S-3458

AN ACT Relating to transportation and land use; amending RCW 39.92.010, 39.92.030, 70.94.531, 81.75.010, 81.75.020, 81.75.030, and 81.104.080; and adding a new chapter to Title 47 RCW.

BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF WASHINGTON:

NEW SECTION. Sec. 1. (1) The legislature finds that local transportation systems that are responsive to the needs of shoppers and workers are needed for coordinated land use and transportation development. The public and private sectors must cooperate locally to facilitate land use and transportation development patterns that promote economic development compatible with the goals and guidelines established for growth management under chapter 36.70A RCW, high capacity transportation systems under chapter 81.104 RCW, and transportation demand management under RCW 70.94.521 through 70.94.551.

(2) It is the intent of the legislature to encourage joint efforts by local governments and the private sector to establish networks of transportation centers served by a combination of local transportation systems and high capacity transportation systems and offering public transportation service that competes with the single occupancy vehicle. The legislature shall provide incentives to local jurisdictions that are able to measurably increase their share of alternative mode trips in relation to total trips.

(3) To establish continuity, consistency, and predictability in the development process it is necessary to establish a system that brings decision makers together at the local level. These decision makers shall agree upon an implementation plan that addresses local land use, infrastructure, and transportation problems in a comprehensive and cumulative fashion that supports regional growth, infrastructure, and transportation goals.

NEW SECTION. Sec. 2. Unless the context clearly requires otherwise, the definitions in this section apply throughout this chapter.

(1) "Alternative mode trips" means any trip taken for shopping, employment, business, or pleasure purposes that is not taken using a single occupancy vehicle. This definition includes, but is not limited to, walking, bicycling, telecommuting, or riding public transit.

(2) "Land use-transportation benefit district" means an entity created under section 3 of this act.

(3) "Local transportation system" means a locally controlled network of transportation centers supported by a transportation brokering service that promotes alternative mode trips and coordinates paratransit services.

(4) "Paratransit services" means publicly and privately owned transportation services and includes, but is not limited to, taxicab services, ridesharing services, car and van pooling services, destination and subscription services, shopping and delivery services, circulator and shuttle services, passenger ferry services, and bicycle transit services.

(5) "Performance-based contract" means one or more contracts for transportation brokering services between a land use-transportation benefit district and any other persons or entities, if the payment obligation for each year under the contract, including the year of installation, is set as the percentage increase in alternative mode trips and reflected in a measurable quantity such as vehicle miles saved or passenger trips saved. Such a figure has a measurable region benefit that can pay for the transportation brokering service and the paratransit services under this chapter. A guarantee shall be given, at the option of the land use-transportation benefit district, a bond or insurance policy, or some other guarantee determined sufficient by the land use-transportation benefit district to provide a level of assurance similar to the level provided by a bond or insurance policy.

(6) "Regional growth, infrastructure, and transportation guidelines" means local land use, infrastructure, and transportation system goals and guidelines established under the growth management act, chapter 36.70A RCW, high capacity transportation systems, chapter 81.104 RCW, and transportation demand management, RCW 70.94.521 through 70.94.551.

NEW SECTION. Sec. 3. (1) The legislative authority of a county may establish one or more land use-transportation benefit districts within the county for the purpose of creating local transportation systems under chapter 47.-- RCW (sections 1 through 13 of this act) within the district that is (a) consistent with state, regional, and local transportation plans, (b) necessitated by existing or reasonably foreseeable congestion levels attributable to economic growth, and (c) partially funded by local government or private developer contributions, or a combination of such contributions. The district may not include any area within the corporate limits of a city unless the city legislative authority has agreed to the inclusion pursuant to chapter 39.34 RCW. The agreement shall specify the area and such powers as may be granted to the benefit district.

