year 2015 75,828 13.53** 15,164** 2021 83,117 15.64** 17,527** 2025 88,361 17.44** 19,541** Includes major industrial demands that were projected in the current Water System Plan. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 83 PROPOSED FACILITIES The City recently completed an expansion of the water source capacity in order to respond to the expected growth projections. The capacity of the Water Filtration Plant was increased as part of rehabilitation project that replaced the original filter basins with a membrane filtration system. The plant is now capable of producing 15 mgd. The City’s source capacity has been increased from 21.5 mgd to 30.0 mgd, which is approximately 80% of the 2010 peak water demand. The Quad-Cities water right permit will provide the region with the development of an ultimate water right of 178 cubic feet per second or 96,619 acre-feet per year through the year 2051. Following table indicates proposed facilities for storage and distribution system improvements through the year 2018. Table 17: Proposed Storage and Distribution System Improvements Reservoir – New and Upgrades Location Zone 4 – Additional 3 M gallons East of Thompson Hill Booster Stations Zone 5 - New Thompson Hill Source: Kennewick Water System Plan; pg. 9-3 and 9-4 Water Conservation Goals and policies in the Kennewick Comprehensive Plan calls for best management practice in terms of water use which incorporates water conservation measures. Water conservation can help reduce overall water usage and peak production needs. The City has implemented a conservation program since 1994. The program is a combination of maintenance and awareness. It includes leak detection, routine reservoir leak testing program, large meter testing program, unmetered water reporting, and meter repair/ replacement program. This program has been very effective in reducing overall water use and as of 2010 has saved a total of 51.9 Mcf. Reduction in water usage can also be attributed to heightened water conservation awareness through local publicity of Endangered Species Act listings and related environmental efforts on the Columbia River. The 2001 and 2005 drought in this area could also have forced many people to be more aware of how they use water and to use it more wisely. The City continues to raise awareness through outreach and education programs such as distributing brochures and using the web page. SEWER Wastewater flows follow domestic water demands in a cyclic pattern throughout the year, although not to the extremes of the water demand. Wastewater flows increase in the Spring and peak at the end of the irrigation season when groundwater levels are highest. They decline again in the fall as water demands decrease. Table 18: Comparison of Water Demand to Wastewater Flow Projections Year Domestic Water Projection Average Day Demand (mgd) Wastewater Flow projection with I/I (mgd) 2015 13.63 7.30 2025 17.47 8.82 The existing sewered population is estimated at 85 percent of the Service Area population. The sewered population percentage is projected as 88 percent in 2015 and 100 percent in 2055. The Service Area population is projected to grow at 1.01 percent per annum for the period 2025 to Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 84 2055. Build-Out population anticipates that all land area within the 50-year Service Area would be fully developed. Build-Out is not anticipated to occur until the year 2085 or later. Table 19: Planning Area Population Projections for Sewer System Year Planning Area Population Sewered Population 2010 2017 (10 year) 2027 2057 (50 year) Build-Out 70,844 78,635 91,106 130,305 213,300 64,762 70,760 85,856 130,305 213,300 The City is planning to complete an upgrade to its wastewater treatment plant in 2009. This upgrade will improve the plant’s influent screening system, waste pumping facilities, and will construct an additional intermediate clarifier. The plant improvements will improve reliability and reduce ongoing maintenance for these critical plant processes. The plant’s treatment capacity room is 12.2 million gallons per day. The Arrowhead & Jefferson sewage pump station is planned to be upgraded to a submersible pump station in the year 2012. The Sewer System Plan also accounts for the service area expansion for 2017, and 2027. STORM WATER Kennewick Comprehensive Stormwater Plan addresses existing and future drainage infrastructure needs throughout the City. Needs have been identified in two area of concern, system deficiencies in capacity, and water quality concerned related to aquifer recharge. System deficiencies have been identified based on hydrologic and hydraulic modeling to identify areas where existing system may be undersized for future flow conditions. Areas of water quality concerns identifies high risk areas and methods for retrofitting and decommissioning existing drywells. Recommendations for Best Management Practice include: source control, infiltration facilities, retention