prepared for KANSAS CITY MISSOURI

ARTERIAL STREET IMPACT FEEPHASE ONE: NORTH SERVICE AREA

prepared for KANSAS CITY, MISSOURI

prepared by

withHNTBTaliaferro & BrowneCooper Consulting

September 2000

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Kansas City, MO\Arterial Street Impact Fee Study: North Service Area September 26, 2000 , p. i

Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Current Developer Exactions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Service Areas and Benefit Districts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Service Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Impact Fee Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5Major Road System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Existing Deficiencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Cost per Service Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Revenue Credits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Net Cost per Service Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Travel Demand Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Maximum Fee Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Appendix Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

List of Tables

Table 1: DEVELOPMENT BY BENEFIT DISTRICT, 1990-1998 . . . . . . . . . . . . . . . 4Table 2: MAXIMUM DAILY CAPACITY AT LOS D . . . . . . . . . . . . . . . . . . . . . . . . . 8Table 3: EXISTING DEFICIENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Table 4: COST PER VEHICLE-MILE OF TRAVEL . . . . . . . . . . . . . . . . . . . . . . . . 13Table 5: STATE AND FEDERAL FUNDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Table 6: TAX INCREMENT FINANCING CREDIT . . . . . . . . . . . . . . . . . . . . . . . . 15Table 7: DEBT SERVICE CREDIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Table 8: NET COST PER SERVICE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Table 9: PERCENT THROUGH TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Table 10: AVERAGE TRIP LENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Table 11: TRAVEL DEMAND BY LAND USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19Table 12: MAXIMUM FEE SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Table 13: EXISTING MAJOR ROAD INVENTORY, NORTH SERVICE AREA . . . . . 25Table 14: BUILD-OUT ROAD IMPROVEMENTS, NORTH SERVICE AREA . . . . . . 29

Kansas City, MO\Arterial Street Impact Fee Study: North Service Area September 26, 2000 , p. 1

Introduction

The City of Kansas City, Missouri currently requires developers with frontage on arterial streetsto construct the portion of the roadway adjacent to their project. This exactions policy has ledsome developers to leave their arterial frontage undeveloped, while developing the remainderof their property, in order to avoid the costs associated with improving the arterial street. Inaddition, relying on developers to construct the arterial system incrementally has produced apatchwork of improved and unimproved street segments.

The purpose of this project is to rationalize this system of developer exactions for arterial streetsthrough development of an arterial street impact fee system. Impact fees are charges that areassessed on new development to help pay for the capital facility costs they impose on thecommunity. Unlike other types of developer exactions, impact fees are based on a standardformula and a pre-determined fee schedule. Essentially, impact fees require that each newresidential or commercial project pay its pro-rata share of the cost of new infrastructure facilitiesrequired to serve that development.

Arterial street impact fees would supplement, rather than replace, the current system ofdeveloper exactions. Developers could still be required to improve their arterial frontage, butthey would be given credit for the cost of such improvements against their impact fees.

Arterial street impact fees would have several advantages over the current system of developerexactions. They would spread the costs of improving the arterial system to all newdevelopment, treating developers with arterial frontage the same as developers without arterialfrontage. They would remove the incentive to leave arterial frontage undeveloped, so as toavoid the costs of improving the arterial. And they would provide the City with a source offunding to make priority arterial improvements without waiting for development to occur.

This project has been split into two phases, in order to accelerate the study of that portion ofthe city north of the Missouri River where the bulk of its vacant land now exists and where mostof its new growth is occurring. This report consists of the impact fee study for the North ServiceArea.

Current Developer Exactions

The City’s current policy on developer exactions requires developers to dedicate right-of-way(ROW) for adjacent or internal arterials up to the width required by the Major Street Plan (80feet for secondary arterials, 100 feet for primary arterials and 200 to 240 feet forparkways/boulevards). In general, developments that are adjacent to an existing two-lanearterial are required to construct one additional lane, while developments that lie on both sidesof an existing two-lane arterial are required to construct two additional lanes. If an arterial isplanned through the project, two lanes are generally required to be constructed. In lieu of

1JBM and Associates, I-35 North Corridor Land Use Plan, May 1990.


construction, developers may contribute a cash contribution for the improvement, or enter intoa secured public improvements agreement to guarantee the construction of the additionallanes. Additional improvements to accommodate the impacts of the traffic generated by thedevelopment, such as the construction of turn lanes, may also be required.

In addition to these developer exactions, developers in five “high growth areas” are requiredto make cash contributions to cover the cost of off-site arterial improvements. The concept ofthese “developer contributions” was initiated in the I-435/103rd Street corridor study preparedin 1981. The study identified street improvements and their costs to serve existing traffic,development in the study area and increases in regional traffic. This concept was refinedduring the review of development applications in the Holmes Road/I-435 interchange area, atwhich time the development share of the interchange and street improvement costs wascalculated to be $1 per square foot of office space. This translated into $450 per peak hourtrip, and this value was used in developing the rate structure for other land uses. The rate of$450 per trip is charged in four of the five high growth areas. The only high growth arealocated north of the river is the I-35 North Corridor, where a rate of $238 per peak hour tripwas established based on a comprehensive land use and transportation study.1 The study areagenerally straddles I-35 from Schell Drive in the south to 104th Street in the north.

The proposed arterial street impact fees do not include ROW costs, and for this reason nocredit against the fees will be provided for the value of land dedications. Credit will beprovided, however, for the cost of construction of additional lanes to arterials or for cashpayments in lieu of such construction or for “developer contributions” for off-site arterial costs.

Service Areas and Benefit Districts

There are two kinds of geographic areas in impact fee systems: service areas and benefitdistricts. A service area is an assessment area that is served by a defined group of capitalfacilities and subject to a uniform impact fee schedule. A benefit district is an area within whichfees collected are earmarked to be spent.

The Missouri River poses a natural barrier to transportation requiring major investments inexpensive bridge construction to surmount, and thus provides a logical boundary to use indefining arterial street service areas. Given that the freeway system and most federal and statehighways are excluded from the roadway system to be funded with impact fees, the City-maintained arterial system forms subsystems north and south of the river that are reasonablydistinct from each other in terms of their function of subarea transport and conveyance to thefreeway system.


The portion of Kansas City north of the Missouri River encompasses an area of 159 squaremiles. This area contains vast expanses of undeveloped land along with regional centers ofemployment and activity such as the Kansas City International Airport and Metro North Malland established residential and commercial areas. It has been recognized as a distinct area inthe City's comprehensive planning process, Forging Our Comprehensive Urban Strategy, orFOCUS. The Northland Plan of FOCUS Kansas City was approved by the City Council inOctober 1997.

It was determined by the City that an older, mostly developed area of Kansas City north of theriver should be excluded from the North Service Area and not be subject to the impact fees.This area is bordered on the south by the Missouri River, on the west by the Platte/Clay Countyline, on the north by 56th Street/Englewood Road, and on the east by Brighton Avenue. Thisarea was annexed in 1950 and is mostly developed, with only 13.8 percent of the landundeveloped. In contrast, the small remaining part of Clay County east of Brighton that wasalso annexed in 1950 still has 37 percent vacant land, while in the rest of the North ServiceArea, 66.2 percent of the land is undeveloped. Since this older, developed area has limiteddevelopment potential, it will generate very little in impact fee revenue. In addition, it is apolicy of the City to encourage infill and redevelopment in this area. It is understood, however,that by being excluded from the service area, impact fee funds collected in the North ServiceArea cannot be spent to improve roadways in the excluded area.

This study develops an impact fee schedule that applies to the North Service Area. Theassumption is that it is reasonable to develop average costs in this service area on which tobase the arterial street impact fees. The fees developed in this study apply only to the NorthService Area. Fees for the area south of the river will be developed in the second phase of thisproject.

Impact fee case law states that impact fees must be spent so as to provide a reasonable benefitto the fee-paying development. One way of ensuring reasonable benefit is to create multiplebenefit districts within a service area. Multiple benefit districts ensure that the impact fees paidby a development are spent closer to the development than would be the case under a servicearea-wide benefit district. On the other hand, the larger the number of benefit districts, themore difficult it is to accumulate sufficient funds in any one district to make any significantimprovements. Deciding on the appropriate number and location of benefit districts requiresbalancing the need to show reasonable benefit to fee payers with the need to maintainsufficient flexibility in impact fee expenditures to address priority improvement needs.

A recommendation for dividing the North Service Area into five benefit districts was developedby the Technical Committee of City staff formed to provide staff guidance on the project (seeFigure 1). These five areas were judged to have common travel patterns as well as reasonabledevelopment potential. For example, building permit activity since 1990, summarized in Table1, shows that the two areas with the least residential activity were the highest in nonresidentialdevelopment activity.


Figure 2NORTH SERVICE AREA BENEFIT DISTRICTS

Table 1DEVELOPMENT BY BENEFIT DISTRICT, 1990-1998

BenefitDistrict Description

ResidentialUnits Percent

NonresidentialValue ($mil) Percent

A East of KCI Airport 555 5.0% $255.1 41.9%

B North Oak Corridor 2,448 22.2% $70.5 11.6%

C Shoal Creek Valley 2,197 19.9% $18.6 3.1%

D Antioch/Birmingham 980 8.9% $183.2 30.1%

E Line Creek Valley 4,864 44.0% $81.9 13.4%

Total 11,044 100.0% $609.3 100.0%Source: Kansas City Planning Department, “New Construction Building Permits in Kansas CityNorth Sub-Areas,” July 1, 1999


Service Units

Service units create the link between supply (roadway capacity) and demand (traffic generatedby new development). An appropriate service unit basis for road impact fees is vehicle-milesof travel (VMT). Vehicle-miles is a combination of the number of vehicles traveling during agiven time period and the distance (in miles) that these vehicles travel. Generally, the mostcritical period for road capacity in urban areas is during the evening peak hour, and for thisreason peak hour VMT was chosen as the service unit for Kansas City’s arterial street impactfees. The unit of capacity that is consumed by the demand unit represented by a VMT is avehicle-mile of capacity (VMC). VMC is calculated as the peak hour capacity of a roadwaysegment multiplied by the length of the segment in miles.

Although the impact fee analysis is based on peak hour traffic conditions, the MARC regionaltransportation model that provides much of the data for this study is a daily travel model.Consequently, a peaking factor was needed to convert average daily demand and capacitydata to peak hour values. Evening peak hour approach volumes at 104 intersections in theNorth Service Area were analyzed to determine the average peak hour percent. Typical peakhour percent factors ranged from 8 to 12 percent. The average PM peak hour factor in theNorth Service Area was determined to be ten percent.

Impact Fee Methodology

The major alternative methodologies for calculating road impact fees are the"improvements-driven" and "demand-driven" approaches. These are described below.

The "improvements-driven" approach essentially divides the cost of growth-relatedimprovements required over a fixed planning horizon (or to build-out) by the number newservice units (e.g., VMT) projected to be generated by growth over the same planning horizonin order to determine a cost per service unit. The improvements-driven approach depends onaccurate planning and forecasting. For example, the fees will be accurate only if the forecastedincrease in traffic actually necessitates all of the improvements identified in the transportationmaster plan. If many of the planned improvements will provide excess capacity over theplanning horizon that will be available to serve additional development beyond the planninghorizon on which the fees are based, the fees may be too high.

