Loading...
HomeMy WebLinkAboutOrd 2108 - Comprehensive Plan Amendments - Transportation ElementCity of Tukwila Washington Ordinance No. 2108 AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, AMENDING THE TRANSPORTATION ELEMENT OF THE CITY OF TUKWILA'S COMPREHENSIVE PLAN; PROVIDING FOR SEVERABILITY; AND ESTABLISHING AN EFFECTIVE DATE. WHEREAS, Tukwila's Comprehensive Plan and development regulations are to be reviewed and updated as appropriate; and WHEREAS, per RCW 36.70.A, amendments to the Comprehensive Plan shall not be considered more frequently than once every year, except in cases of emergency or to amend the Shoreline Master Program; and WHEREAS, work on updating the Transportation Element of the Comprehensive Plan has been in progress for several years, and an application to amend the Transportation Element of the Comprehensive Plan was submitted in December 2004; and WHEREAS, after draft amendments to the Comprehensive Plan Transportation Element were sent to the Washington State Department of Community, Trade and Economic Development on September 20, 2005, no comments were received; and WHEREAS, on October 17, 2005, the draft amendments to the Comprehensive Plan Transportation Element were determined to have no significant environmental effects; and WHEREAS, the City of Tukwila Planning Commission, held a public hearing on October 27, 2005, and after having received and studied staff analysis and comments from the public, has recommended the adoption of amendments to the Transportation Element; and WHEREAS, notices of a public meeting and a public hearing were published in the Hazelnut, and the Seattle Times; and WHEREAS, the City Council held the public meeting on July 18, 2005 and the public hearing on December 5, 2005; and WHEREAS, the amended Transportation Element adopts by reference new background information, including a Transportation Plan and a Transit Plan, and policies that ensure that the City -wide impacts of growth are assessed and mitigated in a timely, systematic manner; and WHEREAS, after due consideration, the City Council believes that certain amendments to the City's Comprehensive Plan are necessary; NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF TUKWILA, WASHINGTON, DO ORDAIN AS FOLLOWS: C. \Documents and Settings \AII Users\ Desktop \Kelly \MSDATA \Ordinances\Comp Plan Amend 2005.doc RF ksn 12/2/2005 Page 1 of 2 Section 1. The Transportation Element of the Tukwila Comprehensive Plan, as adopted by Ordinance No. 1757, is hereby amended to read as shown in Exhibit A (attached), and adopts by reference Tukwila's Transportation Plan and Transit Plan (Exhibit B, attached). Section 2. Severability. If any section, subsection, paragraph, sentence, clause or phrase of this ordinance or its application to any person or situation should be held to be invalid or unconstitutional for any reason by a court of competent jurisdiction, such invalidity or unconstitutionality shall not affect the validity or constitutionality of the remaining portions of this ordinance or its application to any other person or situation. Section 3. Effective Date. This ordinance or a summary thereof shall be published in the official newspaper of the City, and shall take effect and be in full force five days after passage and publication as provided by law. PASSED BY THE CITY COUNCIL OF THE CITY QF TUKWILA, WASHINGTON, at a Regular Meeting thereof this 5TH DAY OF DECEMBER, 2005. ATTEST/ AUTHENTICATED: JANE E. Cantu, CMC, City Clerk APPROED AS FORM BY: Office of the-City Atkorney Steven M. Mullet, Mayor C. \Documents and Settings\AIl Users \Desktop\Kelly\MSDATA \Ordinances \Comp Plan Amend 2005.doc RF:ksn 12/2/2005 Filed with the City Clerk: Passed by the City Council: Published: /07 9 Effective Date: /a H Ordinance Number: l Page 2 of 2 SUMMARY OF ORDINANCE No. 2108 City of Tukwila, Washington On December 5, 2005, the City Council of the City of Tukwila, Washington, adopted Ordinance No. 2108, the main points of which are summarized by its title as follows: An ordinance of the City Council of the City of Tukwila, Washington, amending the Transportation Element of the City of Tukwila's Comprehensive Plan; providing for severability; and establishing an effective date. The full text of this ordinance will be mailed upon request. Approved by the City Council at their Special Meeting of December 5, 2005. C (7;) JOe)E. Cantu, CMC, City Clerk Published Seattle Times: December 9, 2005 Exhibit B to Ordinance No. 2108 "The City of Tukwila Transportation Plan and Transit Plan" (large comb -bound document) is available upon request from the City Clerk's Office. TRANSPORTATION PURPOSE The Transportation Element establishes Tukwila's transportation goals and policies for the 20 -year planning period. It provides direction for