............. 6

2.2.1
Travel
Demand Elements ................................................................. 6
2.2.2
Cost Data.......................................................................................... 8

2.3
Demolition Credits .......................................................................................... 9
2.4
Improvement Credits ...................................................................................... 9

2.5 Impact Fee Discount Program ........................................................................ 9

2.6 Charitable Organization Discount ................................................................. 10



2.6.1 Total site traffic less than or equal to 50 trips ................................. 10


2.6.2 Existing site traffic less than or equal to 50 trips total site traffic
greater than 50 trips ...................................................................... 10


2.6.3 Existing site traffic greater than 50 trips.......................................... 10

Figure A-1: Impact Fee Service Areas ......................................................................... 11

Table A-1: Trip Generation Rates by Land Use ........................................................... 12

Table A-2: Trip and Cost Data by Service Area ........................................................... 13

Table A-3: Impact Fee Reduction Factor...................................................................... 13



KANE COUNTY TECHNICAL SPECIFICATIONS MANUAL FOR IMPACT FEES
2
FOR COUNTY BOARD CONSIDERATION

SECTION 1: INTRODUCTION TO THE IMPACT FEE AND FEE FORMULA
Section 1: Introduction to the Impact Fee and Impact Fee Formula

The State of Illinois Road Improvement Impact Fee Law (605 ILCS 5/5-901 et. seq.) entitles
Kane County to assess road improvement impact fees on new development based on the
proportional traffic impacts of the new development. This document outlines how the Kane
County Division of Transportation (KCDOT) calculates the traffic impact and how the impact
fee is generated from those data.

The calculation approach used by Kane County, known as the Facilities-Driven approach,
allocates a percentage of the unfunded capital cost of road improvements needed to serve new
development to the developers of that new development on the basis of the traffic generated by
the new development.

First, the amount and location of new development of each type (residential, retail, industrial,
office, and service) expected to occur over the next ten years was estimated based on census and
employment trends and information provided by county and municipal planning departments.
The County was then divided into three service areas for the purpose of calculating the impact
fees. Using the projected land use information, future traffic volumes were estimated using a
traffic model. This data was then used to develop a list of road improvements needed to maintain
an acceptable level of service on the Kane County roadway network at the end of the ten-year
planning horizon. The cost of those road improvements was then estimated, and existing funding
sources identified. The unfunded cost of these improvements was then allocated to the new
development based on the number of new peak hour trips generated by the new development to
calculate a cost per trip factor in each service area.

The gross impact fee per unit for each land use was then calculated by multiplying the number of
new peak hour trips generated by each land use by the cost per trip for that service area. This
amount is adjusted by applying applicable credits for demolition of previous structures, and
construction of eligible improvements to the highway network. Finally, the net impact fee is
multiplied by an Impact Fee Multiplier determined by the County Board, and, for eligible
projects, by an Impact Fee Discount. Eligible developers may also receive a Charitable
Organization Discount. The resulting impact fee is the amount payable to the County to offset a
portion of the capital cost of new and expanded roadways.
KANE COUNTY TECHNICAL SPECIFICATIONS MANUAL FOR IMPACT FEES
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FOR COUNTY BOARD CONSIDERATION

SECTION 1: INTRODUCTION TO THE IMPACT FEE AND FEE FORMULA
The general facilities-driven formula, as described in the Kane County Road Improvement
Impact Fee Ordinance, has the following form:

PRIMARY TRIP RATE = GROSS TRIP RATE x TOTAL TRIP REDUCTION

TRIPS = PRIMARY TRIP RATE x NUMBER OF IMPACT UNITS

GROSS IMPACT FEE = TRIPS x IMPACT FEE PER TRIP

NET IMPACT FEE = GROSS IMPACT FEE minus DEMOLITION CREDIT minus
IMPROVEMENT CREDIT

REDUCED IMPACT FEE = NET IMPACT FEE x IMPACT FEE MULTIPLIER

DISCOUNTED IMPACT FEE = REDUCED IMPACT FEE x (100% minus IMPACT
FEE DISCOUNT)

Where:

GROSS TRIP RATE = The number of trips generated by one IMPACT UNIT of the new
development on a weekday during the peak hour, between 4:00 p.m. and 6:00 p.m., of
adjacent street traffic (Table A-1).

