The phrase,'Unsound Transit', was coined by the Wall Street Journal to describe Seattle where,"Light Rail Madness eats billions that could otherwise be devoted to truly efficient transportation technologies." The Puget Sound's traffic congestion is a growing cancer on the region's prosperity. This website, captures news and expert opinion about ways to address the crisis. This is not a blog, but a knowledge base, which collects the best articles and presents them in a searchable format. My goal is to arm residents with knowledge so they can champion fact-based, rather than emotional, solutions.

Transportation

Tuesday, March 25, 2008

Vision 2040 of the Puget sound Regional Transportation

VISION 2040
people - prosperity - planet

for General Assembly action on April 24, 2008


































Puget Sound Regional Council
PSRC February 2008







exeCutive board

Mayor Pro Tem Sue Singer, City of Auburn • Other Cities in King County • PSRC President
Mayor Ray Stephanson, City of Everett • Chair, Operations Committee • PSRC Vice President



Councilmember Carol Arends
City of Bremerton
Councilmember Linda Bird
City of University Place
Other Cities in Pierce County
Commissioner Josh Brown
Kitsap County
Councilmember Shawn Bunney
Pierce County
Councilmember Mary-Alyce Burleigh
City of Kirkland
Other Cities in King County
Mayor Suzette Cooke
City of Kent
Councilmember Jan Drago
City of Seattle
Councilmember Ron Hansen
City of Shoreline
Other Cities in King County
Paula Hammond
Secretary of Transportation
WA State Dept. of Transportation



membership

King County Renton
Algona Sammamish
Auburn SeaTac
Beaux Arts Village Seattle
Bellevue Shoreline
Bothell Skykomish
Burien Snoqualmie
Clyde Hill Tukwila
Covington Woodinville
Des Moines Yarrow Point
Duvall



Councilmember Bruce Harrell
City of Seattle
Councilmember Linda Kochmar
City of Federal Way
Mayor Darlene Kordonowy
City of Bainbridge Island
Other Cities in Kitsap County Executive John Ladenburg
Pierce County
Mayor Denis Law
City of Renton
Councilmember Mike Lonergan
City of Tacoma
Commissioner Bill Mahan
Port of Bremerton
Mayor Joe Marine
City of Mukilteo
Other Cities in Snohomish County Councilmember Richard McIver
City of Seattle
Councilmember Sally Nelson
City of Burien
Other Cities in King County





Milton
Orting
Pierce County
Puyallup
Ruston
Steilacoom
Sumner
Tacoma
University Place
snohomish County



Mayor Greg Nickels
City of Seattle
Commissioner Connie Niva
Port of Everett
Councilmember Phil Noble
City of Bellevue
Commissioner Dan O’Neal
WA State Transportation Commission
Councilmember Julia Patterson
King County
Councilmember Sonny Putter
City of Newcastle
Other Cities in King County
Executive Aaron Reardon
Snohomish County
Executive Ron Sims
King County
Councilmember Dave Somers
Snohomish County
Vacant
Port of Seattle
Vacant
Port of Tacoma





ports
Port of Bremerton
Port of Everett
Port of Seattle
Port of Tacoma
state agenCies
Washington State Department of Transportation Washington Transportation Commission
tribes
Muckleshoot Indian Tribal Council

Enumclaw
Federal Way
Hunts Point
Issaquah
Kenmore
Kent
King County
Kirkland
Lake Forest Park
Maple Valley
Medina
Mercer Island
Newcastle
North Bend
Pacific
Redmond

Kitsap County Arlington
Bainbridge Island Edmonds
Bremerton Everett
Kitsap County Granite Falls
Port Orchard Lake Stevens
Poulsbo Lynnwood
Marysville
pierCe County
Bonney Lake Mill Creek
Monroe
Buckley
Mountlake Terrace
DuPont
Eatonville Mukilteo
Snohomish
Edgewood
Fife Snohomish County
Stanwood
Fircrest
Sultan
Gig Harbor
Lakewood Woodway

The Suquamish Tribe
assoCiate members
Daniel J. Evans School of Public Affairs Island County
Port of Edmonds
Puyallup Tribe of Indians
Thurston Regional Planning Council The Tulalip Tribes
transit agenCies
Community Transit
Everett Transportation Service Kitsap Transit
Metropolitan King County
Pierce Transit
Sound Transit


Funding for this report provided in part by member jurisdictions, grants from the U.S. Department of Transportation, Federal Transit Administration, Federal Highway Administration and Washington State Department of Transportation.
PSRC fully complies with Title VI of the Civil Rights Act of 1964 and related statutes and regulations in all programs and activities. For more information,
or to obtain a Title VI Complaint Form, see http://www.psrc.org/about/titlevi/index.htm or call 206 - 587- 4819.
Sign language and communication material in alternative formats can be arranged given sufficient notice by calling 206 - 464 -7090. TDD\TTY: 206 - 464 - 5409.