transportation decisions regarding annual plan updates including the Comprehensive Transportation Plan, the six -year Transportation Improvement Plan, the six -year Capital Improvement Plan, and the annual budget. It also provides guidance for development review and approval, land use and zoning decisions, and continuing transportation programs. The Transportation Element also establishes a basis for decision making that is consistent with Washington's Growth Management Act requirements and assures concurrence with other agencies. These specific requirements are fulfilled by the City of Tukwila's Comprehensive Transportation Plan, and summarized herein. The Comprehensive Transportation Plan, Tukwila Transit Plan, and the annually updated six -year Transportation Improvement Plan, six -year Capital Improvement Plan, and the budget are all adopted by reference in the Tukwila Comprehensive Plan. ISSUES Tukwila's diverse transportation system includes freeways, highways, arterial streets, access streets, bus and commuter rail transit service, Amtrak passenger rail service, sidewalks, trails, and neighborhood footpaths. In addition, Boeing Field provides air transportation for a combination of primarily general and business aviation. The Duwamish River provides water access to Elliott Bay and beyond. Significant commercial freight transportation is provided by trucking and railroads throughout the City. Future Tukwila transportation system additions include light rail (slated to open in 2009) and possibly Bus Rapid Transit. Level of Service The capacity of a transportation facility reflects its ability to accommodate a moving stream of people or vehicles. Capacity is a measure of the supply side of transportation facilities. Level of service (LOS) is a measure of the quality of flow. Capacity and LOS calculations are needed for most traffic engineering and transportation planning decisions and actions. TUKWILA COMPREHENSIVE PLAN Transportation 0 Go ecember 5, 2005 151 EXHIBIT A TUKWILA COMPREHENSIVE PLAN Transportation Traffic Level of Service In this instance, Level of service is used to describe and define capacity of a corridor or intersection. A grading system, defined in the Highway Capacity Manual, published by the Transportation Research Board, ranges from A (best) to F (worst). LOS A B C D F Delay per Vehicle Signalized Intersections Less than or equal to 10 seconds Greater than 10 and less than or equal to 20 seconds Greater than 20 and less than or equal to 35 seconds Greater than 35 and less than or equal to 55 seconds Greater than 55 and less than or equal to 80 seconds Greater than 50 seconds Source: Highway Capacity Manual, 2000 Figure 38 Traffic Level of Service Standards Greater than 80 seconds Delay per Vehicle Unsignalized Intersections Less than or equal to 10 seconds Greater than 10 and less than or equal to 15 seconds Greater than 15 and less than or equal to 25 seconds Greater than 25 and less than or equal to 35 seconds Greater than 35 and less than or equal to 50 seconds Transit Level of Service Transit service, both frequency and time -span of service, is an important aspect of a healthy transportation network. The Transit Capacity and Quality of Service Manual, also published by the Transportation Research Board, establishes level of service standards for transit. Headway Vehicle LOS (min) /hour Comments I A I <10 >6 I Passengers don't need schedules B 10 -14 5 -6 Frequent service, passengers consult schedules C 15 -20 3 -4 Maximum desirable time to wait if bus /train missed D I 21 -30 I 2 I Service unattractive to choice riders E I 31 1 I Service available during hour I F I >60 <1 I Service unattractive to all riders I Source: Transit Capacity and Quality of Service Manual, 2 Ed., 2003 Figure 39 Service Frequency LOS: Urban Scheduled Transit Service 152 December 5, 2005 LOS I Hours per Day I Comments A I 19 -24 I Night or owl service provided B I 17-18 I Late evening service provided C I 14 -16 Early evening service provided D I 12 -13 Daytime service provided I E I 4 -11 Peak hour service /limited midday service I F I 0 -3 I Very limited or no service I Source: Transit Capacity and Quality of Service Manual, Z' Ed., 2003 Figure 40 Hours of Service LOS Non motorized Level of Service A level of service for pedestrian and other modes of non motorized transportation is much more difficult to establish. Various methodologies exist but none are yet considered industry standards. Streets and Highways Tukwila is divided into three areas of distinct traffic patterns and roadway needs. The largest volume of traffic, as well as the area with the largest needs for infrastructure, is in the Tukwila Urban Center (TUC). To the north, the Manufacturing and Industrial Center (MIC) has a large amount of existing infrastructure, but