facilities, filtration, catch basins, detention facilities, and oil/water separator. Source control includes policies in the Storm Water Plan to raise awareness, public involvement and public education. Industrial and commercial property owners should be required to protect potential pollutant sources from rainfall and stormwater runoff. Other recommended updates include overall management, cleaning frequency of the infiltration facilities in the aquifer zone and street cleaning program. In the infiltration facilities, direct inlets without using a collection sump, catch basin, or sedimentation facility should be avoided. Retention facilities have been and will continue to be the preferred form of treatment for the City with a requirement for developers to retain entire 10 year post-developed storm event for the project area. Following is a list identifying required improvement programs: Conveyance Improvement • N. Edison Storm Drainage Improvement • W. Columbia Dr. & N. Garfield St. Drainage Improvement Water Quality Improvement • Aquifer recharge Zone Drywell Retrofit • W. Columbia Dr. Drywell Retrofit • W. Kennewick Ave. Drywell Removal • S. Vancouver St. and W. 10th Ave. Drywell Removal Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 85 • S. Ely St. & W. 10th Ave. Drywell Removal • Vista Way Drywell Removal • W. 27th Ave. & Hwy 395 Drywell Removal & Facility PARKS & RECREATION According to the 2006-2012 Comprehensive Parks and Recreation Plan, goals for the acquisition of new park land are desired at the basic ratio of 3 acres per 1,000 population. This figure does not include open land used for schools, golf courses, and open space which is left in its natural state. At this desired ratio, 181 acres of park land would be needed for an existing urban area population of 62,520 and 257 acres of park land would be needed in 2025 for the projected urban area population of 85,541. The total area of the 26 developed parks is 558 acres. Without Columbia Park the total area is 210 acres. Although the City has adequate number of total parkland currently available, there is a shortage of facilities at the neighborhood level on the west side of the City. Some planning and developments are in progress, and some acquisition has occurred to fill the need. An additional consideration in choosing land for park sites is the goal of locating City parks adjacent to schools in order to get the maximum benefit from each facility. The City’s Parks and Recreation System provide parkland based on park neighborhood districts. As the City expands with annexations and new developments, parkland must be made available in each district. If suitable land for parks is not available, such as for infill proposals like short plats or small subdivisions surrounded by developments, park fees in lieu of actual parkland dedication are assessed. These fees are paid to the City to be used in the individual park districts, and are determined by using a formula based on the total number of dwelling units being proposed, the market value of the land involved, and the family size in the zoning district. The official guideline for this is one acre per 334 people in the subdivision, based on the average population per dwelling unit as shown in the Comprehensive Plan. Currently, two park developments to the west of US-395 are taking place; Hansen Park and the Southridge Sports Complex in the Southridge sub-area. Hansen Park is located at the intersection of Columbia Center Blvd. and W 10th Ave. This 25-acre park site at full development would meet the needs of the 4W park district. The Southridge Sports Complex is a 52 acre site that at conclusion of the initial construction phases will include nearly 42 acres developed and another 10 acres to be developed at a later time. The Southridge Sports Complex will meet the needs of the 6W park district. A linear park along Hildbrand Boulevard in the Southridge sub-area is proposed to be approximately 4 miles long and 30 ft wide along Hildebrand Road. It is scheduled to be developed in phases with the development of the Southridge area and Hildebrand Road in the next 25-year timeframe. The Southridge Sub-Area Plan also indicates the need for another 25 acres of park in this area. These park developments would meet future and some existing demand in these park districts. Table 20: Summary of Sports Facility Needs Facility Existing Inventory Current Need Year 2012 Need Senior Baseball Fields 16 23 28 Youth Baseball/ Softball 53 46 57 Softball Fields 18 20 24 Soccer Fields 29 35 41 Football Fields 26 16 20 Tennis Courts 45 23 28 Public Indoor Pools 0 6,580 sq. ft. 14,260 sq. ft. Courts (Gymnasiums) 36 39 47 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 86 FIRE AND EMERGENCY RESPONSE Demand for services naturally increases as the population and land area increases; resulting in more buildings, open undeveloped properties and risks of all types. Other factors that also impact the supply and demand for quality services