(2) The members of the county legislative authority, acting ex officio and independently, shall compose the governing body of the district. If a land use-transportation benefit district includes any portion of an incorporated city, town, or another county, the district may be governed as provided in an interlocal agreement adopted under chapter 39.34 RCW. The county treasurer shall act as the ex officio treasurer of the district. The electors of the district shall all be registered voters residing within the district. For purposes of this section, the term "city" means both cities and towns.

(3) A land use-transportation benefit district is a quasi-municipal corporation in charge of a planning area and shall be the conduit for information and decision making relating to the benefit district. All government agencies with jurisdiction pertaining to land use, transportation, and infrastructure shall support the district with the personnel and information necessary to carry out the planning and implementation of effective growth, transportation, and infrastructure policies.

(4) Land use-transportation benefit districts shall be supported primarily through the assignment of personnel from existing relevant agencies as opposed to the creation of a new level of government. Support services shall be contracted out as opposed to the opening of civil service positions. Land use-transportation benefit districts should be able to be dissolved and not have to lay off more than six employees. The intent of this approach is to bring together the policymaking power of various agencies under a single umbrella for the benefit of coordinated land use, transportation, and infrastructure development.

(5) Land use-transportation benefit districts shall have the combined enforcement, planning, and regulatory power of the contributing agencies and the respective administrative and judicial processes shall be available for appeal from their decisions. The local land use-transportation management association established in this chapter and the community land use-transportation cooperative established in this chapter shall have the power to influence the process as an equal partner with the land use-transportation benefit district as long as they are following agreed-upon population accommodation, transit efficiency, and infrastructure rebuilding goals.

(6) Land use-transportation benefit districts shall be no larger than one hundred fifty thousand population, except no city should have more than five districts and no county should have more than twelve districts.

NEW SECTION. Sec. 4. (1) A land use-transportation benefit district shall establish land use-transportation management associations as voluntary associations used by employers and developers to improve the public transportation system by offering it as a market service designed to meet concurrency standards for further development. The land use-transportation management association shall provide a focal point for developers and employers to cooperate with the public sector and citizens in implementing innovative solutions to problems of infrastructure deficit and transportation inadequacies.

(2) Every land use-transportation benefit district has unique needs for the improvement of public infrastructure and transportation systems. These systems must be improved over time in order to accommodate existing zoned densities. The land use-transportation management association shall cooperate within the district to develop a plan that builds infrastructure and transportation systems to meet the projected needs of currently zoned land use capacity as well as any future increases in zoned capacity.

(3) In establishing a network of transportation centers, it may be necessary to create special benefit areas within an area appropriate to the scale and size of a transportation center. A special benefit area shall be formed upon approval of sixty percent of the business assessments in the area. The purpose of a special benefit area is to implement a plan that promotes the transportation center to increase public transit and business activity related to the users of public transit. A special benefit district may also implement plans to improve mobility for pedestrians, bicyclists, and public transit users around transportation centers.

(4) The land use-transportation management association shall work with the special benefit district, if any, to jointly develop plans to increase the market share of alternative mode trips in relation to total trips within the district. The management association shall contract with the special benefit district using a performance-based transportation service approach to allow the management association to provide customer services at transportation centers and transportation brokering services. This shall provide an incentive to the management association to maximize the utilization of public transportation and related services.

NEW SECTION. Sec. 5. (1) A land use-transportation benefit district shall establish community land use-transportation cooperatives as voluntary associations to provide citizens of a district with a mechanism to participate in the process of improving land use patterns, public infrastructure deficits, and public transportation utilization on a proactive basis through direct involvement in the process.

(2) A land use-transportation cooperative shall be a voluntary association of existing community councils and neighborhood associations within a district that shall provide fair representation for the community. The premise that must be accepted by the cooperative is that it is a proactive organization dedicated to the achievement of zoned densities only after public infrastructure deficits and public transportation needs have been remedied.

(3) The land use-transportation cooperative shall promote the development of a local transportation system that meets the needs of the community. The cooperative shall play a leading role in the development of the plan to alleviate the public infrastructure deficit by prioritizing the public works projects necessary to create the appropriate community environment for an effective local transportation system.