TOTAL TRIP REDUCTION = The percentage of trips generated by a new development
that are pass-by trips or diverted-linked trips as defined by the Trip Generation
Handbook (Institute of Transportation Engineers, 2004) as may be amended from time to
time (Table A-1).

PRIMARY TRIP RATE = The portion of the GROSS TRIP RATE that represents new
trips on the roadway system, discounting pass-by and diverted-linked trips (Table A-1).

IMPACT UNITS = A measure of the size of the new development that correlates with the
number of peak hour trips generated by the new development between 4:00 p.m. and 6:00
p.m. For residential new developments, the impact unit is the number of dwelling units of
various types in the new development. For non-residential new developments, the impact
unit is generally a multiple of the number of gross interior square feet of the buildings
constructed in the new development (Table A-1).

IMPACT FEE PER TRIP = The GROSS IMPACT FEE for the Service Area for New
Development that generates one trip during the peak hour of adjacent street traffic
between 4:00 p.m. and 6:00 p.m. (Table A-2).

DEMOLITION CREDIT = The GROSS IMPACT FEE that would have been assessed on
a building that a fee payer demolishes in conjunction with new development.

KANE COUNTY TECHNICAL SPECIFICATIONS MANUAL FOR IMPACT FEES
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FOR COUNTY BOARD CONSIDERATION

SECTION 1: INTRODUCTION TO THE IMPACT FEE AND FEE FORMULA
IMPROVEMENT CREDIT = The value of impact fee eligible highway improvements
constructed by a developer in conjunction with new development and pursuant to an
Improvement Credit Agreement with the County.

IMPACT FEE MULTIPLIER = The percentage determined by the County Board by
which the NET IMPACT FEE shall be multiplied to determine the REDUCED IMPACT
FEE (Table A-3).

IMPACT FEE DISCOUNT = The percentage determined by the County Engineer by
which the REDUCED IMPACT FEE shall be discounted based on the trip reduction
measures included in the new development, as provided for in Section Eighteen of the
Kane County Road Improvement Impact Fee Ordinance. Only new developments
meeting the specific requirements of Section Eighteen are eligible for this discount. For
other projects, the IMPACT FEE DISCOUNT = 0%.

KANE COUNTY TECHNICAL SPECIFICATIONS MANUAL FOR IMPACT FEES
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FOR COUNTY BOARD CONSIDERATION

SECTION 2: DATA REQUIRED TO DETERMINE THE IMPACT FEE

Section 2: Data Required to Determine the Impact Fee

This section describes the data used in each element of the impact fee formula as presented in
Section 1, and gives the most up-to-date values employed in the calculation of the impact fees.

2.1 Impact Fee Service Areas

Impact Fee service areas are those areas in the County for which unique impact fees are
calculated. The County assesses and expends the impact fees collected within a service area.
Funds that are collected in one service area, for example, cannot be spent on projects in another
service area. The County has been divided into Impact Fee service areas for two primary reasons:

So that the impact fees assessed are specifically and uniquely attributable to the traffic
impact of the new development being assessed the fee.
To ensure that each fee payer receives a direct and material benefit from the impact fees
paid.

For these reasons, Kane County has been divided into three service areas, North, Central and
South, which reflect the predominant travel pattern in the County (Figure A-1).

2.2 Gross Impact Fee

The gross impact fee calculation is based on a combination of the travel demand of the specific
new development (PRIMARY TRIP RATE x NUMBER OF IMPACT UNITS) and the cost of
the traffic impacts (IMPACT FEE PER TRIP).

2.2.1 Travel Demand Elements

Travel demand data provides a direct connection between a new development and the
impact fee based on the unique travel characteristics of the new development. Nearly all
of the travel demand data utilized by Kane County for the Road Improvement Impact Fee
Ordinance is published by the Institute of Transportation Engineers (ITE), an
international professional society supporting the traffic and transportation engineering
professions.

Impact Units

For the purpose of estimating the number of trips generated by a new development, an
impact unit is defined as a ph