include legislative, personnel, water supplies, equipment, and insurance ratings. The 5-minute service area shown in the attached map indicates certain areas to the southeast and southwest of the City that are not covered. The City should improve the service in these areas to help cover the 5-minute level of service response time. Some ways that would help the level of service in these areas are as follows: a. Improve the transportation system (especially in the least served areas). The transportation system has a direct effect on the LOS of Fire and Emergency Medical Services (EMS), and in order to keep response times to a minimum, the Department depends on an efficient and well-maintained transportation system. b. Evaluate existing fire station’s locations and add new fire stations. This will help to reduce and optimize the service distance between each, and will allow the Department the means to meet the Council’s service delivery goals for fire and emergency medical service that were set in 2007. Proper planning of future and existing street networks in conjunction with fire station placement will reduce the need for unnecessary additional stations that would be needed to reduce response times. As state and local legislation require more installation of fire detection, fire alarm, and fire extinguishing systems, fire protection service delivery should remain relatively constant compared to growth. However, this will also increase service demands on Department personnel, as fire detection and suppression systems must be inspected and regulated in accordance with City and State laws for the life of the building. Personnel needs are dictated by the tasks involved to safely fight fires, perform rescues, or run ambulances. Three person firefighting teams are the standard for the Department, but are less desirable than a four-person crew. The same applies towards rescues requiring ambulance responses. Funding and training is typically the final determination in staffing level of services. Changes in firefighting specialization will affect training and staffing requirements. As of 2014, the City of Kennewick Fire Department’s staffing level was .99 fire personnel per 1,000 population. The national average is 1.32 firefighters per 1,000 population. The City’s water supply capability plays a large role in the cost of annual insurance premiums for residential and business owners. The Washington State insurance grading system evaluates our municipal water system pertaining to sustained capacity and storage quantities available for suppressing fires (known as “fire-flow”). The availability of an adequate water system is critical in determining the capability of a community’s firefighting ability. Fire insurance ratings are determined by a quasi-state agency known as the Washington Surveying and Rating Bureau. The Bureau evaluates the capacity to receive, control, and deal with fire emergencies. Fire insurance premiums are determined from the insurance class for the area. Kennewick currently has a Class 4 insurance rating. The rating schedule has ten ratings with one being the best and ten being no fire protection available. Some basic factors in evaluating a water system are the style and type of hydrant, location of the hydrant, water pressures, size and age of water mains, pumping capability, and requirements for pumping versus gravity feed, water storage capability, and the overall maintenance and reliability of the system. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 87 Firefighting apparatus and equipment are traditionally composed of pumping engines, aerial ladders, and rescue vehicles. The Kennewick Fire Department has four fire engines, one quint (pumper/aerial), one reserve engine, two wildland engines, five ambulances and seven command/support vehicles. The total replacement cost of the apparatus is $6 million. Funding must be available for replacement and constant maintenance. PROPOSED FACILITIES The distribution or spacing of fire stations involves geographically distributing first due resources for all risk initial intervention. These station locations are needed to assure rapid deployment to minimize and terminate routine emergencies. Distribution can be evaluated by the percentage of the jurisdiction covered by the first-due units within adopted public policy service level objectives. To meet adopted service level objectives the following future station locations are recommended. The City Council has approved funding to purchase property for a new fire station at 6004 W 10th Ave. A new fire station at this site should be considered for construction before the end of 2014. Several Benton County Fire District 1 fire stations will be closing, due to annexation of County lands within the UGA over the next few years, which will put a significant service demand on the City Fire Department. Over the next 5 to 10 years, the City should be looking at two additional stations; one in the Southridge area near the