The recommended "demand-driven" approach avoids these problems, because it does notdepend on knowing in advance what improvements will be made or what type or density ofdevelopment will occur. The demand-driven model simply charges a new development thecost of replacing the capacity that it consumes on the arterial system. That is, for every serviceunit of traffic generated by the development, the road impact fee charges the net cost toconstruct an additional service unit of capacity.

2The two state roads included in the major road system are M-9 from Parkville city limits to Barry Roadand M-291 from I-435 to Liberty city limits.


Since travel is never evenly distributed throughout a roadway system, actual roadway systemsrequire more than one unit of capacity for every unit of demand in order for the system tofunction at an acceptable level of service. Suppose for example, that the City completes amajor arterial widening project. The completed arterial is likely to have a significant amountof excess capacity for some period of time. If the entire system has just enough capacity toaccommodate all of the vehicle-miles of travel, then the excess capacity on this segment mustbe balanced by another segment being over-capacity. Clearly, roadway systems in the realworld need more total aggregate capacity than the total aggregate demand, because the trafficdoes not always precisely match the available capacity. Consequently, the standard demand-driven model generally underestimates the full cost of growth. The demand-driven system is,however, a conservative, legally sound and relatively simple approach to the calculation ofroad impact fees. This is the recommended approach for Kansas City. The recommendedformula for the road impact fees to be imposed by Kansas City in the North Service Area isshown in Figure 3.

Figure 3IMPACT FEE FORMULA

MAXIMUM FEE = PK HR VMT x NET COST/VMT

Where:

PK HR VMT = PK HR TRIPS x % NEW x LENGTH ÷ 2

NET COST/VMT = COST/VMT ! CREDIT/VMT

Where:

PK HR TRIPS = Trip ends during PM peak hour of adjacent street traffic

% NEW = Percent of trips that are primary, as opposed to passby or diverted-link trips

LENGTH = Average length of a trip on the major road system

÷ 2 = Avoids double-counting trips for origin and destination

COST/VMT = Average cost to accommodate a new peak hour VMT at LOS D

CREDIT/VMT = Revenue and deficiency credit per VMT

Major Road System

A road impact fee system should include a clear definition of the major road system that is tobe funded with the impact fees. The major road system to be funded with the arterial streetimpact fees for the North Service Area is comprised primarily of City-maintained arterials andparkway/boulevards north of the Missouri River (outside of the excluded area). Two state-maintained arterials2 are also included in the definition of the major road system, becausethese two roadways function much like City arterials and developers have been required by the


Figure 4MAJOR STREET PLAN

City to make improvements to them. These roadways are identified on the City's Major StreetPlan, which was adopted in 1971 and most recently amended in 1998 (see Figure 4). Themajor road system excludes all freeways and most federal/state highways, as well as local andcollector streets.


An inventory of the existing major road system was compiled in order to identify existingcapacity deficiencies and to determine the average length of a trip on the major road system.Roadway segment descriptions of the City's primary and secondary arterials andparkways/boulevards in the North Service Area were collected using the Kansas City PublicWorks Department’s Street Inventory Report and field verification. The roadway segmentdescriptions consisted of the street name, roadway termini, number of lanes and roadwaylength and width. Planning level capacity estimates and maximum service volumes at Level-of-Service “D” (LOS D) were prepared for two-lane and four-lane arterials using HighwayCapacity Manual methodology, including adjustments for lane width. The capacity estimatesare shown in Table 2.

Table 2MAXIMUM DAILY CAPACITY AT LOS D

Lane Width(feet)

Two-LaneRoad

Four-LaneRoad

8 14,900 38,000

9 15,500 39,400

10 16,000 40,800

11 16,600 42,300

12 17,200 43,800

13 17,700 45,200

14 18,300 46,700

15 18,900 48,200Source: HNTB Corporation, “Planning Level Arterial CapacityEstimates,” July 1999, based on adjusted saturation flow rate of1,850, 5% trucks, 60%/40% directional distribution; 10% in peak,lane adjustment factors of 0.838 for 8' lanes, 0.869 for 9' lanes,0.901 for 10' lanes, 0.934 for 11' lanes, 0.966 for 12' lanes, 0.998for 13' lanes, 1.03 for 14' lanes and 1.063 for 15' lanes;volume/capacity ratios at LOS D of 0.62 for 2-lane roads and 0.79for 4-lane roads from Highway Capacity Manual, pp. 8-5 and 7-8.

The Public Works Department supplied existing average daily roadway traffic volumes for themajority of the inventory from the City's Intersection Turning Volume Database. Mid-AmericaRegional Council (MARC) traffic assignments were used where traffic volumes were notprovided by the City. Traffic demand assumptions were made where the two data sourceswere not sufficient. All existing traffic volumes were projected to a base year of 2000, utilizingan estimated growth rate of 1.3 percent per year. The growth rate was determined fromorigin/destination data from the Northland Major Investment Study (MIS) currently underway.The detailed inventory of the major roadways are presented in Table 13 in the Appendix.


Existing Deficiencies

In most rapidly growing communities, some roadways will be experiencing an unacceptablelevel of congestion at any given point in time. One of the principles of impact fees is that newdevelopment should not be charged, through impact fees, for a higher level-of-service than isprovided to existing development. In the context of transportation impact fees, this hassometimes been interpreted to mean that impact fees should not be spent on roadways thatare already over-capacity. A variant of this approach is that impact fees should only be usedto fund a percentage of the project that can be attributed to providing additional capacitybeyond what is needed to remedy any existing deficiency.

There are three problems with these approaches. First, impact fees are restricted from beingspent on roadways that are most in need of improvement, while the fact that fee-fundedimprovements to other roadways may also relieve the deficient segments is ignored. Second,these approaches complicate impact fee administration by requiring that the portion of the costof each improvement that is attributable to remedying deficiencies be funded from a differentsource than impact fees. Finally, these approaches do not take into account that newdevelopment will likely help fund the deficiencies through non-impact fee revenues.

Our recommended approach is to reduce the impact fee by the system-wide deficiencypercentage. This percentage is derived by dividing the total number of lane-miles that arecurrently experiencing higher volumes than can be accommodated at LOS D by the total lane-miles in the major roadway system. Essentially, this approach excludes from the impact feethe percentage of existing development's travel that is in excess of LOS D for individualroadway segments. As can be seen from Table 3, over-capacity roadways represents 5.1percent of total lane-miles on Kansas City’s major roadways within the North Service Area.

Table 3EXISTING DEFICIENCIES

North Service Area Major Road Lane-Miles Over Capacity 17.36

North Service Area Total Major Road Lane Miles 341.07

Percent of Lane-Miles Deficient 5.1%Source: Deficient and total lane-miles from Table 13.


Cost per Service Unit

The average cost to create an additional vehicle-mile of capacity (VMC) at LOS D during thePM peak hour can be derived by dividing the cost of a representative set of plannedimprovements by the additional hourly service volume capacity created by the improvements.For this project, the set of improvements required to complete the adopted Major Street Planfor the major road system in the North Service Area was used as the basis for calculating anaverage cost per additional VMC. The cost estimates for each roadway are presented in Table14 in the Appendix.

Historical projects with similar functional classifications and characteristics as those in the NorthService Area were reviewed in order provide a standard for comparison to the estimated costsfor the projected North Service Area network. The City bid tabs reviewed consisted of thefollowing:

• NW 68th St., Ph. 1, US 169 to Hickory, April 1995;• NW 68th St., Ph. 2A & 2B, November 1997; and• North Oak Trafficway, NE 85th Terrace to 96th St., February 1997.

Typical roadway cross-sections were developed for each type of roadway based on KansasCity’s Major Street Plan and American Public Works Association (APWA) cross-section sheets.Cross-sections for primary and secondary arterials from the Major Street Plan are shown inFigure 5. In addition, two types of parkway/boulevard cross-sections were developed inconsultation with the City Parks Department. Types of roadways included:

• Four-Lane Parkway/Boulevard (240' ROW),• Four-Lane Parkway/Boulevard (200' ROW),• Four-Lane Primary Arterial (100' ROW), and• Four-Lane Secondary Arterial (80' ROW).

Unit costs were derived from the bid tabs on these projects and from other sources indeveloping the cost estimates for the build-out of the Major Street Plan network in the NorthService Area. Comparing the average cost per linear foot from the build-out cost estimates withaverage cost per linear foot from the historical projects indicates that the cost estimates usedin this study are on the low end of historical costs. Based on the bid tabs, widening a roadwayfrom 2 to 4 lanes with reconstruction ranges from approximately $900 to $1,150 per linearfoot, while the impact fee study uses $946 per linear foot. Without reconstruction, the bid tabsindicate that simple widening of a roadway from 2 to 4 lanes ranges from approximately $660to $760 per linear foot, while the study uses an average of approximately $669 per linear foot.

The topography of the area has a significant effect on costs, and this was taken intoconsideration in the preparation of the cost estimates. Roadways running east-west wereassumed to have significant cut/fill (assumed average of ten feet); while roadways runningnorth-south were assumed to have less significant cut/fill (assumed average of four feet).


Figure 5ARTERIAL ROADWAY CROSS-SECTIONS

Widened roadways running east-west were assumed to need reconstruction due to thesignificant cut/fill. Widened roadways running north-south retained their existing two lanes andhad two additional lanes added to the outside. In some cases, however, City staff indicatedthat north-south arterials would also need to be reconstructed. The cost estimates forreconstructed roadways include pavement and curb and gutter removal and utility relocationdue to the significant cut/fill. Widened roadways require curb and gutter removal andresurfacing of the existing two lanes, but utilities are assumed to remain in place with onlyminor adjustments.

Costs for intersections were included whenever a roadway in this study intersected anotherroadway. Intersections were not counted twice when roadways of the same type(parkway/boulevard, primary arterial, secondary arterial) intersected each other. They werecounted once for each type of roadway at the intersection to account for roads beingconstructed at different times and intersections reconstructed.

Bridges and culverts were considered in developing the cost estimates. Culverts were assumedwherever a waterway found on U.S. Geological Survey (USGS) maps crossed a roadway. Ifthe crossing appeared to be a small tributary, one culvert was assumed. If the crossingappeared to represent several tributaries or a larger area, two culverts were assumed. If thecrossing appeared to represent several tributaries or is a creek, a bridge was assumed. Bridgeswere assumed to be approximately 125 feet long, with widths of 70 feet for four-lane roadsand 46 feet for two-lane roads.


Curb and gutter, storm sewers, sidewalks and street lights were included in the cost estimates.All roadways except for secondary arterials were assumed to have four rows of curb and gutterto accommodate a median. Secondary arterials were assumed to have curb and gutter onlyon the outside. Secondary arterials also have a residual cost allowance for the additional costof a driveway apron every 250 feet on average. Storm sewers were assumed to run linearlyalong each roadway and also laterally from inlets across from each other every 200 feet.Parkways/boulevards have a five-foot sidewalk on one side and a ten-foot bikeway on theother, and underground utilities. All other roadways have five-foot sidewalks on both sidesand above-ground utilities. One streetlight was assumed on each side of the roadway every160 feet, except for secondary arterials, where they are spaced every 100 feet and are cheaperlights.