has unused capacity due to a change in land uses and building tenants since 1995. The central and southwestern areas of Tukwila are predominately residential in nature, criss- crossed with residential streets funneling traffic onto large north -south arterials such as Interurban Avenue S and Tukwila International Boulevard. The TUC has a very unique traffic pattern due to its predominately commercial nature. Unlike the rest of the city, the traditional commuter p.m. peak hour is not always the peak of congestion. Oftentimes, the peak weekday volumes of traffic occur around the lunch hour, and the true peak of weekly volumes occurs on Saturday. Holiday shopping increases the daily volumes as much as 25 -50% above the rest of the year. Since 1990, daily traffic volumes in the TUC have risen nearly 17 For the most part, existing travel speeds of motorists in the TUC average around 20 m.p.h., and is a Level of Service C (LOS C). Although there are some intersections that operate poorly during peak hours, for the most part, the TUC area intersections also average at LOS C. Safety in the TUC is generally good from a motorist point of view. Major Southcenter Parkway intersections have the largest number of accident occurrences, though none are above the King County average for accidents on similar streets. TUKWILA COMPREHENSIVE PLAN Transportation December 5, 2005 153 TUKWILA COMPREHENSIVE PLAN Transportation Throughout the remainder of Tukwila, the traditional p.m. peak hour is the peak traffic volume. The average level of service is LOS B at key intersections but there are some specific locations where the capacity of the intersection is being approached. Accident occurrences are generally at lesser rates than the TUC area. There are four classes of streets: principal arterials, minor arterials, collector arterials, and access streets (Figure 41). These four classes of street were developed in recognition of a transition in street use from strictly access to properties to pure mobility. The differences result in different street widths, access control, speed limit, traffic controls, and other similar design and operation features. While the street sections and speed limits shown are generic for the each functional classification, current City codes and specific sub -area plans will govern. Functional Classification Right of Way Curb to Curb Speed Limit Local Access Streets 150 to 60 ft. 128 to 36 ft. 125 mph Collector Arterials 160 ft. 136 to 40 ft. 130 mph Minor Arterials 160 80 ft. 136 to 48 ft 130 to 35 mph Principal Arterials 180 to 100 ft. 160 to 84 ft. 135 to 50 mph *Standards above are typical; see current City codes for actual standards Figure 41 Functional Street System Standards The TUC area is projected to see the most growth in traffic by 2020. Without needed capacity improvements, LOS problems will develop, with an average of LOS E/F for the area and many locations projected to operate extremely poorly. The rest of the city fares better with an average of LOS D, however, many intersections will operate at severe LOS F conditions without improvements. Access streets in residential areas are not projected to experience LOS problems by the year 2020. However, the occasional problem of "too much traffic, too fast" can occur and measures to address safety and access would be determined based on studies and measures to reduce the volumes and speed. The City maintains an annually updated Capital Improvement Plan (CIP) identifying projects that will address current and future system deficiencies. A full reporting and discussion of the data on traffic forecasts and present and future levels of service is included in the Comprehensive Transportation Plan. Transit King County Metro provides bus service throughout the City of Tukwila. Fourteen different routes provide intra- Tukwila service and direct service to Burien, Kent, Auburn, Seattle, Renton, and West Seattle. At this time, Sound Transit does not serve any destinations in Tukwila with Regional 154 December 5, 2005 Express Bus service. Sounder, the regional commuter rail service, has a stop in Tukwila at Tukwila Station, as does Amtrak regional and national passenger rail service. The City of Tukwila strives to collaborate and cooperate with the region's transit providers in order to improve and support these systems. The goal of increasing overall transit ridership within the City of Tukwila drives the need for both service and capital improvements. Transit speed and reliability, improved passenger amenities, and access to transit service are all crucial for attracting and maintaining transit riders. Tukwila desires quality transit service to support and complement adjacent land uses. To achieve this, a multi -hub system and Transit Priority Corridor Classifications were