(4) The land use-transportation cooperative shall receive technical assistance from the district in organizing resources and providing information and direction necessary to address the public infrastructure deficit.

(5) The land use-transportation cooperative shall participate in overall planning for the district, participate in design review programs, and participate in alternative mode trip planning and implementation. Volunteers in the cooperative may receive community service credit for participating in the cooperative that may be used for public transportation, education, health care, and resource conservation projects.

NEW SECTION. Sec. 6. The land use-transportation benefit district, management association, and community cooperative shall establish a long-term vision for the district that is based upon regional growth, infrastructure, and transportation guidelines. The basic principles which shall guide in the creation of the community vision are the following. Land use-transportation benefit districts shall:

(1) Establish land use guidelines that at a minimum accommodate the population projections attained by complete zoning build-out and may optionally include twenty-year multifamily growth boundaries. Accommodating such population projections does not mean zoning may not be altered, it means there can be no net loss of population capacity within a district during the community visioning process.

(2) Recognize that public infrastructure deficits exist in all communities that must be concurrently eliminated to accommodate additional growth. This infrastructure deficit cannot be eliminated simply by piecemeal impact fees on individual development, so a plan must be in place to eliminate infrastructure deficit on a district-wide basis through more comprehensive funding sources.

(3) Establish a network of transportation centers located in neighborhood business areas, shopping malls, employment centers, and other activity centers that, in conjunction with responsive local transportation systems, can offer public transportation service that effectively competes with the single occupancy vehicle. These transportation centers and the transportation brokering service that supports demand-responsive access to the centers shall be jointly developed and operated by the district and the land use-transportation management association through a performance-based contract with regional transit authorities to provide maximum ridership to the regional high capacity transportation system. Transportation centers shall support catchment area populations of two thousand to ten thousand. These centers shall include support services designed to make them attractive to shoppers and workers such as day care services, delivery services, cleaning services, and other services identified as necessary to reduce ancillary trips. The scale of transportation centers will be appropriate to the scale of land use patterns and the size of the proposed population catchment area.

NEW SECTION. Sec. 7. The private sector is encouraged to take a leading role in providing public transit by jointly developing transportation centers, operating a transportation brokering service for demand-responsive trips, and marketing public transportation as a consumer good that is in competition with the single occupancy vehicle. The approaches to implement these components are the following:

(1) The siting and design of transportation centers shall be based upon the needs and requirements of the local area. Adjacent transportation centers shall range in size from covered bus stops supported by sidewalk consumer services to a transit mall designed into a shopping mall and supported by structured parking services. Larger transportation centers supported by structured parking are encouraged to be sited at choke points in the regional highway system where dedicated access to a transportation center could alleviate congestion.

(2) The transportation brokering component of the local transportation system is a critical component designed to offer demand-responsive access to transportation centers and between local transportation centers. The key to a successful brokering system is emerging information technologies that allow the brokering service the flexibility to schedule and dispatch a diverse group of independently operated paratransit services. This same technology will be able to allow for measurement of transportation system utilization through the use of a personal smart card similar to an automated teller machine card. It will be important to develop a region-wide brokering system so that the technology is seamless between land use-transportation benefit areas.

(3) Transportation centers shall be operated as an integrated part of the local business district. This will provide a basis to treat public transportation as a consumer good that shall be marketed on the basis of flexibility, ease of access, and mobility. Offering incentives to transportation brokering services such as being paid on the basis of vehicle miles saved and passenger trips will encourage service providers to explore innovative ways to deliver services that will reach transportation consumers who are not usually public transit consumers.

NEW SECTION. Sec. 8. It is critical to reduce the public infrastructure deficit in all areas within the region in order to accommodate additional growth. This infrastructure investment shall be individually designed to meet the needs of each land use-transportation benefit district and shall be funded from diverse set of sources including a special public works fund designed to reward benefit areas incrementally for improvements in the utilization of public transportation. The objective is to increase infrastructure investment as opposed to reducing zoning density.