Landscaping costs assumptions included seeding for all areas disturbed by site preparation andnot covered by concrete or asphalt. Sodding was assumed only for medians of new orreconstructed primary arterials. Widened roadways with no reconstruction were assumed tohave no medians. Two trees were assumed spaced every 40 feet along the outside edges ofparkway/boulevards and primary arterials. Parkway/boulevards were assumed to have twoadditional sets of trees spaced every 40 feet along the median. Secondary arterials wereassumed to have no trees.

The cost estimates for construction were increased by 18 percent to cover costs for design,engineering and project management. Engineering fees were estimated at a flat rate of 8percent. This fee would include approximately 6 percent for planning and design of the projectand an additional 2 percent for construction phase services. Engineering services for Cityprojects are normally allocated in two portions; design and construction phase services.Although on-site construction inspection is provided by City staff, consulting engineering firmsunder contract to the City are required to provide on call services, shop drawing review andperiodic site visits. These fees could vary up or down from the quoted percentages dependingon the complexity of the project.

The additional 10 percent was added to cover the cost of City administration of the project.Public Works Department representatives note that they routinely allocate a 10-percent orhigher surcharge on estimated construction cost to cover the internal departmental cost ofmanaging the project. These items would include City inspections and other direct projectcosts. These costs are allocated to specific projects and would presumably be costs that theCity would not incur if the projects were not undertaken.

No costs have been included for right-of-way (ROW). Leaving ROW costs out of the feecalculations will allow the City to continue to exact ROW dedication from adjacent propertyowners without giving credit for the value of the land against the impact fees. The list ofroadway improvements required to complete the Major Street Plan for the North Service Areaare listed in Table 14 in the Appendix. The average cost of adding a new unit of capacity atLOS D, based on the build-out of the Major Street Plan in the North Service Area, is estimatedto be $1,611 per peak hour VMC, as shown in Table 4.


Table 4COST PER VEHICLE-MILE OF TRAVEL

Total Cost of Major Street Plan in North Service Area $1,039,426,573

New Peak Hour Vehicle-Miles of Capacity (VMC) at LOS D 645,390

Cost per Peak Hour VMC $1,611 Source: Total cost from Table 14; new peak hour VMC is one-tenth of new dailyVMC from Table 14.

Revenue Credits

In the calculation of impact fees, credit must be given for dedicated revenues that will begenerated by new development and used to pay for the same kind of facilities funding throughthe impact fees. In the case of arterial street impact fees for the North Service Area, revenuecredits will be calculated for state and federal funding for road improvements, tax incrementfinancing (TIF) district funding for road improvements in the North Service Area, andoutstanding debt payments for North Service Area road bonds.

A review of City road improvement projects completed (or nearing completion) over the lastfive years reveals that state and federal highway funds, a portion of which comes from newdevelopment in the form of additional gasoline and other motor fuel taxes, vehicle license feesand other highway user fees, accounts for 26.5 percent of the cost of recent improvements tothe City’s road system (see Table 5). Since future funding is uncertain, 30 percent will beassumed in order to be conservative.

Table 5STATE AND FEDERAL FUNDING

Road Project Total Cost State/Fed. Percent

Blue Pkwy $7,436,375 $0 0.0%

W Longview Pkwy $874,400 $0 0.0%

Line Creek Pkwy $2,408,257 $0 0.0%

Shoal Creek Pkwy $4,133,648 $0 0.0%

NW 68th St, Phase 1 $2,742,517 $1,689,796 61.6%

NW 68th St, Phase 2A* $4,920,000 $3,375,000 68.6%

NW 68th St, Phase 2B* $1,356,600 $0 0.0%

N Oak, 76th to Barry $1,595,927 $0 0.0%

N Oak, 85th to 96th* $5,104,145 $0 0.0%

63rd St Bridge & Roadway $6,162,774 $4,685,127 76.0%

Total $36,734,643 $9,749,923 26.5%

Assumed Percent State/Federal Funding 30.0%* Projects still under construction, total costs are estimatesSource: City of Kansas City, Missouri, Public Works Department summary of projectscompleted over last five years, August 1999.


The City’s other major source of funding for road improvements is the infrastructure sales tax.This half cent general purpose sales tax is reserved for capital improvements, and a significantshare of the road projects in the five-year CIP are to be funded from this source. Unlike theFederal and State grants, however, the infrastructure sales tax is not dedicated to roadimprovements, and could be used for other purposes. In addition, the sales tax expires at theend of the year 2000, although it can be renewed with voter approval. The reason for notproviding revenue credit against the impact fees for non-dedicated revenues that may also beused for road improvements is that the impact fees are only funding a basic level of service,and any additional funding that the community provides toward growth-related capital fundingserves to enhance the level of service beyond the basic level provided with impact fee funding.It is thus appropriate for new development to join with existing development in paying for thisenhanced level of service. Consequently, new development is not being charged twice for thesame level of service. Instead, it is being charged through impact fees for maintaining a basiclevel of service that already exists in the community (in actuality, the fees generally fund a levelof service considerably lower than what exists), while it may be charged through property orsales taxes for its share of an enhanced level of service that will benefit the entire community.

The City has approved three tax increment financing (TIF) districts in the North Service Areathat will be funding improvements to the City’s arterial system. Excluding funding for stateroads, the three TIFs are projected to generate approximately $67 million in current dollars thatwill be used to fund major road improvements in the area. Development that occurs in theTIFs will not pay any extra taxes beyond what would be paid by development occurringoutside the TIFs; instead, a portion of the TIF tax revenue is earmarked for capitalimprovements to major road facilities that benefit the TIF. The funding for the improvementsis being paid as much by development outside the TIFs as by development within the TIFs,since the earmarked tax revenues must be made up by tax revenues from other sources.

TIF road financing, however, does represent a dedicated source of funding, and should resultin a credit to new development. As shown in Table 6, TIF funding will pay for about 6.4percent of the total cost of building out the Master Street Plan for the North Service Areaarterial system. To be conservative, and to recognize that additional TIFs may be formed, tenpercent will be assumed.


Table 6TAX INCREMENT FINANCING CREDIT

TIF District (Year)OriginalFunding Est.

CostFactor

Funding (1999 Dollars)

Barry Towne TIF (1996) $18,406,036 1.081 $19,896,925

Shoal Creek TIF (1997) $33,301,748 1.043 $34,733,723

KCI Corridor TIF (1993) $10,589,445 1.166 $12,347,293

Total $75,446,534 $66,977,941

Total North Service Area Improvement Costs $1,039,426,573

Funding Percent 6.4%

Assumed Percent 10.0%Source: Barry Towne TIF funding estimate from Ordinance #960307attachment, Required Plan Elements; Shoal Creek TIF funding estimate fromOrdinance #941143 attachment, First Amendment to the Shoal Creek TaxIncrement Financing Plan; KCI Corridor TIF funding estimate from Ordinance#990256 attachment; funding excludes share of state road improvements;cost factors based on Engineering News-Record Construction Cost Index.

The provision of credits for debt service is one of the most contentious issues of impact feetheory and practice. The principle is clear: new development should not have to pay twice,once through impact fees and again through other revenues that it will generate, for the samefacilities. How to apply this principle to the issue of debt service is the source of contention.Clearly, credits should be provided for property taxes that will be generated by newdevelopment and used to retire outstanding debt for road improvements that predate theimpact fees. In general, road improvements that were financed with bonds prior to theadoption of road impact fees benefitted existing development and were typically designed todeal with existing problems. New development should not be charged for its future growth-related road costs through impact fees and also have to pay property taxes to retire outstandingroad bonds that benefitted existing development prior to the advent of road impact fees.

The issue is less clear, however, for road bonds issued after the adoption of impact fees. Intheory, road impact fees should pay for all growth-related road improvements, and bondsshould not be required for road projects. In reality, however, impact fees are seldom sufficientto pay the full growth-related costs, and generally do not include interest charges that areincurred when growth-related road projects are financed with bonds, as is often necessary.Indeed, many communities use road impact fees to pay road debt service costs. Thesereasons, combined with the argument advanced earlier about the difference between a basicand enhanced level of service, lead to our recommendation that credit should not be providedfor future bond issues.

The City has only one outstanding bond issue that included road improvements in the NorthService Area. The remaining two years of debt service payments on this bond issue total about$3 million. Dividing this by the existing peak hour VMT on the North Service Area arterialsystem yields a credit of $29 per VMT, as shown in Table 7.


Table 7DEBT SERVICE CREDIT

Outstanding Debt Service on North Service Area Road Bonds, 1999-2001 $3,068,043Total Peak Hour VMT on North Service Area Major Road System 107,476Debt Service Credit per VMT $29Source: Outstanding debt service on North Service Area bonds from City Treasurer, 1999;total peak hour VMT is one-tenth of daily VMT from Table 13.

Net Cost per Service Unit

The net cost per service unit is calculated by subtracting the revenue credits and the deficiencycredit from the total cost per service unit. As shown in Table 8, the credits reduce the cost byalmost half to $856 per VMT.

Table 8NET COST PER SERVICE UNIT

State/Federal Funding Credit per VMT (30%) $483TIF Funding Credit per VMT (10%) $161Debt Service Credit per VMT $29Deficiency Credit per VMT (4.7%) $82Total Credit per VMT $755Cost per VMT $1,611Net Cost per VMT $856Source: State/federal funding, TIF funding and deficiencycredits are cost per VMT times percent from Table 5, 6 and 14,respectively; debt service credit from Table 7; cost per VMTfrom Table 4.


Travel Demand Factors

The travel demand generated by specific land use types is a product of three factors: 1) tripgeneration, 2) percent primary trips and 3) trip length. The first two factors are welldocumented in the professional literature, and the average trip generation characteristicsidentified in studies of communities around the nation should be reasonably representative oftrip generation characteristics in Kansas City. In contrast, trip lengths are much more likely tovary between communities, depending on the geographic size and shape of the communityand its major roadway system.

Trip generation rates were based on information published in the most recent edition of theInstitute of Transportation Engineers' (ITE) Trip Generation manual. Rates were establishedfor specific land use types within the broader categories of residential, commercial,office/institutional and industrial land uses.

Trip generation rates represent trip ends, or driveway crossings from the site of a land use.Thus, a one-way trip from home to work counts as one trip end for the residence and one tripend for the work place. To avoid over-counting, all trip rates have been divided by two. Thisplaces the burden of travel equally between the origin and destination of the trip and eliminatesdouble-charging for any particular trip.

Trip rates also need to be adjusted by a “primary trip factor” to exclude pass-by and divertedtrips. This adjustment is intended to reduce the possibility of over-counting by only includingprimary trips generated by the development. Pass-by trips are those trips that are already ona particular route for a different purpose and simply stop at a particular development on thatroute. For example, a stop at a convenience store on the way home from the office is a pass-by trip for the convenience store. A pass-by trip does not create an additional burden on thestreet system and therefore should not be counted in the assessment of impact fees. A divertedtrip is similar to a pass-by trip, but a diversion is made from the regular route to make aninterim stop. The reduction for pass-by and diverted trips was drawn from the ITE manual andother published information.