developed. This classification system was created with the goal of establishing several different focal points for service in Tukwila. These include the S. 154 Street Link Light Rail Station, the Tukwila Commuter Rail /Amtrak Station, an improved Tukwila Urban Center Transit Center, and a new link connecting the Tukwila Commuter Rail /Amtrak Station to areas near Westfield Mall at Southcenter. Improved routes and frequency feed into this multi -hub concept. Some changes in route alignments or schedules are recommended to meet a system -wide need. Transit Priority Corridor Classifications (Figures 42 and 43) were developed which identify transit corridor types by function, ideal transit operational characteristics, optimal adjacent land uses, and supporting physical design features of the public infrastructure. This tool is designed to be flexible and assist quality decision making. An inventory of present transit routes are contained in the Tukwila Transit Plan. Full details on the recommendations for service changes and infrastructure needs are also included in that document. King County-Metro and Sound Transit control changes to routes. I Classification I TRANSIT WAY TRANSIT PRINCIPAL CORRIDOR TRANSIT MINOR CORRIDOR TRANSIT LOCAL ACCESS STREET POTENTIAL TRANSIT ROADWAY Functional Purpose Provides frequent, high speed, high capacity service and interregional transit trips. Provides frequent, moderate speed, high capacity service, connections between major activity centers, and some interregional trips Provides connections between local transit destinations, concentrated to connect and reinforce major activity centers and residential areas. Provides connections between neighborhoods and area attractions.. Roadways without existing transit service or service but are potential future transit roadway. Figure 42 Transit Corridor Classifications TUKWILA COMPREHENSIVE PLAN Transportation Typical Adjacent Land Use Major private and public developments of regional significance. Should not be adjacent to residential areas. Major private and public developments of regional or local significance; adjacent to commercial, industrial, and high- density residential land uses. Major private and public developments. Generally are located adjacent to high and medium density residential areas as well as commercial areas. Neighborhood activity centers such as schools, businesses, recreational facilities, and single family neighborhoods Depends on location. December 5, 2005 155 TUKWILA COMPREHENSIVE PLAN MN= 156 Tt .1 P .1 C I III( Figure 43 Transit Priority Corridor Classifications December 5, 2005 Non motorized Transportation A non motorized transportation plan is included in this Comprehensive Transportation Plan and has been coordinated with the King County Non motorized Plan. It differentiates two categories of non motorized trips: Category I trips are "through" trips for bicycle commuters using trails, bikeways, and bicycle friendly streets. Category II trips are "within neighborhood" trips, for example between homes and schools or between home and play field, park, or market. Category I improvements include completing the Interurban and King County Green River trails, which will provide access to the Green /Duwamish high employment corridor for bicycle, combined bicycle and bus, and combined bus and walking trips, as well as for recreation and exercise. The Category I improvements include incorporating bicycle, pedestrian, and other non motorized transportation elements in other transportation improvement designs. Category II improvements include neighborhood footpaths, sidewalks, and the pedestrian path program of paving shoulders and paths for non motorized travel. Both Category I and II improvements involve the cooperation of King County Metro, the Tukwila Parks Department, and other agencies including King County, neighboring jurisdictions, and the Washington State Department of Transportation. A non motorized transportation plan specific to the TUC will inventory existing pedestrian and bicycle facilities in the urban center. Recommendations on improvements to link and support pedestrian and bicycle activity in the TUC are included in the TUC Subarea Plan. LEVEL OF SERVICE STANDARDS Level of service standards for all local arterials and transit routes are necessary in order to ensure mobility, vitality, and quality of life for the city. The standard, coordinated with surrounding jurisdictions, is to judge the performance of the system against what the community is willing to accept and what can be financed. Traffic Projected growth in Tukwila, and surrounding areas, was used in the Comprehensive Transportation Plan to project traffic volumes and levels of service in 2020. In order to develop an LOS standard and determine the improvements