NEW SECTION. Sec. 9. The development of transportation centers and the transportation brokering system shall have access to federal, state, and local funding as passed through by the regionally designated funding agency. However, land use-transportation benefit areas shall be able to independently raise capital from private sources as well as have debt capacity in order to make the system of higher quality than would be expected from public sector funding alone. Since paratransit services are expected to be funded entirely by the private sector, they will not be reflected as a capital component in local transportation system development.

NEW SECTION. Sec. 10. The operational aspects of local transportation systems shall be funded through a performance-based contract intended to encourage private sector initiative in the marketing and development of an effective public transit system. This should provide operational funding for paratransit services and transportation brokering services at land use-transportation benefit districts on the basis of performance. The measurement of performance would be calculated using statistics such as vehicle miles saved or passenger trips saved compared to an agreed upon base year case. Base year measurements shall be established for existing transit ridership, then, as the land use-transportation benefit district increases ridership, the district is paid back by a regional authority that monitors the performance of all districts. This would introduce competition between communities for funding on the basis of improving transit ridership.

NEW SECTION. Sec. 11. The legislature finds that:

(1) Conserving energy on highways will have a beneficial effect on our overall supply of energy;

(2) Conserving energy on highways results in cost savings for taxpayers; and

(3) Performance-based transportation brokering services contracts as outlined in this chapter are a means by which municipalities can achieve energy conservation without capital outlay.

Therefore, the legislature declares that it is the policy that a land use-transportation benefit district may, after a competitive selection process, negotiate a performance-based transportation brokering service contract with a firm that offers the best proposal.

NEW SECTION. Sec. 12. (1) Each land use-transportation benefit district shall publish in advance its requirements for transportation brokering services except that the local land use-transportation management association shall have right of first refusal for the contract under this chapter or may subcontract for the service.

(2) The land use-transportation benefit district may negotiate a fair and reasonable performance-based contract with the firm that is identified, based on the criteria that is established by the land use-transportation benefit district, to be the firm that submits the best proposal.

(3) If the land use-transportation benefit district is unable to negotiate a satisfactory contract with the firm that submits the best proposal, negotiations with that firm shall be formally terminated and the land use-transportation benefit district may select another firm in accordance with this section and continue negotiation until a performance-based contract is reached or the selection process is terminated.

NEW SECTION. Sec. 13. If a land use-transportation benefit district chooses, by resolution or other appropriate mechanism, to negotiate a performance-based contract under this chapter, no otherwise applicable statutory procurement requirement applies.

Sec. 14. RCW 39.92.010 and 1988 c 179 s 1 are each amended to read as follows:

The legislature finds that there is an increasing need for local and regional transportation improvements as the result of both existing demands and the foreseeable future demands from economic growth and development within the state, including residential, commercial, and industrial development.

The legislature intends with this chapter to enable local governments to develop and adopt programs for the purpose of jointly funding, from public and private sources, transportation improvements necessitated in whole or in part by economic development and growth within their respective jurisdictions. The programs should provide a fair and predictable method for allocating the cost of necessary transportation improvements between the public and private sectors. The programs should include consideration of public transportation as a method of reducing off-site transportation impacts from development. The programs shall include the creation of local transportation systems that support the goals and guidelines under chapter 47.-- RCW (sections 1 through 13 of this act). The legislature finds that the private funds authorized to be collected pursuant to this chapter are for the purpose of mitigating the impacts of development and are not taxes. The state shall encourage and give priority to the state funding of local and regional transportation improvements that are funded in part by local, public, and private funds.

The authority provided by this chapter, RCW 35.43.182 through 35.43.188, and 36.88.072 through 36.88.078 for local governments to create and implement local transportation programs is intended to be supplemental, except as expressly provided in RCW 39.92.030(9), 82.02.020, and 36.73.120, to the existing authorities and responsibilities of local governments to regulate development and provide public facilities.