proposed Center Park Way and Hildebrand roads on land to be obtained through a developers agreement and one at the southeast end of the city somewhere between 27th Ave, Gum St, Oak St. and 45th Ave. Land should also be jointly secured between City of Kennewick and within the area of 27th and Gum St. in 2011 for a future jointly operated fire station. . It would also be wise for the city to secure land for near Ridge Line Drive and 10th Ave for future city facilities to include 2 acres for future fire department needs. POLICE AND LAW ENFORCEMENT As populations and land area increase, demands for all governmental services, including police services and protection naturally increase. Provision of police protection to any urban area is dictated by established standards at the federal, state, and local levels. The Kennewick Department Policies and Procedure Manual attempts to conform with established standard of the Washington State Sheriff's and Chief's association. Currently, the ratio of commissioned law personnel per 1,000 population in Kennewick is 1.22 to 1,000. There are several methods to determine the ideal number of commissioned personnel to most effectively service a community, but the ratio method is the most common. In 2013 the state-wide average was 1.53 officers per thousand. Kennewick will need to hire 25 additional officers to achieve the 1.53 average per thousand population. There is a direct correlation between the number of patrol officers available and the percentage of time spent on "operational labor". The most recent evaluation of officers' time found that over 40% of our officers' time is spent on "operational labor." Each additional officer added to the force reduces this figure by about Time needed to conduct follow-up investigations and detective activity is not as clearly defined and measured, since jurisdictional priorities and individual agency practices impact these activities. Nevertheless, the number of open cases and the average age of such cases can be used to determine the adequacy of detective workloads. Unlike fire responses, there are no established guidelines for police response times. Actual response times range from a few minutes to hours. Equipment must also be purchased and maintained in order to be constantly operational. Normally, patrol cars are replaced every three years. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 88 SCHOOL Demand for school facilities are created by two non-local variables; an increase in the total school-age population, and state requirements regarding school size and capacity. During the 15-year period from 1983 to 1998, the official population of Kennewick increased by 41%, from 35,700 to 50,390. The following table shows the increase in school age children during the same timeframe and up until 2004/2005. Table 21: School Enrollment SCHOOL YEAR 10/1 ENROLLMENT SCHOOL YEAR 10/1 ENROLLMENT 1982-1983 10,698 1994-1995 13,125 1983-1984 10,406 1995-1996 13,440 1984-1985 10,464 1996-1997 13,666 1985-1986 10,758 1997-1998 13,747 1986-1987 11,087 1998-1999 13,823 1987-1988 11,074 1999-2000 13,823 1988-1989 11,093 2000-2001 13,914 1989-1990 11,396 2001-2002 14,174 1990-1991 11,603 2002-2003 14,480 1991-1992 12,129 2003-2004 14,686 1992-1993 12,623 2004-2005 14,776 1993-1994 13,001 2005-2006 tba State guidelines for school capacity is approximately 500 students per elementary school, 800 students per middle school, and 1,500 students per high school. The minimum acreage for elementary school sites is five usable acres, plus one additional acre for every one hundred students or portion thereof. An additional five usable acres must be added to this if the school contains any grade above grade six. Local guidelines for acreage are 15 acres for elementary, 30 acres for middle schools, and 50 acres for high schools. State assistance in the construction of school facilities is based on 90 square feet per student for K-6, 117 square feet per student for grades 7-8, and 130 square feet per student for grades 9-12. There is an additional allowance of 144 square feet per handicapped student. In order to identify demand, the School District completes a five-year projection for school going age cohorts based on the number of births and current enrollments within the District. Once the projection is done, the District becomes eligible for state matching construction funds when the projection indicates allowable student population for a new school. The School District therefore, offers services after the growth occurs, rather than prior to or concurrently with growth. It is the policy of the City and the School District to locate public schools to be easily and safely accessible within a neighborhood. The service radius for elementary and middle schools is one mile. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 89 FINANCING PLAN OVERALL BUDGET Like most cities in Washington State, the City of Kennewick continues to deal with significant ongoing budgetary challenges. The recent national recession, coupled with the ongoing impacts of citizen initiatives and unfunded mandates resulted in a challenging 2011/2012 biennial budget process. In response to these challenges, the city began the process of implementing a “budgeting by priorities” model designed to better focus its limited resources on priority programs. As a result, there is a strong emphasis on economic development efforts and Council’s involvement in capital project prioritization in order to assure the resources are focused on achieving the Council’s and the community’s vision and goals. BUDGET REVENUE SOURCES The City of Kennewick’s total adopted budget for 2011/20122015/2016 biennium is approximately $265 $276 million. The revenue for the City comes from various taxes, license and permit fees, intergovernmental revenues, charges for services, fines and forfeitures, miscellaneous revenues, and other financing sources (i.e. interfund transfers). Tax revenue includes sales and use tax, property tax, utility tax, gambling excise tax, gas tax, admission and leasehold tax, and real estate excise tax. Sales tax is the single largest revenue source for the City’s total and operating budgets. Most retail sales within the City of Kennewick are subject to an 8.3%8.60% sales tax. The majority of this tax goes to the state (6.50%) with the remainder being distributed to the City of Kennewick Benton County Ben Franklin Transit Authority and Criminal Justice and Public Safety The projected sales tax receipts for the City during the 2011/20122015/2016 biennium are $30.9$39.4 million. Of this amount, $21.4$29.4 million is used to support operating fund services with the remainder being used to fund capital improvements. Property taxes levied on Kennewick residents are actually distributed between several governmental entities. In fact, only 20 19 cents of every dollar city residents pay in property taxes comes back to the City as revenue. The majority of the property taxes paid by residents go to support public schools The general operating budget receives 9193% of the property tax revenue with the remaining 57% being allocated to the Debt Service Fund to service the 1996 Library Construction Bonds, the Local Revitalization Program for capital projects in the City’s Southridge area and the Firemen’s Pension Fund to support pre-LEOFF firefighters’ retirement. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 90 Property Tax 9% Sales Tax 13% Utility Tax 10% Other Taxes 3% Licenses and Permits 1% Intergvt'l 7% Charges for Services 24% Fines and Forfeitures 1% Misc Revenue 3% Interfund Transfers 11% Other Funding Sources 7% Beg Fund Bal 11% 2015/2016 Adjusted Budget Table 22: Revenue Sources for 2015/2016 Revenue Sources Amount Percentage of Total Adjusted Budget Property Tax $24,916,506 9% Sales Tax 35,645,700 13% Utility Tax 27,552,358 10% Other Taxes 9,768,001 3% Licenses and Permits 3,834,500 1% Intergovernmental 18,658,827 7% Charges for Services 67,213,168 24% Fines and Forfeitures 2,780,600 1% Miscellaneous Revenues 7,845,062 3% Interfund Transfers 29,220,343 11% Other Funding Sources 18,670,229 7% Subtotal Revenues: 246,105,294 89% Beginning Fund Balance 30,670,542 11% TOTAL 276,775,836 100% BUDGET ALLOCATIONS The 2015/2016 budget allocates $68,069,396 for capital projects, which is about 24.59% of the City’s total budget. This total includes the Arterial Street Fund, Urban Arterial Street Fund, and the Capital Improvement Fund. The total general operating fund is $94,916,285, which is 34.29% of the total budget for the biennium. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 91 General Government 34% Capital Projects 24% Enterprise & Internal Service 27% Debt Service 5% Special Revenue 8% Fiduciary 2% Budget Allocation 2015/2016 Table 23: Budget Allocations for 2015/2016 Allocated Area Adjusted Budget Percentage General Governmental 94,916,285 34% Capital Projects 68,069,396 24% Enterprise and Internal Service 74,833,488 27% Debt Service 12,855,100 5% Special Revenue 21,227,400 8% Fiduciary Trust 4,874,167 2% TOTAL 276,775,836 100% CAPITAL FACILITIES BUDGET The Capital Improvement Program for 2015-2020 has been prepared in conjunction with the 2015/2016 Biennial Budget and is reflected in the budget document. SOURCES OF REVENUE Sources that have greater potential to fund the capital projects in Kennewick are discussed in the following section. Primary funding sources for capital projects are: • Taxes; optional sales tax, real estate excise tax • Intergovernmental revenue and grants; TIB, RCO, STP, CDBG grant etc. • Low interest loans; PWTF, etc. • User fees/ charge for services; park impact fees, water and sewer area charges. • Interfund Transfers; such as transfers from general fund. • Bonds Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 92 Revenue for 6 year Capital Improvements Beginning Fund Balance 16% Other Taxes 5% Real Estate Excise Tax 6% Optional Sales Tax 16% Grants 13% Charges for Services 11% Misc 