needed to maintain capacity, consideration was given to projected demands and projected income. Significant new capacity will be required to accommodate future growth throughout the city. The majority TUKWILA COMPREHENSIVE PLAN Transportation December 5, 2005 157 TUKWILA COMPREHENSIVE PLAN Transportation of the project needs are in the TUC area. The City must have a fiscally constrained financing plan that is balanced with planned growth and existing and future needs. In general terms, the City's LOS standard for arterials is LOS E in commercial areas and LOS D in residential areas. Within the TUC area, level of service is calculated by averaging defined key intersections to obtain a corridor standard; elsewhere in the city, the level of service is calculated on individual key intersections. The TUC area and key arterial corridors throughout Tukwila will continue to be monitored to assure that the LOS standard is maintained. The Tukwila Comprehensive Transportation Plan identifies improvements that would maintain adopted level of service standards around the City. Projects necessary to maintain the minimum level of service standard will be built, as needed, to accommodate projected growth. In the event of a funding shortfall or unexpected growth, the City must re- evaluate planned land uses and explore alternate funding sources to assure continuing concurrency with transportation system improvements. Transit At this time, Tukwila is not the owner /operator of a transit service, therefore a minimum level of service standard cannot be enforced. However, Tukwila will encourage all transit providers to achieve and maintain a minimum LOS C and work within Tukwila's Transit Street Classification System. GOALS AND POLICIES Goal 13.1 Overall Safe and e movement of people and goods to, from, within, and through Tukwila. Policies 13.1.1 Focus on safety as the first priority of an ongoing and continuous monitoring program. 13.1.2 Focus on highest possible transportation efficiency, while balancing the needs to provide streets that maximize traffic movement with streets that are designed to be consistent with existing and desired land uses. 13.1.3 Balance travel efficiency, safety, and quality-of-life in residential areas through creative roadway design. 158 December 5, 2005 13.1.4 Support, encourage, and implement transportation programs and improvements that promote water quality and regional air quality. Goal 13.2 Transportation System Expansion of the existing public street network into a hierarchy of street designs that serve pedestrian and vehicle safety, traffic movement, and adjacent land use. Policies IMPLEMENTATION STRATEGIES Ongoing monitoring of accidents and level of service Traffic Calming Program 13.2.1 Develop a street network plan that augments the existing system of streets, breaks up super blocks in non residential areas, and provides functional separation of traffic through new streets on new alignments. 13.2.2 Require street improvement projects and development improvements to be in accordance with the general Functional Street System Standards or subarea plan and require an engineering study of specific conditions. 13.2.3 Require all new streets, street improvements, property developments and property improvements to provide sidewalks consistent with adopted standards and subarea plans. Property developments and improvements in commercial areas will provide direct pedestrian access from sidewalks to buildings. 13.2.4 Continue to improve residential streets and coordinate with utility improvements. 13.2.5 Regional or non -local traffic will be discouraged on residential access streets. IMPLEMENTATION STRATEGIES Sidewalk ordinance Subdivision ordinance Street Network Plan TUKWILA COMPREHENSIVE PLAN Transportation December 5, 2005 159 TUKWILA COMPREHENSIVE PLAN Transportation Goal 13.3 Level-of-Service Traffic levels -of- service that provide safe and efficient movement of people, bikes, cars and buses and incorporate evolving land use and traffic patterns. Policies 13.3.1 In general, Level of Service Standards shall vary by differing levels of development patterns, desired character of streets, and growth management objectives. Use the following LOS standards to guide City improvement and development approval decisions: The Tukwila Urban Center corridor average is not to exceed LOSE, except for the Strander Boulevard and a portion of the Andover Park E corridor. Methodology for computing the average LOS is described in the Comprehensive Transportation Plan and is updated annually in the Concurrency Ordinance. The Strander Boulevard corridor average is not to exceed LOS F with an average delay not to exceed 120 seconds. The Andover Park E, between Tukwila Parkway and Strander Boulevard, is not to exceed LOS F with an average delay not to exceed 120 seconds. All other non residential arterial intersections are not to exceed LOSE. The LOS of minor and collector arterials in predominantly residential areas is not to exceed LOS D for each specific arterial. West Valley Highway (SR 181), as a state highway of regional significance, is not to exceed LOS E /Mitigated, as defined by PSRC. SR 599, as a state highway of regional significance, is not to exceed LOS E /Mitigated, as defined by PSRC. 13.3.2 Use adopted LOS standards to guide City improvement and development approval decisions. 