Sec. 15. RCW 39.92.030 and 1988 c 179 s 3 are each amended to read as follows:

Local governments may develop and adopt programs for the purpose of jointly funding, from public and private sources, transportation improvements necessitated in whole or in part by economic development and growth within their respective jurisdictions. Local governments shall adopt the programs by ordinance after notice and public hearing. Each program shall contain the elements described in this section.

(1) The program shall identify the geographic boundaries of the entire area or areas generally benefited by the proposed off-site transportation improvements and within which transportation impact fees will be imposed under this chapter.

(2) The program shall be based on an adopted comprehensive, long-term transportation plan identifying the proposed off-site transportation improvements reasonable and necessary to meet the future growth needs of the designated plan area and intended to be covered by this joint funding program, including acquisition of right of way, construction and reconstruction of all major and minor arterials and intersection improvements, and identifying design standards, levels of service, capacities, and costs applicable to the program. The program shall also indicate how the transportation plan is coordinated with applicable transportation plans for the region and for adjacent jurisdictions. The program shall also indicate how public transportation and ride-sharing improvements and services will be used to reduce off-site transportation impacts from development.

(3) The program shall include at least a six-year capital funding program, updated annually, identifying the specific public sources and amounts of revenue necessary to pay for that portion of the cost of all off-site transportation improvements contained in the transportation plan that will not foreseeably be funded by transportation impact fees. The program shall include a proposed schedule for construction and expenditures of funds. The funding plan shall consider the additional local tax revenue estimated to be generated by new development within the plan area if all or a portion of the additional revenue is proposed to be earmarked as future appropriations for such off-site transportation improvements.

(4) The program shall authorize transportation impact fees to be imposed on new development within the plan area for the purpose of providing a portion of the funding for reasonable and necessary off-site transportation improvements to solve the cumulative impacts of planned growth and development in the plan area. Off-site transportation impacts shall be measured as a pro rata share of the capacity of the off-site transportation improvements being funded under the program. The fees shall not exceed the amount that the local government can demonstrate is reasonably necessary as a direct result of the proposed development.

(5) The program shall provide that the funds collected as a result of a particular new development shall be used in substantial part to pay for improvements mitigating the impacts of the development or be refunded to the property owners of record. Fees paid toward more than one transportation improvement may be pooled and expended on any one of the improvements mitigating the impact of the development. The funds shall be expended in all cases within six years of collection by the local government or the unexpended funds shall be refunded.

(6) The program shall also describe the formula, timing, security, credits, and other terms and conditions affecting the amount and method of payment of the transportation impact fees as further provided for in RCW 39.92.040. In calculating the amount of the fee, local government shall consider and give credit for the developer's participation in public transportation and ride-sharing improvements and services.

(7) The administrative element of the program shall include: An opportunity for administrative appeal by the developer and hearing before an independent examiner of the amount of the transportation impact fee imposed; establishment of a designated account for the public and private funds appropriated or collected for the transportation improvements identified in the plan; methods to enforce collection of the public and private funds identified in the program; designation of the administrative departments or other entities responsible for administering the program, including determination of fee amounts, transportation planning, and construction; and provisions for future amendment of the program including the addition of other off-site transportation improvements. The program shall not be amended in a manner to relieve local government of any contractual obligations made to prior developers.

(8) The program shall provide that private transportation impact fees shall not be collected for any off-site transportation improvement that is incapable of being reasonably carried out because of lack of public funds or other foreseeable impediment.

(9) The program shall provide that no transportation impact fee may be imposed on a development by local government pursuant to this program when mitigation of the same off-site transportation impacts for the development is being required by any government agency pursuant to any other local, state, or federal law.

(10) The program shall comply with chapter 47.-- RCW (sections 1 through 13 of this act) and allow for the creation of a network of transportation centers supported by a transportation brokering service and paratransit.