3% Interfund Transfers 20% Bond Proceeds 9% Other Sources 1% Table 24: Revenue for 6-yr Capital Improvements Actual 2013/2014 2015 2016 2017 2018 2019 2020 Beginning Fund Balance 16,493,394 $ 8,259,245 $ 5,562,843 $ 5,973,989 $ 5,300,255 $ 2,228,319 $ 2,686,039 $ Taxes 14,094,425 6,954,500 6,989,469 7,098,500 7,095,500 7,247,500 7,381,500 Intergovernmental 13,859,171 6,744,507 - 1,953,700 937,500 437,500 437,500 Charges for Services 7,443,851 2,979,463 2,946,818 4,256,237 4,302,652 4,602,639 4,637,238 Miscellaneous 3,128,075 972,674 485,076 791,046 494,047 297,078 300,139 Interfund Transfers 14,144,680 6,220,340 4,146,491 5,313,800 5,248,700 5,119,000 5,105,000 Other Sources 6,259,380 6,085,860 251,750 11,088,780 2,245,779 14,542,748 7,239,687 Total Revenue 58,929,582 29,957,344 14,819,604 30,502,063 20,324,178 32,246,465 25,101,064 Total w/ Beg Fund Balance $75,422,976 $38,216,589 $20,382,447 $36,476,052 $25,624,433 $34,474,784 $27,787,103 Projection FUND DETAILS The 2015/2016 Budget summarizes the allocation and expenditure of capital projects fund in five major areas. Table 25: Allocations of Capital Facilities Fund Fund area Allocation Percentage of the total Arterial Street $ 1,600,000 3% Urban Arterial Street 11,450,000 22% Capital Improvement 29,615,898 56% Stormwater 2,712,103 5% Water & Sewer 7,658,192 14% Total $53,036,193 100.0% Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 93 Arterial Street Fund This fund accounts for pavement preservation and continued development of the arterial street system within the City. Revenue sources are federal and state grants as well as transfers from other capital funds. STP competitive – Funded from 1993 ISTEA, continued in 1998 by TEA 21, in 2005 by SAFETEA-LU and in 2012 by MAP-21, these funds are available on a competitive basis from the State through our local MPO via both Regional and Statewide Competitive Programs. Urban Arterial Street Fund Urban Arterial Program (UAP) – This is a State grant program through the Transportation Improvement Board. Priority is given to projects that score well in safety, mobility and/or economic development. The Olympia Street, Edison Street Widening, S. Gum Street, and Steptoe Phase 3 Projects are all partially funded by UAP grants. STP competitive – same as Arterial Street Fund above. Steptoe Street Phase 2 and Olympia Street are funded by a combination of STP and UAP funds. Other STP Grants include Metaline Widening, Clearwater, and Columbia Center Blvd. Overlay. The Capital Improvement Fund This is used for expenditures incurred for the acquisition or construction of major capital assets and the development of City parks that are not identified with other capital funds. The funding for this fund comes from a portion of the City’s optional local sales tax that has been designated for capital improvements, real estate excise tax, state and federal grants (IAC Grants, SDBG Grants), Public Works Trust Fund (PWTF) loans, contributions and allocations from other funds, Parks Reserves and Recreational Trails and Paths Fund, and impact fees. Optional Sales Tax is locally levied and distributed by the state to each city on the basis of collection in each jurisdiction. State law authorizes up to 1/2 of If both the County and the City are levying the optional sales tax, the City must allocate 15% of the amount it receives to the County. The Kennewick City Council has designated a major portion of the City’s optional sales tax proceeds to the Capital Improvement Fund for its capital improvement program. Approximately $4,400,000 per year of optional sales tax is projected. A portion of this amount has been dedicated to pay for debt service on Public Work Trust Fund Loans, bonds issued for the City’s Police Station, the City’s 2003B Bond Issue, the City’s Limited Tax GO Bonds for the Local Revitalization Funding and the City’s new Fire Station GO Bond. Additionally, a portion is allocated under Council policy to fund public safety vehicle and apparatus replacements and Public Works equipment and vehicle replacements. The remaining amount is dedicated for priority projects from the city’s capital improvement program. Real Estate Excise Tax: The state authorizes a tax of 1.28% on the sale of all real estate. In addition, RCW 82.46 authorizes cities, to assess an additional tax on real estate sales of 1/2%. The first ¼% tax must be spent for capital projects listed in their Capital Facilities Plan. A second ¼% may also be levied by cities planning under GMA and must be used for capital projects as defined in RCW 83.46.035. In Kennewick, the real estate excise tax is levied on all sales of real estate, measured by the full selling price, including the amount of any liens, mortgages, and other debts given to secure the purchase. The state levies this tax at the rate of 1.28% and the City levies an additional 0.5% for a total levy of 1.78%. The City Council has dedicated this funding source for the city’s capital improvement program (as allowed by state statute). Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 94 The Washington State Public Works Trust Fund (PWTF) offers low interest loans to eligible local governments for public works projects. The City has used this program for projects water line improvements, and comprehensive street system improvements. The annual debt service on these loans is approximately $470,000. Impact Fees: City of Kennewick only imposes park impact fee to the new developments. Park fees in lieu of parkland dedication are collected when the property is subdivided or improved for residential purposes and has inadequate acreage to meet the park needs in the neighborhood. These fees are used for the acquisition or development of park and recreation facilities within the designated park service area for which the fees are imposed. The fee requirement is based on the established level of service and formula that uses the proposed dwelling units, population per household based on the Comprehensive Plan, and the current market value of the property to be subdivided or improved. Impact fees and user fees are being used for park and other areas such as road construction and maintenance, water and sewer improvement, etc. The Stormwater Fund This accounts for the city’s storm drainage maintenance and construction activities. Sources of revenue include customer utility charges, operating and capital grants, and state revolving loans. The Washington State Clean Water Revolving Fund offers low interest loans to eligible local governments as part of the Clean Water Act. The fund provides low-cost financing for a wide range of water quality infrastructure projects. The City has used the funding for a Kennewick Sustainability WWTP project, a Wellhead Area Retrofit project and an LID and demo project. The Water and Sewer Fund This accounts for all revenue derived from and expenses incurred in the operation and maintenance of the City’s water and sewer utility. All activities related to the production, treatment, storage and distribution of water, and collection, treatment and disposal of sewage are accounted for in this fund. Sources other than the water and sewer fees might include PWTF, SRF, revenue bonds, interfund loans and grants. The Drinking Water State Revolving Fund offers low interest loan to eligible local governments to install, upgrade, or replace infrastructure to continue to ensure the provision of safe drinking water. The City has loans for the Advanced Water Treatment Facilities and for Ranney Wells. The City also has a low interest loan from the State Revolving Fund that it used to upgrade the Wastewater Treatment Facility. Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 95 Street Reconstruction 20.4% Street Overlays 5.7% Street Lights/Signals 1.6% Miscellaneous 32.6% Other Street 3.8% Storm Drainage 3.4% Water/Sewer 7.8% Land & Facilities 9.1% Ending Fund Balance 11.3% Park Development Debt Service for Capital 3.8% Expenditure for 6 year Capital Improvements MAJOR FACILITIES PROPOSED In this section, major capital projects have been listed based on their long-term impacts on the growth and economy of the community. This listing mainly includes projects planned within 2015/2020 that are conducive of new developments such as availability of water, sewer, parks and recreation, police, and fire facilities. This project list does not include street projects. All street projects are discussed in a greater detail in the “Transportation” section under Infrastructure of the Comprehensive Plan. Table 26: Expenditure for 6-yr Capital Improvements Actual 2013/2014 2015 2016 2017 2018 2019 2020 Street Reconstruction $16,366,709 $10,462,000 $350,000 2,527,000 $ 675,000 $ 675,000 $ 650,000 $ Street Overlays 1,880,000 1,251,900 1,751,900 1,916,900 1,916,900 2,001,700 2,001,700 Street Lights/Signals 2,032,170 451,800 401,800 403,900 463,900 463,900 463,900 Other Street 1,817,851 1,931,801 75,000 100,600 100,600 115,000 364,400 Storm Drainage 659,408 1,780,000 - 150,000 150,000 150,000 150,000 Water/Sewer 21,729,592 2,705,400 1,442,000 15,791,875 9,576,875 11,626,875 11,926,875 Land & Facilities 1,803,706 4,145,200 695,423 225,400 496,100 7,247,200 258,800 Park Development 364,884 264,000 30,000 730,000 760,000 30,000 30,000 Debt Service for Capital 1,342,956 1,002,806 1,040,045 908,296 901,179 691,402 247,115 Miscellaneous 19,166,455 8,658,839 8,622,290 8,421,826 8,355,560 8,787,668 8,767,068 Total Expenses 67,163,731 32,653,746 14,408,458 31,175,797 23,396,114 31,788,745 24,859,858 Ending Fund Balance 8,259,245 5,562,843 5,973,989 5,300,255 2,228,319 2,686,039 2,927,245 Grand Total $75,422,976 $38,216,589 $20,382,447 $36,476,052 $25,624,433 $34,474,784 $27,787,103 Projection Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 96 Table 27: Major Facilities Proposed for 2015- 2020 Facilities Description Funding Sources Timeframe Water and Sewer UGA Water & Sanitary Sewer Extensions Provides for design and development of the routing of