13.3.3 Maintain adopted LOS standards in planning, development, and improvement decisions. 13.3.4 Provide capacity improvements or trip reduction measures so that the LOS standard is not exceeded. 160 December 5, 2005 13.3.5 When reviewing private development proposals, apply the Concurrency Ordinance to determine mitigation, if required, that will provide capacity or traffic generation control. 13.3.6 Include as a priority increased transportation choices such as transit use; rideshare measures such as carpooling as capacity mitigation measures; and pedestrian and bicycle facilities. After consideration of these priority improvements, consider signal improvements, other street capacity improvements, and street widening as a last resort. 13.3.7 Establish a program to monitor congestion and evaluate the effectiveness of the LOS standards. 13.3.8 Highways of Statewide significance (HSS), including Interstate 5 (I5), Interstate 405 (1405), and State Route 518 (SR -518), are exempt from concurrency requirements. 13.3.9 Regionally Significant State Highways, including SR 181 (West Valley Highway) and SR 599 are subject to a Regional Level of Service Standard established by the Puget Sound Regional Council and WSDOT. LOS standard for Regionally Significant State Highways within Tukwila's boundaries is LOS E /Mitigated. IMPLEMENTATION STRATEGIES Concurrency ordinance Ongoing monitoring of traffic volumes and levels of service Goal 13.4 Public Transportation, Transit, Rideshare Efficient transit capacity that will reduce single- occupancy- vehicle trips to, from, and through Tukwila and provide public transportation for Tukwila residents who depend on it. Policies 13.4.1 Recommend and pursue a bus route along Interstate 405 connecting a Tukwila multi -modal center, located at Interstate 405 and Interurban, with Everett (Boeing) and serving the freeway stations, such as the Bellevue Transit Center. TUKWILA COMPREHENSIVE PLAN Transportation December 5, 2005 161 TUKWILA COMPREHENSIVE PLAN Transportation 13.4.2 Recommend and pursue a regional multi -modal center in conjunction with the Tukwila Commuter Rail /Amtrak Station and secondary pedestrian/bicycle /transit hubs elsewhere in the City. 13.4.3 Pursue amenities and funding in support of a pedestrian /bicycle route linking Westfield Mall at Southcenter to the Tukwila Commuter Rail /Amtrak Station. 13.4.4 Continue to provide Commute Trip Reduction Program service to Tukwila employers and to provide assistance to Metro, Washington State Department of Transportation, King County, and adjacent agencies in increasing people carrying capacity of vehicles and reducing trips. 13.4.5 Continue to encourage the use of rideshare, transit, bicycle, and evolving technological transportation improvements. 13.4.6 Continue to support, participate in, and encourage the development and implementation of regional/rapid rail with service to the Tukwila Urban Center, and other emerging efficient- capacity technologies that will serve people traveling to, from, and within Tukwila. 13.4.7 Support and encourage the extension of regional light rail facilities to serve the Urban Center. The preferred route can be conceptually described as running South from the vicinity of 1405, to a station located east of Southcenter Mall and west of the eastern edge of Andover Park West and in proximity to the TUC Transit Center, then turning east running adjacent to or parallel to Strander Boulevard, across West Valley Highway and north to a second station adjacent to the Tukwila Sounder Station at Longacres. 13.4.8 Support forming a partnership with Metropolitan King County, Westfield Mall at Southcenter, and surrounding businesses to locate a pedestrian friendly transit center on Andover Park West, between Baker Boulevard and Strander Boulevard. 13.4.9 Research and pursue a TUC circulator service that would connect the Tukwila Station, the Transit Center, businesses, and attractions in the TUC with frequent service to encourage reduction of single- occupant vehicle trips, enhance the Southcenter area's image as a lifestyle center, and bring more customers to all businesses. 