Sec. 16. RCW 70.94.531 and 1991 c 202 s 13 are each amended to read as follows:

(1) Not more than six months after the adoption of the commute trip reduction plan by a jurisdiction, each major employer in that jurisdiction shall develop a commute trip reduction program and shall submit a description of that program to the jurisdiction for review. The program shall be implemented not more than six months after submission to the jurisdiction.

(2) A commute trip reduction program shall consist of, at a minimum (a) designation of a transportation coordinator and the display of the name, location, and telephone number of the coordinator in a prominent manner at each affected worksite; (b) regular distribution of information to employees regarding alternatives to single-occupant vehicle commuting; (c) an annual review of employee commuting and reporting of progress toward meeting the single-occupant vehicle reduction goals to the county, city, or town consistent with the method established in the commute trip reduction plan; and (d) implementation of a set of measures designed to achieve the applicable commute trip reduction goals adopted by the jurisdiction. Such measures may include but are not limited to:

(i) Provision of preferential parking or reduced parking charges, or both, for high occupancy vehicles;

(ii) Instituting or increasing parking charges for single-occupant vehicles;

(iii) Provision of commuter ride matching services to facilitate employee ridesharing for commute trips;

(iv) Provision of subsidies for transit fares;

(v) Provision of vans for van pools;

(vi) Provision of subsidies for car pooling or van pooling;

(vii) Permitting the use of the employer's vehicles for car pooling or van pooling;

(viii) Permitting flexible work schedules to facilitate employees' use of transit, car pools, or van pools;

(ix) Cooperation with transportation providers to provide additional regular or express service to the worksite;

(x) Construction of special loading and unloading facilities for transit, car pool, and van pool users;

(xi) Provision of bicycle parking facilities, lockers, changing areas, and showers for employees who bicycle or walk to work;

(xii) Provision of a program of parking incentives such as a rebate for employees who do not use the parking facility;

(xiii) Establishment of a program to permit employees to work part or full time at home or at an alternative worksite closer to their homes;

(xiv) Establishment of a program of alternative work schedules such as compressed work week schedules which reduce commuting; and

(xv) Implementation of other measures designed to facilitate the use of high-occupancy vehicles such as on-site day care facilities and emergency taxi services.

(3) Employers or owners of worksites may form or utilize existing transportation management associations to assist members in developing and implementing commute trip reduction programs. Transportation management associations may cooperate in the formation of local transportation systems as outlined in chapter 47.-- RCW (sections 1 through 13 of this act) and use the system formed as a mechanism to measure reduction of commuter trips.

Sec. 17. RCW 81.75.010 and 1977 ex.s. c 217 s 1 are each amended to read as follows:

It is desirable to a transportation system that convenient and comfortable terminals be established and maintained with the services of all modes of public transportation available to the public at such a center to the extent feasible. It is proper that cities, towns, counties, public transportation benefit area authorities, land use-transportation benefit districts, and municipal corporations of this state be authorized to own and operate transportation centers.

Sec. 18. RCW 81.75.020 and 1977 ex.s. c 217 s 2 are each amended to read as follows:

Through its council or other legislative body, any city, town, county, public transportation benefit area authority, land use-transportation benefit district, or other municipal corporation, authorized to operate public transportation services, may construct or otherwise acquire intermodal transportation centers by donation, lease, or purchase and may operate or let for purposes of leasing space at fair market value for the services set forth in RCW 81.75.030, and to perform other functions permitted by law, the centers or portions of the centers, for public or private purposes or for compensation or rental upon such conditions as its council or other legislative body shall from time to time prescribe. The city, town, county, public transportation benefit area authority, land use-transportation benefit district, or municipal corporation, may apply for and receive grants from the federal government for purposes of funding a transportation center and may consolidate a transportation center with other lawful city or town activities.