The average trip length is the most difficult travel demand factor to determine, because it mustbe based on local data. A MARC origin/destination trip table was used to determine thenumber of daily trips generated in the North Service Area in the year 2000. In addition, aselect link analysis was performed, using MARC data, to determine the estimated percentthrough trips on arterial roadways in the North Service Area. Approximately 3.2 percent of thetotal trips on arterial roads in the North Service Area are through trips, as shown in Table 9.These trips start and end their trip outside of the North Service Area but use the North ServiceArea arterial roadways.


Table 9PERCENT THROUGH TRAFFIC

Roadway SegmentThrough

TripsTotalTrips

PercentThrough

N Oak Trafficway, Englewood to Vivion Rd 294 8,846 3.3%

N Brighton Ave, NE 72nd St to M-152 170 4,518 3.8%

Barry Rd, US 169 to N Oak Trafficway 342 13,444 2.5%

Average Percent Through Traffic 3.2%Source: MARC model select link analysis for the year 2000, July 1999, trips are averagedaily, through trips have neither an origin nor a destination in the North Service Area.

Dividing total non-pass-through VMT on the City’s major road system in the North ServiceArea by the total number of trip ends generated by existing development in the North ServiceArea should yield a reasonable estimate of the average length of a trip on the City’s major roadsystem north of the river. As shown in Table 10, the average trip length using the NorthService Area’s City arterial roadways is approximately 3.8 miles. To be conservative, asomewhat shorter average trip length of 3.3 miles will be used. According to the MARC model,the existing average trip length in Clay and Platte Counties is 5.4 miles. This average triplength, however, represents trips on all facility types. Including the portion of trips on highwayand interstate facilities would raise the average trip length.

Table 10AVERAGE TRIP LENGTH

North Service Area Total Major Road Daily VMT, 2000 1,074,757

North Service Area Percent Non-Pass-Through Traffic 96.80%

North Service Area Non-Pass-Through Major Road Daily VMT 1,040,365

North Service Area Average Daily Trip Ends, 2000 272,781

Average Trip Length (miles) 3.80

Assumed Average Trip Length (miles) 3.30Source: Total daily VMT from Table 13; percent pass-through traffic from Table 9;total daily trip ends generated by development in the North Service Area from MARCtrip tables for year 2000.

Peak hour travel demand must be estimated for a broad variety of land uses in order todevelop the fee schedule. The result of combining trip generation rates, primary trip factorsand average trip lengths is a travel demand schedule that establishes the vehicle-miles of travel(VMT) during the average weekday and the evening peak hour generated by various land usetypes per unit of development. The recommended travel demand schedule is presented inTable 11. The impact fee ordinance contains a provision allowing the option of independentfee determination studies for those applicants who feel that their development will have lessimpact on the need for road facilities than indicated by the travel demand schedule.


Table 11TRAVEL DEMAND BY LAND USE

Land Use Type Unit PHTPrimary

Trips Trip

Length Pk Hr VMT

Single-Family Detached* Dwelling 0.505 100% 3.30 1.67

Multi-Family** Dwelling 0.310 100% 3.30 1.02

Mobile Home Park Pad Site 0.280 100% 3.30 0.92

Congregate Care Facility Dwelling 0.085 100% 3.30 0.28

Hotel/Motel Room 0.235 100% 3.30 0.78

RETAIL/COMMERCIAL

Shopping Center/General Retail (0-100,000 sf) 1000 sq. ft. 3.140 33% 3.30 3.42

Shopping Center/General Retail (100,001-500,000 sf) 1000 sq. ft. 1.820 42% 3.30 2.52

Shopping Center/General Retail (500,001-1 million sf) 1000 sq. ft. 1.440 49% 3.30 2.33

Shopping Center/General Retail (1 million sf+) 1000 sq. ft. 1.250 56% 3.30 2.31

Automobile Dealership 1000 sq. ft. 1.400 44% 3.30 2.03

Automobile Parts Sales 1000 sq. ft. 2.990 44% 3.30 4.34

Bank, Walk-In 1000 sq. ft. 16.575 27% 1.65 7.38

Bank, Drive-In 1000 sq. ft. 27.390 27% 1.65 12.20

Building Material & Lumber 1000 sq. ft. 2.020 50% 3.30 3.33

Car Wash, Self Service Stall 2.895 50% 3.30 4.78

Convenience Store with Gasoline Sales 1000 sq. ft. 30.305 16% 1.65 8.00

Discount Store, Free-Standing 1000 sq. ft. 2.120 48% 3.30 3.36

Drugstore/Pharmacy without Drive-Through 1000 sq. ft. 3.820 41% 3.30 5.17

Drugstore/Pharmacy with Drive-Through 1000 sq. ft. 5.200 38% 3.30 6.52

Electronic Superstore 1000 sq. ft. 2.250 27% 3.30 2.00

Furniture Store 1000 sq. ft. 0.230 20% 3.30 0.15

Gasoline Service Station fuel position 7.280 14% 3.30 3.36

Gasoline Service Station w/Convenience Market fuel position 6.690 12% 3.30 2.65

Home Improvement Store 1000 sq. ft. 1.440 32% 3.30 1.52

Movie Theater 1000 sq. ft. 1.900 50% 3.30 3.14

Restaurant, Fast Food*** 1000 sq. ft. 16.740 27% 1.65 7.46

Restaurant, Sit-Down 1000 sq. ft. 3.745 38% 3.30 4.70

Supermarket 1000 sq. ft. 5.760 34% 3.30 6.46

Tire Store 1000 sq. ft. 2.060 67% 3.30 4.55

Video Rental Store 1000 sq. ft. 6.800 34% 3.30 7.63

OFFICE/INSTITUTIONAL

Office, General 1000 sq. ft. 0.745 100% 3.30 2.46

Office, Medical 1000 sq. ft. 1.830 100% 3.30 6.04

Hospital 1000 sq. ft. 0.460 100% 3.30 1.52

Library 1000 sq. ft. 3.545 25% 3.30 2.92

Nursing Home 1000 sq. ft. 0.180 100% 3.30 0.59

Land Use Type Unit PHTPrimary

Trips Trip

Length Pk Hr VMT


Church 1000 sq. ft. 0.330 100% 3.30 1.09

Day Care Center 1000 sq. ft. 6.600 24% 1.65 2.61

Elementary/Secondary School 1000 sq. ft. 0.510 24% 1.65 0.20

INDUSTRIAL

Industrial Park 1000 sq. ft. 0.460 100% 3.30 1.52

Warehouse 1000 sq. ft. 0.255 100% 3.30 0.84

Mini-Warehouse 1000 sq. ft. 0.130 100% 3.30 0.43

RECREATIONAL

Amusement Park Acre 0.198 100% 3.30 0.65

Bowling Alley 1000 sq. ft. 0.177 100% 3.30 0.58

Golf Course Hole 0.137 100% 3.30 0.45

Golf Driving Range Tee 0.625 50% 3.30 1.03

Health Club 1000 sq. ft. 2.150 50% 3.30 3.55

Miniature Golf Course Hole 0.165 100% 3.30 0.54

Park Acre 0.030 100% 3.30 0.10

Recreational Community Center 1000 sq. ft. 0.875 100% 3.30 2.89 * includes mobile home on individual lot ** includes apartments, duplexes, townhouses and condominiums*** includes walk-up take-out window, drive-through window or other service to persons in automobilesSource: “PHT” is ½ trip ends during PM peak hour of adjacent street on a weekday, ITE, Trip Generation, 6th ed., 1997; shoppingcenter based on upper end of range; nursing home ADT derived from rates per bed; “primary trips” is percent of all trips thatare primary trips; percentages for most uses from ITE, Trip Generation Handbook, October 1998; percentage for day care centerfrom paper by Hitchens, 1990 ITE Compendium; percentage for automobile dealership assumed same as for auto parts sales;percentage for video rental store assumed same as for supermarket, percentage for walk-in bank assumed same as for drive-inbank; percentage for elementary/secondary school assumed same as for day care; percentages for movie theater, car wash,library golf driving range and health club assumed; average trip length for most uses is from Table 10, one-half of average triplength used for high trip generators, schools and day care centers


Maximum Fee Schedule

Based on impact fee formula and the inputs calculated in this report, the maximum fees perunit of development for various land uses are shown in Table 12.

Table 12MAXIMUM FEE SCHEDULE

Land Use Type UnitPk HrVMT

Net Cost/VMT

Net Cost/Unit

Single-Family Detached* Dwelling 1.67 $856 $1,430

Multi-Family** Dwelling 1.02 $856 $873

Mobile Home Park Pad Site 0.92 $856 $788

Congregate Care Facility Dwelling 0.28 $856 $240

Hotel/Motel Room 0.78 $856 $668

RETAIL/COMMERCIAL

Shopping Center/General Retail (0-100,000 sf) 1000 sq. ft. 3.42 $856 $2,928

Shopping Center/General Retail (100,001-500,000 sf) 1000 sq. ft. 2.52 $856 $2,157

Shopping Center/General Retail (500,001-1 million sf) 1000 sq. ft. 2.33 $856 $1,994

Shopping Center/General Retail (1 million sf+) 1000 sq. ft. 2.31 $856 $1,977

Automobile Dealership 1000 sq. ft. 2.03 $856 $1,738

Automobile Parts Sales 1000 sq. ft. 4.34 $856 $3,715

Bank, Walk-In 1000 sq. ft. 7.38 $856 $6,317

Bank, Drive-In 1000 sq. ft. 12.20 $856 $10,443

Building Material & Lumber 1000 sq. ft. 3.33 $856 $2,850

Car Wash, Self Service Stall 4.78 $856 $4,092

Convenience Store with Gasoline Sales 1000 sq. ft. 8.00 $856 $6,848

Discount Store, Free-Standing 1000 sq. ft. 3.36 $856 $2,876

Drugstore/Pharmacy without Drive-Through 1000 sq. ft. 5.17 $856 $4,426

Drugstore/Pharmacy with Drive-Through 1000 sq. ft. 6.52 $856 $5,581

Electronic Superstore 1000 sq. ft. 2.00 $856 $1,712

Furniture Store 1000 sq. ft. 0.15 $856 $128

Gasoline Service Station fuel position 3.36 $856 $2,876

Gasoline Service Station w/Convenience Market fuel position 2.65 $856 $2,268

Home Improvement Store 1000 sq. ft. 1.52 $856 $1,301

Movie Theater 1000 sq. ft. 3.14 $856 $2,688

Restaurant, Fast Food 1000 sq. ft. 7.46 $856 $6,386

Restaurant, Sit-Down 1000 sq. ft. 4.70 $856 $4,023

Supermarket 1000 sq. ft. 6.46 $856 $5,530

Tire Store 1000 sq. ft. 4.55 $856 $3,895

Video Rental Store 1000 sq. ft. 7.63 $856 $6,531

Land Use Type UnitPk HrVMT

Net Cost/VMT

Net Cost/Unit


OFFICE/INSTITUTIONAL

Office, General 1000 sq. ft. 2.46 $856 $2,106

Office, Medical 1000 sq. ft. 6.04 $856 $5,170

Hospital 1000 sq. ft. 1.52 $856 $1,301

Library 1000 sq. ft. 2.92 $856 $2,500

Nursing Home 1000 sq. ft. 0.59 $856 $505

Church 1000 sq. ft. 1.09 $856 $933

Day Care Center 1000 sq. ft. 2.61 $856 $2,234

Elementary/Secondary School 1000 sq. ft. 0.20 $856 $171

INDUSTRIAL

Industrial Park 1000 sq. ft. 1.52 $856 $1,301

Warehouse 1000 sq. ft. 0.84 $856 $719

Mini-Warehouse 1000 sq. ft. 0.43 $856 $368

RECREATIONAL

Amusement Park Acre 0.65 $856 $556

Bowling Alley 1000 sq. ft. 0.58 $856 $496

Golf Course Hole 0.45 $856 $385

Golf Driving Range Tee 1.03 $856 $882

Health Club 1000 sq. ft. 3.55 $856 $3,039

Miniature Golf Course Hole 0.54 $856 $462

Park Acre 0.10 $856 $86

Recreational Community Center 1000 sq. ft. 2.89 $856 $2,474* includes mobile home on individual lot ** includes apartments, duplexes, townhouses and condominiums*** includes walk-up take-out window, drive-through window or other service to persons in automobilesSource: Peak hour VMT from Table 11; net cost per VMT from Table 8.