162 December 5, 2005 13.4.10 Encourage and support public transportation services including expanded dial -a -ride and fixed -route van service, to areas that do not produce transit ridership warranting a bus route, transportation system management (TSM) program, the continued development of commuter and light rail particularly with service to the Tukwila Urban Center area, and continue to provide and support Commute Trip Reduction service. 13.4.11 Establish mode -split goals for all significant employment centers which will vary according to development densities, access to transportation service and levels of congestion. 13.4.12 The development of any light rail or commuter rail system shall meet the following objectives. Any commuter or light rail system serving Tukwila, Seattle, South King County and /or Sea -Tac Airport should be located in a manner which promotes the coordinated short -term and long -term use of alternative transportation systems, such as carpools, buses, commuter rail, and light rail. Such systems shall be located so as to allow for fixture extensions to commuter and/or light rail service to East King County and Southeast King County. 13.4.13 Such systems shall be located in a manner that serves the Tukwila Urban Center and the Tukwila Multi -modal Center, so as to encourage the development of these Centers in the manner contemplated by this Plan and the Countywide Planning Policies. Encourage transit oriented uses, development patterns and pedestrian amenities in the vicinity of high- capacity transit stations. 13.4.14 Require that parking facilities developed in conjunction with transit facilities be adequately sized and managed to prevent spillover parking onto private property, public property, or public streets. IMPLEMENTATION STRATEGY Commute Trip Reduction Program Encourage transit providers to meet minimum level of service standards Tukwila lead on construction of Transit Center in TUC area TUKWILA COMPREHENSIVE PLAN Transportation December 5, 2005 163 TUKWILA COMPREHENSIVE PLAN Transportation Goal 13.5 Nonmotorized Transportation Bicycle and walking capacity for regional Category I and local Category II trips. Policies 13.5.1 Implement specific improvements that provide safe bicycle and walking capacity for regional (Category I) and local (Category II) trips. 13.5.2 Continue the access street improvement program that provides sidewalks on access streets. 13.5.3 Include bicycle improvements in street improvement projects on designated bicycle friendly streets. 13.5.4 Continue to pursue grants to construct pedestrian and non motorized improvements. 13.5.5 Continue to coordinate with adjacent agencies on the development of regional non motorized transportation improvements. 13.5.6 Provide additional sidewalks and foot trails as opportunities and development occur. 13.5.7 Pursue converting railroad and other easements to pedestrian and bicycle trails. 13.5.8 Require secure bicycle racks in appropriate locations. IMPLEMENTATION STRATEGY Adopt a non motorized transportation plan for the City Pursue connections between existing pedestrian and bicycle facilities Pursue additional pedestrian and bicycle amenities Goal 13.6 Freight, Rail, Water, and Air Transportation Geometric capacity for commercial freight transportation located in and serving Tukwila. 164 December 5, 2005 Policies 13.6.1 Include trucking design parameters in principal and minor arterial improvements as well as in commercial areas. 13.6.2 Include bus design considerations in street improvements on streets with existing or potential bus service. 13.6.3 Allow truck traffic on all principal and minor arterials as well as on commercial area local access streets. Consider using load limit restrictions on residential collector arterials and residential local access streets, following a traffic study and meetings with residents and businesses. 13.6.4 Participate with King County and the Port of Seattle in updating airport master plans for all airports affecting Tukwila, to ensure that airport operations and development: Enhances Tukwila goals and policies Incorporates Tukwila land use plans and regulations Minimizes adverse impacts to Tukwila residents Goal 13.7 Funding Sources and Mitigation Payment System Funding through grants, mitigations, general funds, and other sources for safety and capacity measures to maintain adopted LOS standards. Policies 13.7.1 Continue to pursue grants. 13.7.2 Use an impact fee system that identifies: Capacity improvements based upon the long -term 2020 LOS needs but also accommodates a realistic financing plan Costs of improvements needed to mitigate growth is reflected in the annual Capital Improvement Plan update and annual update to the Concurrency Ordinance and Impact Fee Schedule Costs to be shared between new development and existing users TUKWILA COMPREHENSIVE PLAN Transportation December 5, 2005 165