Sec. 19. RCW 81.75.030 and 1977 ex.s. c 217 s 3 are each amended to read as follows:

To the extent feasible, the services available to the public at any transportation center may include taxi, auto rental, passenger trains, motor buses, travel agents, restrooms, food, telegraph, baggage handling, transfer and delivery of light freight and packages, commercial airlines, air charter, place of temporary rest for citizens and travelers (but not overnight), mail, private auto parking for users of public transportation through the transportation center, local transit, limousine, any amenities needed to meet the goals and guidelines of chapter 47.-- RCW (sections 1 through 13 of this act), and any other use necessary to the foregoing.

Any city, town, county, public transportation benefit area authority, land use-transportation benefit district, or municipal corporation, which elects to operate a transportation center shall operate the center for the general public good. The operator may establish the terms of usage for the various modes of transportation and for others that utilize its facilities, may make reasonable rules concerning public and private use, and may exclude all persons therefrom who refuse to comply with the terms or rules of use. The operator may own, operate, maintain, and manage a transportation center, but shall not engage in providing a transportation or other related service at the center unless otherwise authorized by law. To aid general economic development and to facilitate merchant and business cooperation, the operators may accept a petition from sixty percent of the businesses within the area for assessments for improvements related to the promotion and success of the transportation center under goals and guidelines of chapter 47.-- RCW (sections 1 through 13 of this act) and to levy special assessments on all businesses within the area. The operator, to the greatest extent possible, shall jointly operate the center with businesses in the area to meet the goals and guidelines of chapter 47.-- RCW (sections 1 through 13 of this act).

Sec. 20. RCW 81.104.080 and 1991 c 318 s 7 are each amended to read as follows:

Where applicable, regional transportation plans and local comprehensive plans shall address the relationship between urban growth and an effective high capacity transportation system plan, and provide for cooperation between local jurisdictions and transit agencies.

(1) Regional high capacity transportation plans shall be included in the designated regional transportation planning organization's regional transportation plan review and update process to facilitate development of a coordinated multimodal transportation system and to meet federal funding requirements.

(2) Interlocal agreements between transit authorities, cities, and counties shall set forth conditions for assuring land uses compatible with development of high capacity transportation systems. These include developing sufficient land use densities through local actions in high capacity transportation corridors and near passenger stations, preserving transit rights of way, and protecting the region's environmental quality. The implementation program for high capacity transportation systems shall favor cities and counties with supportive land use plans. In developing local actions intended to carry out these policies cities and counties shall (a) establish land use-transportation benefit districts as provided in chapter 47.-- RCW (sections 1 through 13 of this act) for the purpose of integrating local transportation systems with the high capacity system and (b) insure the opportunity for public comment and participation in the siting of such facilities, including stations or transfer facilities. Agencies providing high capacity transportation services, in cooperation with public and private interests, shall promote transit-compatible land uses and development which includes joint development.

(3) Interlocal agreements shall be consistent with state planning goals as set forth in chapter 36.70A RCW. Agreements shall also include plans for concentrated employment centers, mixed-use development, and housing densities that support high capacity transportation systems.

(4) Agencies providing high capacity transportation service and other transit agencies shall develop a cooperative process for the planning, development, operations, and funding of feeder transportation systems. Feeder systems may include existing and future intercity passenger systems and alternative technology people mover systems which may be developed by the private or public sector.

(5) Cities and counties along corridors designated in a high capacity transportation system plan shall enter into agreements with their designated regional transportation planning organizations, for the purpose of participating in a right of way preservation review process which includes activities to promote the preservation of the high capacity transportation rights of way. The regional transportation planning organization shall serve as the coordinator of the review process.

(a) Cities and counties shall forward all development proposals for projects within and adjoining to the rights of way proposed for preservation to the designated regional transportation planning organizations, which shall distribute the proposals for review by parties to the right of way preservation review process.

(b) The regional transportation planning organizations shall also review proposals for conformance with the regional transportation plan and associated regional development strategies. The designated regional transportation planning organization shall within ninety days compile local and regional agency comments and communicate the same to the originating jurisdiction and the joint regional policy committee.

NEW SECTION. Sec. 21. Sections 1 through 13 of this act shall constitute a new chapter in Title 47 RCW.