Glossary of Terms

Average Daily Trips (ADT) means the number of trips that will be generated by a land useduring an average weekday.

Benefit District means a geographic area within which impact fees collected must be spent.

Capacity, as used in this report, means the maximum number of trips that can beaccommodated on a roadway at Level of Service “D.”

Deficiency refers to a roadway segment where current traffic volume exceeds capacity.

Major Road System for the North Service Area is comprised exclusively of all existing andplanned City-maintained arterials identified by the City’s Major Street Plan and located northof the Missouri River.

North Service Area means the incorporated area of the City of Kansas City, Missouri locatednorth of the Missouri River.

Peak Hour Trips (PHT) means the number of trips that will be generated by a land use duringthe evening peak hour of adjacent street traffic on an average weekday.

Primary Trips means the number of trips that will be generated by a land use, excluding pass-by and diverted-link trips.

Service Area, also referred to as an assessment district, means an area within which all newdevelopment is subject to a single impact fee schedule.

Service Unit means a common unit of measurement of the demand for and capacity ofroadway facilities, expressed in terms of VMT for demand and VMC for capacity.

Tax Increment Financing (TIF) District means a district established by the City that earmarkscertain tax revenues generated by increased economic activity in the district over the base yearwhen the district was created for repayment of capital investments made to spur developmentand economic activity within the district.

Vehicle-Miles of Capacity (VMC) means the peak hour capacity of a roadway segmentmultiplied by the length of the segment in miles.

Vehicle-Miles of Travel (VMT) means the number of vehicles traveling during a given timeperiod times the distance (in miles) that these vehicles travel. When measuring the travel ona road segment, VMT is calculated by multiplying the number of vehicles by the length of thesegment in miles. When measuring the travel demand of a land use, VMT is calculated bymultiplying the trip generation rate by the primary trip factor by the average trip length in miles,then dividing by two to avoid double-counting for the origin and destination of the trip.


Appendix Tables


Table 13EXISTING MAJOR ROAD INVENTORY, NORTH SERVICE AREA

LOS DCapacity

Lane-Miles

Arterial Street From To Miles Lanes ADT Total Defic. VMT

48th St N Brighton Ave N Randolph Rd 1.48 4 7,982 43,800 5.92 0.00 11,813

48th St N Randolph Rd Worlds of Fun Dr 0.10 4 5,607 43,800 0.40 0.00 561

48th St Worlds of Fun Dr Wallace Dr 0.41 2 5,973 17,200 0.82 0.00 2,449

56th St I-29 Ext. 56th St 0.73 2 2,061 16,600 1.46 0.00 1,505

64th St Gower Rd I-29 0.74 2 9,676 17,200 1.48 0.00 7,160

64th St I-29 City Limit 1.03 2 23,422 17,200 2.06 2.06 24,125

68th St Baughman Rd US 169 0.68 4 15,226 43,800 2.72 0.00 10,354

68th St US 169 Gladstone Limits 0.16 4 15,226 43,800 0.64 0.00 2,436

72nd St MCD Boundary N I-29 Highway 0.48 2 11,243 16,600 0.96 0.00 5,397

72nd St N I-29 Highway N Mo. Hwy 9 0.45 2 11,243 16,600 0.90 0.00 5,059

72nd St Gladstone Lmts Brighton Ave 0.52 2 5,123 15,500 1.04 0.00 2,664

73rd St M-9 Lingley La. 1.04 2 16,474 16,600 2.08 0.00 17,133

76th St NE. 76th St N Church Rd 2.07 2 2,128 16,000 4.14 0.00 4,405

79th St Barrybrooke Dr St Clair 0.34 4 N/A N/A N/A N/A N/A

79th St Birch Lane Twin Oaks Dr 0.28 4 N/A N/A N/A N/A N/A

96th St Baughman US 169 0.48 2 4,482 17,200 0.96 0.00 2,151

96th St (95th Ter.) US 169 N Oak Tfwy 0.61 2 8,854 17,200 1.22 0.00 5,401

96th St N Oak Tfwy Woodland 1.00 3 3,727 18,900 3.00 0.00 3,727

106th St Woodland Ave N Oak Tfwy 1.00 2 6,076 17,200 2.00 0.00 6,076

108th St (NW) Skyview Ave Green Hills Dr 1.17 2 1,590 16,000 2.34 0.00 1,860

108th St (NW) Green Hills Dr Robinhood Ln 0.50 2 1,326 16,000 1.00 0.00 663

108th St (NE) Topping /Hardesty I-435 0.25 2 10,000 17,200 0.50 0.00 2,500

108th St (NE) Reinking Rd Wallace 1.20 2 10,512 18,300 2.40 0.00 12,614

108th St (NE) Wallace Lewis 0.29 4 10,512 43,800 1.16 0.00 3,048

108th St (NE) Lewis 108th 0.07 2 10,512 18,300 0.14 0.00 736

108th St (NE) 108th NE Mid Continent 0.04 4 10,512 43,800 0.16 0.00 420

112th St KCI Boundary I-29 0.09 2 5,816 42,300 0.18 0.00 523

112th St I-29 Congress Ave 0.98 4 2,557 43,800 3.92 0.00 2,506

112th St Stark Ave City Limit 1.54 2 2,738 17,200 3.08 0.00 4,217

128th St Winan Ave Interurban Rd 1.45 2 282 15,500 2.90 0.00 409

128th St Interurban Rd Skyview Ave 1.05 2 282 16,000 2.10 0.00 296

Agnes Ave Cookingham Dr I-435 0.54 2 1,000 17,200 1.08 0.00 540

Agnes Ave I-435 City Limit 0.54 2 1,000 17,200 1.08 0.00 540

Ambassador Dr NW 112th St Tiffany Spgs Pkwy 1.62 4 4,043 43,800 6.48 0.00 6,550

Amity Ave Barry Rd M-152 0.48 2 19,250 17,200 0.96 0.96 9,240

Amity Ave M-152 Tiffany Spgs Rd 0.52 2 19,250 17,200 1.04 1.04 10,010

Amity Ave Tiffany Spgs. Rd Tiffany Spgs Pkwy 0.78 2 6,000 17,200 1.56 0.00 4,680

Antioch Rd C. Limit Gladstone M-152 0.83 2 1,365 17,200 1.66 0.00 1,133

Barry Rd Hampton Rd Childress Ave 1.11 2 1,863 17,200 2.22 0.00 2,068

Barry Rd Childress Ave Amity Ave 1.49 2 3,310 16,600 2.98 0.00 4,932

Barry Rd Congress Ave Utica 0.65 2 9,268 40,800 1.30 0.00 6,024

LOS DCapacity

Lane-Miles



Barry Rd Utica Amity Ave 0.36 2 9,268 16,600 0.72 0.00 3,336

Barry Rd Congress Ave I-29 0.52 2 19,490 42,300 1.04 0.00 10,135

Barry Rd I-29 Barrybrooke 0.34 4 25,334 43,800 1.36 0.00 8,614

Barry Rd Barrybrooke Green Hills Dr 1.19 4 19,511 43,800 4.76 0.00 23,218

Barry Rd Green Hills Dr Robinhood-Line Crk 0.53 4 25,733 43,800 2.12 0.00 13,638

Barry Rd Baughman Old Stagecoach Rd 0.06 4 22,291 16,600 0.24 0.24 1,337

Barry Rd Old Stagecoach Rd Robinhood-Line Crk 1.08 4 22,291 43,800 4.32 0.00 24,074