water and sanitary sewer lines to the UGA Expansion area south of I-82. Capital Improvement Fund 2015-2016 E. 23rd Ave & Gum St Sewer Lift Station Improvement This project will replace the existing wet/dry lift station built in 1976 with a more efficient submersible style pump lift station and monitoring system. Water and Sewer Fund – PWTF Loan 2015-2017 Zone 2 Transmission Main This project will install a water transmission main between the Golf Course Booster Station and the 10 million gallon Kellogg water reservoir. Water and Sewer Fund 2015-2016 W. Metaline Water & Sewer Improvements Replace existing undersized 6” AC water main and add sanitary sewer main to serve areas currently without sewer. Water and Sewer Fund 2015-2016 Wastewater Treatment Plant Upgrades Replacement of UV disinfection system, add backup power for UV system, effluent lift station for lagoon sludge, headworks bypass and aeration upgrade to HRT. Water and Sewer Fund 2015-2020 Zone 5 Reservoir Transmission Main Complete the transmission main between Canyon Lakes Zone 5 Reservoir and Thompson Hill Zone 5 Booster Station. The pipe provides redundancy and capacity in our water system to support water services to the Southridge & Canyon Lakes development areas and the future UGA growth are south of I-82. Water and Sewer Fund 2015 Biosolids Removal Remove biosolids from lagoon #2 which is at capacity requiring removal of biosolids to return it to proper operation. Water and Sewer Fund 2017 Parks Hansen Park Improvements to the newly development Hansen Park. Capital Improvement Fund 2015 Fire New Fire Station 65 6400 W. 10th. Design and construction of a new Fire station. GO Bond 2015-2016 Replace Fire Station 63 Design and construction of a new Fire station. Bonding or Capital Improvement 2019 Remodel Fire Station 61 Design and construction Bonding or Capital Improvement 2019 Future Fire Station 66 Southeast Kennewick Design and construction of a new Joint Agency Fire station. Bonding or Capital Improvement 2021 Exhibit A-1 ---PAGE BREAK--- INFRASTRUCTURE City of Kennewick Comprehensive Plan Capital Facilities Plan Technical Document 97 Facilities Description Funding Sources Timeframe Future Fire Station 67 Southridge area of Kennewick Design and construction of a new Fire station Bonding or Capital Improvement 2022 IMPLEMENTATION ESTABLISHING PRIORITIES AND PHASING In order to implement the Capital Facilities Plan, Kennewick established priorities for the projects based on the forecast of where major growth would occur in the next 20 year. Currently the City’s water, sewer and transportation plans are geared towards the priority areas. The selection and prioritization of capital improvement projects included in the Capital Facilities Plan is ultimately based on City Council approval. The plan is recommended to the full City Council by the Council Infrastructure Sub-Committee, which consists of three council members and is led by city staff. The Committee’s recommendation represents a consensus of the Committee and is based on a thorough review and prioritization of potential projects and the capital program as a whole. This process identified priority areas for the City for the 2013/2014 biennium. Appropriation of funding for capital projects during the biennial budget and CIP process is a major tool for Capital Facilities Plan implementation. The major project list above indicates the priorities for some capital projects. Projects are phased based on the available funding, and degree of necessity which eventually establishes the priority list. REASSESSMENT GMA requires the Land Use Element to be reassessed periodically. Kennewick’s Capital Facilities Plan will also be updated based on the reassessment of the Land Use Element of the Comprehensive Plan. The purpose of this requirement is to ensure that adequate facilities are available at the time any major land use changes are implemented. If the anticipated funding for needed capital facilities falls short, the reassessment of the Land Use Element should determine what changes are practical and needed to be made. Kennewick’s Land Use Element and Zoning Code in the policy section establish the procedure and criteria for reviewing the Land Use Element and all other elements of the Comprehensive Plan. The City is currently consistent with the growth and facilities demand. Following measures are used for monitoring and reassessment: o Re-evaluate the land use plan in the annual Comprehensive Plan Amendment process o Periodic GMA Comprehensive Plan update every 7 years o The biennial CIP and budget process o Annual CIP budget monitoring reports with quarterly updates o The Transportation Improvement Program (TIP) o Periodic Water and Sewer Plans update o Concurrency requirement in the development review process Strategy for 20-year includes: o Establishing the 20 year UGA o Plan to serve the UGA in the next 20 years o Revisit the Capital Facilities Plan every 7 yrs Exhibit A-1 ---PAGE BREAK--- Exhibit A-2