Barry Rd Baughman Rd US 169 0.59 4 23,381 43,800 2.36 0.00 13,795

Barry Rd US 169 N Oak Tfwy. 0.78 5 25,547 46,700 3.90 0.00 19,927

Barry Rd N Oak Tfwy. Highland 0.80 4 22,291 43,800 3.20 0.00 17,833

Barry Rd Highland Shoal Creek 0.25 2 22,291 16,600 0.50 0.50 5,573

Barry Rd Shoal Creek Agnes/M-152 0.58 2 21,290 16,600 1.16 1.16 12,348

Barry Rd M-152 Indiana Ave 0.45 2 10,704 17,200 0.90 0.00 4,817

Barry Rd I-435 Shoal Crk Pkwy 1.40 2 29,092 17,200 2.80 2.80 40,729

Barrybrook Dr 79th St Barry Road 0.25 2 500 17,200 0.50 0.00 125

Baughman Rd NW 96th St Cnty. Bdry. 2.63 2 213 16,000 5.26 0.00 560

Baughman Rd County Line NW 96th St 0.78 2 951 17,200 1.56 0.00 742

Baughman Rd 63rd Ter. 68th St 0.52 2 1,000 17,200 1.04 0.00 520

Baughman Rd 76th St Barry Road 1.04 2 1,476 17,200 2.08 0.00 1,535

Baughman Rd Barry Road M-152/Cnty Line 0.62 4 951 17,200 2.48 0.00 590

Baughman Rd Shoal Crk (108th) Cookingham Dr 1.10 2 203 17,200 2.20 0.00 223

Bern Mexico City Ave L.P. Cookingham 0.57 2 4,000 17,200 1.14 0.00 2,280

Bethel Ave M-92 Hwy I-435/I-29 1.05 2 1,000 17,200 2.10 0.00 1,050

Brighton Ave M-210 Russell 0.94 2 5,798 16,000 1.88 0.00 5,450

Brighton Ave Russell Parvin 0.05 4 5,798 42,300 0.20 0.00 290

Brighton Ave Parvin I-35 1.17 4 14,761 42,300 4.68 0.00 17,270

Brighton Ave I-35 Vivion Rd 0.29 4 17,764 42,300 1.16 0.00 5,152

Brighton Ave Vivion Rd 62nd Terr. 1.86 2 7,985 16,600 3.72 0.00 14,852

Brighton Ave Pleasant Valley 72nd St 0.68 2 2,621 16,600 1.36 0.00 1,782

Brighton Ave 72nd St Maple Woods 0.20 2 2,127 16,600 0.40 0.00 425

Brighton Ave Maple Woods M-152 1.06 2 2,127 17,200 2.12 0.00 2,255

Brighton Ave NE. M-152 Hwy NE. Barry Rd 0.44 2 1,287 16,600 0.88 0.00 566

Brighton Ave NE. Barry Rd NE. 96th St 1.28 2 684 17,200 2.56 0.00 876

Congress Ave NW Barry Rd Hwy 152 Ramp 0.62 2 3,563 16,600 1.24 0.00 2,209

Congress Ave N Congress 107th St 0.80 2 14,690 15,500 1.60 0.00 11,752

Congress Ave 107th St 112th St 0.57 4 14,690 45,200 2.28 0.00 8,373

Congress Ave NW 112th St NW I-435 0.80 2 12,336 16,000 1.60 0.00 9,869

Congress Ave Tiffany Springs Rd I-29 0.63 2 1,000 17,200 1.26 0.00 630

Cookingham Dr N Main County Bdry. 0.75 2 7,811 17,200 1.50 0.00 5,858

Cookingham Dr County Bdry. N Robinhood Ln 1.31 2 7,811 17,200 2.62 0.00 10,232

Cookingham Dr N Robinhood Ln N Skyview 1.48 2 29,032 17,200 2.96 2.96 42,967

Cookingham Dr N Skyview C. Lmt. Ferrelview 0.64 2 12,607 17,200 1.28 0.00 8,068

Cookingham Dr International Dr I-435 1.70 4 14,350 43,800 6.80 0.00 24,395

LOS DCapacity

Lane-Miles



Cookingham Dr I-435 N Mersington 1.28 2 6,040 17,200 2.56 0.00 7,731

Cookingham Dr N Mersington N Woodland 1.24 2 6,040 17,200 2.48 0.00 7,490

Cookingham Dr N Woodland N Oak Tfwy. 0.99 2 6,040 17,200 1.98 0.00 5,980

Cookingham Dr N Oak Tfwy. N Main 0.25 2 6,710 17,200 0.50 0.00 1,678

Cookingham Dr I-435 C. Lmt. Ferrelview 1.04 4 12,607 43,800 4.16 0.00 13,111

Eastern Ave M-291 City Limit 1.14 2 1,000 17,200 2.28 0.00 1,140

Englewood Blvd. Gladstone Limits US 169 0.20 4 12,040 43,800 0.80 0.00 2,408

Englewood Blvd. (56th) US 169 Line Crk Pkwy 0.89 2 12,040 17,200 1.78 0.00 10,716

Flintlock Rd NE 76th St NE M-152 Hwy 1.06 2 2,442 15,500 2.12 0.00 2,589

Flintlock Rd NE Barry Rd NE Mid-Con Tfwy 2.08 4 728 15,500 8.32 0.00 1,514

Gower Rd (64th/68th) Waukomis 64th St 0.54 2 15,226 17,200 1.08 0.00 8,222

Green Hills Dr 73rd St M-152 1.95 2 6,580 16,000 3.90 0.00 12,831

Green Hills Dr M-152 Tiffany Spgs Rd 0.59 2 5,498 16,000 1.18 0.00 3,244

Green Hills Dr (to 100th) Tiffany Spgs Rd Tiffany Spgs Pkwy 0.67 2 5,498 16,000 1.34 0.00 3,684

Green Hills Dr Tiffany Spgs Pkwy 108th St 1.18 2 5,498 16,000 2.36 0.00 6,488

Hampton Rd M-152 Park Access Road 0.78 2 1,000 17,200 1.56 0.00 780

Indiana Ave M-152 New Barry Rd 0.18 2 499 17,200 0.36 0.00 90

Indiana Ave Barry Rd 100th St 1.75 2 285 17,200 3.50 0.00 499

Interurban Rd NW 128th St City Limit 2.24 2 3,800 16,000 4.48 0.00 8,512

Interurban Rd C. Limit Ferrelview NW 128th St 0.53 2 3,800 17,200 1.06 0.00 2,014

Line Creek Pkwy 53rd St/I-29 56th St 0.43 2 13,977 17,200 0.86 0.00 6,010

Line Creek Pkwy 56th St 68th St 1.58 2 13,430 17,200 3.16 0.00 21,219

Line Creek Pkwy Barry Rd Old Stagecoach 0.80 4 1,600 43,800 3.20 0.00 1,280

M-9 Parkville c. lmt. Barry Road 2.81 2 11,000 16,600 5.62 0.00 30,910

M-291 I-435 Liberty city limits 4.12 2 7,451 17,200 8.24 0.00 30,698

Mace Rd N Mace Rd NW Barry Rd 0.28 2 1,000 16,600 0.56 0.00 280

Mace Rd NW 68th St Lingley Ln 0.59 2 391 16,600 1.18 0.00 231

Mace Rd Lingley 80th/KC Limit 0.93 2 1,224 16,600 1.86 0.00 1,138

Maple Woods Pkwy 96th St 108th St 0.77 2 7,891 16,000 1.54 0.00 6,076

Mexico City Rd Paris Rd I-29/I-435 1.61 2 8,150 43,800 3.22 0.00 13,122

N Executive Hills Dr Barry Rd M-152 0.77 2 1,000 17,200 1.54 0.00 770

N Executive Hills Dr Plaza Cir. NW 112th St 1.12 4 8,677 43,800 4.48 0.00 9,718

N Winan Ave NW 128th St M-92 Hwy 2.00 2 12,000 16,000 4.00 0.00 24,000

N Winan Ave M-92 Hwy City Limit 0.04 2 12,000 16,000 0.08 0.00 480

NE Parvin Rd N Brighton N I-435 1.60 4 11,308 42,300 6.40 0.00 18,093

North Oak Tfwy. C. Lmt. Gladstone NE. Barry Rd 0.84 5 23,210 43,800 4.20 0.00 19,496

North Oak Tfwy. NE. Barry Rd NE. 96th St 1.45 4 16,432 17,200 5.80 0.00 23,826

North Oak Tfwy. NE. 96th St 111th St 1.88 2 12,605 17,700 3.76 0.00 23,697

North Oak Tfwy. 111th St Cookingham Dr 0.62 2 3,696 16,600 1.24 0.00 2,292

Northwood City Limit 58th St/Street Ext 0.73 2 1,000 17,700 1.46 0.00 730

Parvin Rd N I-435 Hwy Census Tract Bdry. 1.00 2 11,308 42,300 2.00 0.00 11,308

Pleasant Valley Rd N Pleasant Valley N I-435 1.00 2 3,923 17,200 2.00 0.00 3,923

Pleasant Valley Rd N I-435 Census Tract Bdry. 0.13 4 3,923 40,800 0.52 0.00 510

LOS DCapacity

Lane-Miles



Pleasant Valley Rd C. Lmt. Gladstone N Pleasant Valley 1.35 2 3,053 16,600 2.70 0.00 4,122

Robinhood Lane 108th St I-435 1.24 2 1,000 17,200 2.48 0.00 1,240

Robinhood Lane I-435 Cookingham Dr 0.26 2 1,000 17,200 0.52 0.00 260

Robinhood Lane Cookingham Dr City Limit 1.54 2 1,000 17,200 3.08 0.00 1,540

Searcy Creek Pkwy 33rd St/M-210 Parvin Rd 0.87 4 1,000 43,800 3.48 0.00 870

Sherman Rd NE. Mid-continent City Limit 1.35 2 1,000 16,000 2.70 0.00 1,350

Shoal Crk Pkwy I-435 76th St 0.66 4 2,128 43,800 2.64 0.00 1,404

Shoal Crk Pkwy 76th St M-152 0.81 4 2,128 43,800 3.24 0.00 1,724

Shoal Crk (NE 96th) Eastern Ave I-435 0.43 2 1,570 16,600 0.86 0.00 675

Shoal Crk (NE 96th) I-435 N Brighton Ave 0.38 2 10,768 16,600 0.76 0.00 4,092

Shoal Crk (Staley Rd) NE 96th St 100th St 0.86 2 12,398 15,500 1.72 0.00 10,662

Shoal Crk (Staley Rd) NE 100th St Woodland Ave 1.77 1 11,424 14,900 1.77 0.00 20,220

Shoal Crk (NE 108th) N Oak Tfwy. Main St 0.26 2 1,275 16,600 0.52 0.00 332

Shoal Crk (NW 108th) Main St US 169 0.22 2 1,275 16,600 0.44 0.00 281

Shoal Crk (NW 108th) US 169 Baughman Rd 0.84 2 1,275 16,600 1.68 0.00 1,071

Shoal Crk (NW 108th) Baughman Rd Robinhood Ln 1.05 2 1,326 16,000 2.10 0.00 1,392

Skyview Ave N I-29 NW Tiffany Spgs 0.31 2 406 16,000 0.62 0.00 126

Skyview Ave NW Tiffany Spgs NW 108th St 1.04 2 770 16,000 2.08 0.00 801

Skyview Ave NW 108th St N Skyview Ave 1.24 2 4,022 16,600 2.48 0.00 4,987

Skyview Ave Cookingham Dr City Limit 1.54 2 1,280 17,200 3.08 0.00 1,971

Stark Ave M-291 City Limit 1.41 2 2,096 17,200 2.82 0.00 2,955

Tiffany Springs Pkwy Revere Ave I-29 1.69 4 16,005 43,800 6.76 0.00 27,048

Tiffany Springs Rd N I-29 Hwy N Amity Ave 1.33 2 19,280 16,000 2.66 2.66 25,642

Tiffany Springs Rd Amity Rd Childress 1.49 2 19,280 17,200 2.98 2.98 28,727

Tiffany Springs Rd N Green Hills Rd NW Skyview Ave 1.11 2 364 16,000 2.22 0.00 404

Topping Ave 96th St 108th St 1.50 2 1,000 17,200 3.00 0.00 1,500

Waukomis Dr Gower Rd NW 73rd 0.72 2 7,913 17,200 1.44 0.00 5,697

Woodland Ave NE Staley Cookingham Dr 0.96 2 3,250 16,000 1.92 0.00 3,120

Woodland Ave Cookingham Dr I-435 0.48 2 2,464 16,000 0.96 0.00 1,183

Woodland Ave I-435 City Limit 0.38 2 1,678 17,200 0.76 0.00 638

Total Lane-Miles 142.32 341.07 17.36 1,074,757Source: HNTB Corporation, North Service Area Impact Fee Study Technical Memorandum, June 3, 1999; and updated existinginventory spreadsheet, September 1, 1999; average daily trips (ADT) are 1999 daily traffic volume estimates based on data andtechniques described in text; capacities are maximum daily volumes at LOS D with adjustments for lane width from Table 2; totallane-miles are product of miles by lanes; deficient lane-miles is lane-miles for those segments for which ADT exceeds capacityat LOS D; vehicle-miles of travel (VMT) is product of miles by ADT.


Table 14BUILD-OUT ROAD IMPROVEMENTS, NORTH SERVICE AREA

Arterial Street From To Miles Imp. TypeNewCap.

New VMC

TotalCost

48th St Wallace Dr Hughes Rd 1.15 New 4-Lane 43,800 50,370 $5,169,38048th St Worlds of Fun Dr Wallace Dr 0.41 Widen 26,600 10,906 $2,412,30956th St I-29 Ext. 56th St 0.73 Widen 27,200 19,856 $4,034,68156th St Ext. 56th St Klamm Road 0.75 New 4-Lane 43,800 32,850 $3,244,10656th St I-29 Line Creek Pkwy 0.65 New 4-Lane 43,800 28,470 $4,316,00064th St Gower Rd I-29 0.74 Widen 26,600 19,684 $4,353,07264th St I-29 City Limit 1.03 Widen 26,600 27,398 $5,689,45968th St Line Crk. Pkwy Baughman Rd 0.78 New 4-Lane* 43,800 34,164 $6,398,78272nd St Waukomis MCD Boundary 0.68 New 4-Lane 43,800 29,784 $4,443,03872nd St MCD Boundary N I-29 Highway 0.48 Widen 27,200 13,056 $2,767,20372nd St N I-29 Hwy N Mo. Hwy 9 0.45 Widen 27,200 12,240 $2,615,10672nd St Green Hills Baughman 1.45 New 4-Lane 43,800 63,510 $7,703,69272nd St Searcy Crk. Pkwy I-435 0.50 New 4-Lane 43,800 21,900 $5,033,68172nd St Brighton Ave Searcy Crk. Pkwy 0.76 New 4-Lane 43,800 33,288 $8,100,77572nd St Gladstone C.L. Brighton Ave 0.52 Widen 28,300 14,716 $2,872,34873rd St M-9 Lingley Ln 1.04 Widen 27,200 28,288 $5,606,35476th St Shoal Crk Pkwy NE 76th St 0.22 New 4-Lane 43,800 9,636 $1,462,61576th St N. Brighton Ave N. I-435 1.04 Widen 43,800 45,552 $5,003,14576th St I-435 Shoal Crk Pkwy 0.69 Widen 43,800 30,222 $3,954,38476th St NE 76th St N Church Rd 1.24 Widen 27,800 34,472 $6,620,33679th St Montclair Birch Lane 0.63 New 4-Lane 43,800 27,594 $2,735,95279th St Twin Oaks Dr Line Creek Pkwy 1.02 New 4-Lane 43,800 44,676 $4,618,88079th St Birch Lane Twin Oaks Dr 0.26 Widen 26,600 6,916 $1,390,83596th St Woodland Ave Shoal Crk Pkwy 1.95 New 4-Lane 43,800 85,410 $9,053,99996th St Eastern Ave City Limit/M-291 1.68 New 4-Lane 43,800 73,584 $8,721,60796th St Shoal Crk. Pkwy Reinking Rd 0.61 New 4-Lane 43,800 26,718 $3,239,47096th St N. Oak Tfwy. Woodland 1.00 Widen 24,900 24,900 $6,054,74796th St Line Crk. Pkwy Baughman Rd 0.99 New 4-Lane 43,800 43,362 $5,357,60896th St Baughman Rd US 169 0.95 Widen 26,600 25,270 $5,513,05996th St (95th Ter.) US 169 N. Oak Trffw. 0.48 New 4-Lane 26,600 12,768 $2,651,398104th St M-291 City Limit 1.62 New 4-Lane 43,800 70,956 $7,391,076108th St (NW) Skyview Ave Green Hills Dr 1.17 Widen 27,800 32,526 $7,070,188108th St (NW) Green Hills Dr Robinhood Ln. 0.50 Widen 27,800 13,900 $3,331,076108th St (NE) Topping /Hardesty I-435 0.25 Widen 43,800 10,950 $1,749,840108th St (NE) I-435 Reinking Rd 0.38 New 4-Lane 43,800 16,644 $2,118,137108th St (NW) 112th Connector Skyview Ave 0.52 New 4-Lane 43,800 22,776 $2,535,188108th St (NE) Shoal Crk. Pkwy Mersington Ave 0.74 New 4-Lane 43,800 32,412 $4,176,970108th St (NE) Mersington Ave Topping Ave 1.02 New 4-Lane 43,800 44,676 $5,238,368108th St (NE) Reinking Rd Wallace 1.20 Widen 25,500 30,600 $6,628,496108th St (NE) Wallace M-291 0.07 Widen 25,500 1,785 $386,662112th St Congress 108th Connector 0.54 New 4-Lane 43,800 23,652 $2,974,600128th St Mexico City Ave Winan Ave 0.98 Widen 26,600 26,068 $5,982,474128th St Winan Ave Interurban Rd 1.45 Widen 28,300 41,035 $8,805,932


New VMC

TotalCost


128th St Interurban Rd Skyview Ave 1.05 Widen 27,800 29,190 $6,065,434128th St Skyview Ave Robinhood Lane 1.52 New 4-Lane 43,800 66,576 $8,974,049128th St Robinhood Lane First Cr. Rd 1.01 New 4-Lane 43,800 44,238 $5,266,020128th St First Cr. Rd US 169 0.96 New 4-Lane 43,800 42,048 $4,945,847128th St US 169 132nd St 0.74 New 4-Lane 43,800 32,412 $3,645,970132nd St Conn. to 128th Virginia Ave 0.66 New 4-Lane 43,800 28,908 $3,217,738136th St City Limit Winan Ave 1.84 New 4-Lane 43,800 80,592 $9,620,692136th St Winan Ave Bethel Ave 2.11 New 4-Lane 43,800 92,418 $9,534,183136th St Nevada Ave I-435/I-29 0.69 New 4-Lane 26,600 18,354 $3,831,884Agnes Ave Cookingham Dr I-435 0.54 Widen 26,600 14,364 $2,529,347Agnes Ave I-435 City Limit 0.54 Widen 26,600 14,364 $2,529,347Ambassador Dr 86th St Tiffany Springs Rd 0.71 New 4-Lane 43,800 31,098 $3,992,506Ambassador Dr Barry Rd 86th St 0.31 Widen 26,600 8,246 $1,977,861Ambassador Dr Cookingham Dr 128th St 1.01 New 4-Lane 43,800 44,238 $3,794,125Amity Ave Tiffany Spgs Pkwy 112th St 1.62 Widen 43,800 70,956 $6,241,196Amity Ave Barry Rd M-152 0.48 Widen 26,600 12,768 $2,612,802Amity Ave M-152 Tiffany Spgs Rd 0.52 Widen 26,600 13,832 $2,520,785Amity Ave Tiffany Spgs Rd Tiffany Spgs Pkwy 0.78 Widen 26,600 20,748 $3,421,130Barry Rd Hampton Rd Childress Ave 1.11 Widen 26,600 29,526 $6,662,359Barry Rd Childress Ave Amity Ave 1.49 Widen 27,200 40,528 $9,262,882Barry Rd Utica Amity Ave 0.36 Widen 27,200 9,792 $2,254,049Barry Rd Highland Maple Woods 0.39 Widen 27,200 10,608 $2,496,166Barry Rd Maple Woods Agnes/M-152 0.29 Widen 27,200 7,888 $1,867,386Barry Rd M-152 Indiana Ave 0.45 Widen 26,600 11,970 $2,751,186Barry Rd Indiana Ave Brighton Ave 1.00 Widen 26,600 26,600 $5,865,652Barry Rd Brighton Ave I-435 0.65 Widen 26,600 17,290 $3,894,138Barry Rd I-435 Shoal Creek Pkwy 1.40 Widen 26,600 37,240 $9,031,245Barrybrook Dr 82nd Court Barry Road 0.39 Widen 26,600 10,374 $1,919,430Barrybrook Dr Montclair 82nd St 0.25 Widen 26,600 6,650 $1,722,842Baughman Rd 68th St 76th St 0.99 New 4-Lane 43,800 43,362 $4,830,154Baughman Rd 63rd Terrace Line Creek 0.65 New 4-Lane 43,800 28,470 $3,398,031Baughman Rd 76th St Barry Road 1.04 Widen 26,600 27,664 $4,562,404Baughman Rd 63rd Ter. 68th St 0.52 Widen 26,600 13,832 $2,114,380Baughman Rd Barry Road M-152/Cnty Line 0.62 Widen 26,600 16,492 $2,854,636Baughman Rd NW 96th St M-152 1.12 Widen 26,600 29,792 $4,887,693Baughman Rd Shoal Creek NW 96th St 1.20 Widen 26,600 31,920 $5,212,982Baughman Rd Shoal Crk (108th) Cookingham Dr 1.10 Widen 26,600 29,260 $4,806,371Bern Mexico City Ave Cookingham Dr 0.57 Widen 26,600 15,162 $3,679,536Bethel Ave M-92 Hwy I-435/I-29 1.05 Widen 26,600 27,930 $4,603,065Brighton Ave M-210 Russell 0.94 Widen 27,800 26,132 $4,342,361Brighton Ave Vivion Rd Pleasant Valley 1.79 Widen 27,200 48,688 $9,403,290Brighton Ave Pleasant Valley 72nd St 0.68 Widen 27,200 18,496 $2,987,421Brighton Ave 72nd St Maple Woods 0.20 Widen 27,200 5,440 $2,165,417Brighton Ave Maple Woods M-152 1.06 Widen 26,600 28,196 $5,204,717Brighton Ave NE. M-152 Hwy NE. Barry Rd 0.44 Widen 27,200 11,968 $2,122,735


New VMC

TotalCost


Brighton Ave NE. Barry Rd NE. 96th St 1.28 Widen 26,600 34,048 $5,538,272Childress Ave M-152 City Limit 0.71 New 4-Lane 43,800 31,098 $2,559,380Childress Ave Tiffany Springs M-152 1.99 New 4-Lane 43,800 87,162 $6,762,971Congress Ave N.W. 112th St N.W. I-435 0.80 Widen 27,800 22,240 $2,954,895Congress Ave N.W. I-435 Cookingham 0.23 New 4-Lane 43,800 10,074 $1,008,588Congress Ave 100th St Exec/ Hills/I-29 0.30 Widen 26,600 7,980 $1,485,334Congress Ave M-152 Tiffany Spgs Rd 1.07 New 4-Lane 43,800 46,866 $3,987,974Congress Ave Tiffany Spr Rd Tiffany Spr Pkwy 0.87 Widen 27,200 23,664 $3,871,165Congress Ave N Congress 107th St 0.80 Widen 28,300 22,640 $3,586,537Cookingham Dr I-435 N Mersington 1.28 Widen 26,600 34,048 $7,601,396Cookingham Dr N Mersington Woodland Ave 1.24 Widen 26,600 32,984 $7,380,446Cookingham Dr Woodland Ave N. Oak Trfwy. 0.99 Widen 26,600 26,334 $5,468,509Cookingham Dr N. Oak Tfwy. N. Main St 0.25 Widen 26,600 6,650 $1,911,937Cookingham Dr N. Main St County Boundary 0.75 Widen 26,600 19,950 $4,939,310Cookingham Dr County Boundary Robinhood Lane 1.31 Widen 26,600 34,846 $7,312,513Cookingham Dr Robinhood Lane Skyview Ave 1.48 Widen 26,600 39,368 $9,207,645Cookingham Dr Skyview Ave Ferrelview C.L. 0.64 Widen 26,600 17,024 $3,800,698Eastern Ave M-291 City Limit 1.14 Widen 26,600 30,324 $4,969,016Eastern Ave (Reinking) M-291 96th St 2.44 New 4-Lane 26,600 64,904 $10,254,964Englewood Blvd. (56th St) US 169 Line Cr Pkwy 0.89 Widen 26,600 23,674 $9,579,469First Creek Rd Cookingham Dr City Limit 1.78 New 4-Lane 43,800 77,964 $6,281,855Flintlock Rd NE 76th St NE M-152 Hwy. 1.06 Widen 28,300 29,998 $4,943,299Gower Rd (64th/68th) Waukomis 64th St 0.54 Widen 26,600 14,364 $3,226,699Green Hills Dr 73rd St M-152 1.95 Widen 27,800 54,210 $7,106,197Green Hills Dr M-152 Tiffany Spgs Rd 0.59 Widen 27,800 16,402 $2,824,381Green Hills Dr Tiffany Spgs Rd Tiffany Spgs Pkwy 0.67 Widen 27,800 18,626 $3,171,348Green Hills Dr Tiffany Spgs Pkwy 108th St 1.18 Widen 27,800 32,804 $5,117,762Hampton Rd M-152 Park Access Rd 0.78 Widen 26,600 20,748 $4,769,142Hampton Rd Park Access Rd City Limit 0.82 New 4-Lane 43,800 35,916 $3,180,270Home Ave 104th St City Limit 1.58 New 4-Lane 43,800 69,204 $5,703,836Hughes Rd City Limit M-210 2.17 New 4-Lane 43,800 95,046 $7,575,946Indiana Ave M-152 New Barry Road 0.18 Widen 26,600 4,788 $819,900Indiana Ave Barry Rd 100th St 1.75 Widen 26,600 46,550 $7,855,401Indiana Ave 100th St Shoal Creek Pkwy 0.51 New 4-Lane 43,800 22,338 $2,146,738Interurban Rd NW 128th St City Limit 2.24 Widen 27,800 62,272 $9,441,741Interurban Rd C. Limit Ferrelview NW 128th St 0.53 Widen 26,600 14,098 $2,488,686Line Creek Pkwy Old Stagecoach 96th St 1.07 New 4-Lane 43,800 46,866 $7,077,342Line Creek Pkwy 96th St 108th St 1.56 New 4-Lane 43,800 68,328 $9,809,700Line Creek Pkwy 68th St Barry Rd 2.08 New 4-Lane 43,800 91,104 $13,656,325Line Creek Pkwy 56th St 68th St 1.58 Widen 17,200 27,176 $13,864,142Line Creek Pkwy 53rd St/I-29 56th St 0.43 Widen 17,200 7,396 $3,380,994M-9 Parkville c. lmt. Barry Road 2.81 Widen 27,200 76,432 $15,787,228M-291 I-435 Liberty city limits 4.12 Widen 26,600 109,592 $23,023,336Mace Rd 80th St NW Barry Rd 0.82 Widen 27,200 22,304 $3,667,859Mace Rd NW 68th St Lingley Ln 0.59 Widen 27,200 16,048 $2,732,653


New VMC

TotalCost


Mace Rd Lingley 80th/KC Limit 0.93 Widen 27,200 25,296 $4,115,131Mace Rd 68th St Route 9 0.33 Widen 27,200 8,976 $2,164,741Maple Woods Pkwy Shoal Creek Brighton Ave 0.84 New 4-Lane 43,800 36,792 $8,770,507Maple Woods Pkwy Brighton Ave Gladstone C. L. 0.53 New 4-Lane 43,800 23,214 $6,793,089Maple Woods Pkwy M-1/Gladstone CL Barry Rd 1.25 New 4-Lane 43,800 54,750 $8,178,596Maple Woods Pkwy 96th St Shoal Creek Pkwy 1.51 Widen 26,600 40,166 $10,970,281Maple Woods Pkwy Barry Rd 96th St 1.41 New 4-Lane 43,800 61,758 $8,891,988Mersington Ave Cookingham Dr I-435 0.53 Widen 43,800 23,214 $1,977,833Mersington Ave Cookingham Dr Shoal Creek Pkwy 1.58 New 4-Lane 43,800 69,204 $6,093,648Mersington Ave I-435 City Limit 0.50 New 4-Lane 43,800 21,900 $2,109,851Mexico City Ave I-29 City Limit/M-92 1.88 New 4-Lane 43,800 82,344 $7,503,961N Winan Ave NW 128th St M-92 Hwy 2.00 Widen 27,800 55,600 $8,465,874N Winan Ave M-92 Hwy City Limit 0.04 Widen 27,800 1,112 $496,290North Oak Tfwy. 96th St 111th St 1.88 Widen 26,100 49,068 $8,684,723North Oak Tfwy. 111th St Cookingham Dr 0.62 Widen 27,200 16,864 $2,954,494Northwood City Limit 58th St/Street Ext 0.73 Widen 26,100 19,053 $3,301,909Parvin Rd (40th. St) Census Tract Bdry Birmingham C.L. 1.30 New 4-Lane 43,800 56,940 $5,504,999Parvin Rd (40th. St) Birmingham C.L. M-210 1.02 Widen 43,800 44,676 $4,884,380Pleasant Valley Rd Gladstone C.L. Pleasant Valley 1.35 Widen 27,200 36,720 $8,755,058Pleasant Valley Rd Searcy Creek N. I-435 0.65 Widen 26,600 17,290 $3,855,935Robinhood Lane 108th St I-435 1.24 Widen 26,600 32,984 $5,375,627Robinhood Lane I-435 Cookingham Dr 0.26 Widen 26,600 6,916 $1,390,835Robinhood Lane Cookingham Dr City Limit 1.54 Widen 26,600 40,964 $6,595,461Searcy Creek Pkwy Parvin Rd US 69 2.32 New 4-Lane 43,800 101,616 $15,124,663Searcy Creek Pkwy US 69 Pleasant Valley 1.34 New 4-Lane 43,800 58,692 $10,794,223Searcy Creek Pkwy Pleasant Valley Maple Woods 0.34 New 4-Lane 43,800 14,892 $3,643,646Sherman Rd NE. Mid-continent City Limit 1.35 Widen 27,800 37,530 $7,178,027Shoal Creek Pkwy M-152 96th St 1.65 New 4-Lane 43,800 72,270 $10,625,827Shoal Crk Pkwy (NE 96th) Reinking I-435 0.43 Widen 27,200 11,696 $4,687,859Shoal Crk Pkwy (NE 96th) I-435 N. Brighton Ave 0.38 Widen 27,200 10,336 $3,954,611Shoal Crk Pkwy (Staley) NE 96th/Brighton 100th St 0.86 New 4-Lane 43,800 37,668 $5,594,159Shoal Crk Pkwy (Staley) NE 100th St Woodland Ave 1.77 New 4-Lane 43,800 77,526 $15,370,199Shoal Crk Pkwy (NE 108) Woodland Ave N.Oak Tfwy. 1.00 New 4-Lane 43,800 43,800 $8,685,478Shoal Crk Pkwy (NE 108) N. Oak Tfwy. Main St 0.26 Widen 27,200 7,072 $2,432,290Shoal Crk Pkwy (NW 108) Main St US 169 0.22 Widen 27,200 5,984 $2,323,592Shoal Crk Pkwy (NW 108) US 169 Baughman Rd 0.80 Widen 27,200 21,760 $7,749,470Shoal Crk Pkwy (NW 108) Baughman Rd Robinhood Ln. 1.05 Widen 27,800 29,190 $10,088,210Skyview Ave N Skyview/112th Cookingham Dr 0.89 Widen 43,800 38,982 $3,890,349Skyview Ave Tiffany Spr Rd Tiffany Spgs Pkwy 0.83 Widen 27,800 23,074 $3,865,282Skyview Ave Tiffany Spgs Pkwy 108th St 1.04 Widen 27,800 28,912 $4,776,070Skyview Ave 108th St 112th St 0.63 Widen 27,200 17,136 $2,732,365Skyview Ave Cookingham Dr City Limit 1.54 Widen 26,600 40,964 $6,679,113Tiffany Park Rd Hampton Rd City Limit 0.15 Widen 43,800 6,570 $635,192Tiffany Spgs Rd Line Crk. Pkwy Baughman Rd 0.73 New 4-Lane 43,800 31,974 $3,622,269Tiffany Spgs Rd Green Hills Dr Line Creek Pkwy 0.90 New 4-Lane 43,800 39,420 $4,076,653Tiffany Spgs Rd N. Green Hills Rd Skyview Ave/I-29 1.11 Widen 27,800 30,858 $5,927,175


New VMC

TotalCost


Tiffany Spgs Rd N. I-29 Hwy. N. Amity Ave 1.33 Widen 27,800 36,974 $7,279,983Tiffany Springs Rd Amity Rd Childress 1.49 Widen 26,600 39,634 $7,887,814Tiffany Spgs Pkwy Line Crk. Pkwy Green Hills Dr 0.53 New 4-Lane 43,800 23,214 $4,385,407Tiffany Spgs Pkwy Green Hills Dr Revere Ave 1.05 New 4-Lane 43,800 45,990 $8,486,432Tiffany Spgs Pkwy I-29 Amity Ave 0.86 New 4-Lane 43,800 37,668 $7,216,132Tiffany Spgs Pkwy Amity Ave Childress Ave 1.56 New 4-Lane 43,800 68,328 $12,450,870Tiffany Spgs Pkwy Childress Ave Hampton Ave 2.04 New 4-Lane 43,800 89,352 $16,182,107Topping Ave 108th St Cookingham Dr 1.06 New 4-Lane 43,800 46,428 $3,955,666Topping Ave 96th St 108th St 1.50 Widen 26,600 39,900 $6,432,817Waukomis Dr Gower Rd 73rd St 0.72 Widen 26,600 19,152 $3,388,202Winan Ave Ambassador Dr 128th St 1.03 New 4-Lane 43,800 45,114 $3,593,242Woodland Ave Staley Rd Cookingham Dr 0.98 Widen 26,600 26,068 $4,250,345Woodland Ave Cookingham Dr I-435 0.48 Widen 26,600 12,768 $2,347,302Woodland Ave I-435 132nd St 1.39 Widen 26,600 36,974 $6,294,050Total 6,453,899 $1,039,426,573

* includes new bridgeSource: Taliaferro & Browne, North Service Area cost estimation spreadsheet, September 13, 1999 (see text for description offactors included in cost estimates); new capacity is based on assumption that all widened or new roads will have standard 12'wide lanes with a capacity at LOS D of 43,800 (see Table 2); new capacity for widening projects is difference between LOS ofexisting 2-lane road from Table 13 and 43,800; new vehicle-miles of capacity (VMC) is new capacity times length of segment inmiles.

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