VISION 2040
people - prosperity - planet


The Growth Management, Environmental, Economic, and Transportation Strategy
for the Central Puget Sound Region





for General Assembly action on April 24, 2008













February 2008



















PEOPLE, PROSPERITY AND PLANET
The concept of people, prosperity and planet provides a central theme for VISION 2040. It describes what is referred to as the triple bottom line approach of capturing an expanded spectrum of values when planning for the future and in measuring results. It signals that the region uses an approach to public decision-making that produces social, cultural, economic, and environmental benefits.
The phrase conveys that the people of the region, our economic prosperity, and our relationship to the planet are tied
together in a mutually supportive and interdependent way. Social and environmental goals cannot be achieved
without economic prosperity - and achieving prosperity is highly related to social well-being and environmental
quality.







THE CENTRAL PUGET SOUND REGION
















































































Source: PSRC





Revised VISION 2040 February 14, 2008 i







THE CENTRAL PUGET SOUND REGION
The central Puget Sound region is one of the principal metropolitan regions in the Pacific Northwest of the United States. It includes King, Kitsap, Pierce and Snohomish counties and their 82 cities and towns, covering an area of nearly 6,300 square miles (16,300 square kilometers). The region’s geography is diverse, and includes urban, rural, and resource lands. Numerous hills, mountains, and lakes provide significant variety to the topography of the region, which ranges in elevation from sea level at Puget Sound to over 14,000 feet (more than 4,000 meters) at Mount Rainier.

2007 Population 2007 Employment
Estimates Estimates Area (square miles)
Central Puget Sound Region 3,583,000 1,968,000 6,290
King County 1,861,000 1,290,000 2,126
Kitsap County 245,000 93,000 396
Pierce County 791,000 306,000 1,679
Snohomish County 686,000 278,000 2,089

Source: Washington State Office of Financial Management
WHAT IS THE PUGET SOUND REGIONAL COUNCIL?
The Puget Sound Regional Council is an association of cities, towns, counties, ports, and state agencies that serves as a forum for developing policies and making decisions about regional growth management, environmental, economic, and transportation issues in the four-county central Puget Sound region of Washington state.
The Regional Council is designated under federal law as the Metropolitan Planning Organization (required for receiving federal transportation funds), and under state law as the Regional Transportation Planning Organization for King, Kitsap, Pierce, and Snohomish counties. The Regional Council’s members include 71 of the region’s 82 cities and towns. Other statutory members include the four port authorities of Bremerton, Everett, Seattle, and Tacoma, the Washington State Department of Transportation, and the Washington Transportation Commission. Both the Muckleshoot Indian Tribe and the Suquamish Tribe are members. In addition, a memorandum of understanding with the region’s six transit agencies outlines their participation in the Regional Council.
Associate members include the Port of Edmonds, the Evans School of Public Affairs - University of Washington,
Island County, Puyallup Tribe of Indians, Snoqualmie Tribe, Thurston Regional Planning Council, and the Tulalip
Tribes.
As a membership agency with specific shared planning
responsibilities, the Puget Sound Regional Council does

not duplicate planning efforts carried out by
countywide groups and local governments, but complements their activities. The Regional Council's primary decision body is the General Assembly, which is composed of the elected officials from all member jurisdictions - county executives and commissioners,
mayors, and city and county councilmembers.

To oversee routine functions of the Regional Council,
an Executive Board comprised of local elected officials
meets on a monthly basis. Policy boards provide
recommendations to the Executive Board on matters
involving growth management and transportation.
These boards are also made up of local elected officials,
with ex officio representatives from various interests in
the region. In addition, the Regional Council supports
the work of the four-county Economic Development
District, which is governed by a board that coordinates
regional economic planning.


Revised VISION 2040 February 14, 2008

Environmental Justice. Addressing the needs of and
impacts on minority and low-income populations is the
cornerstone of environmental justice. This takes into
account the fair distribution of costs and benefits, based on a
concern for social equity. Presidential Executive Order
12898, signed in 1994, directs federal agencies to make
environmental justice part of their missions by identifying and
addressing the effects of all programs, policies, and activities
on minority and low-income populations. This also applies to
agencies and programs that receive assistance or funding
from federal agencies, including the Puget Sound Regional
Council.












ii









CONTENTS

A Vision for 2040 ... . 1
Introduction ... ... 3
Part I: Toward a Sustainable Environment: A Framework for the Future... . 7
Part II: Regional Growth Strategy ... . 15
Focusing Growth in Urban Growth Areas and in Centers ... ... 16
Distributing Growth Using Regional Geographies. .. ... 18
The Regional Growth Strategy by the Numbers ... ... 19
Urban Regional Geographies ... . 22
Rural and Natural Resource Regional Geographies ... .. 26
Conclusion ... ... 27
Part III: Multicounty Planning Policies ... .. 29
Overview... ... 29
General Multicounty Planning Policies ... .. 33
Environment ... ... 35
Development Patterns ... ... 45
Subsection I: Land Use (Urban Lands, Rural Lands, and Resource Lands) ... . 46
Subsection II: Elements of Orderly Development and Design... .. 58
Housing ... . 67
Economy... ... 73
Transportation ... ... 79
Public Services ... .. 91
Part IV: Implementation ... .. 99
VISION 2040 Actions... ... 100
Policy and Plan Review ... .. 100
Transportation Improvement Program... . 101
Measures and Monitoring ... .. 102

Glossary of Terms... .G-1


Appendices
Appendix 1 - VISION 2040 Legal Framework... .. A1-1
Appendix 2 - VISION 2040 Update Process ... . A2-1

Technical Report (under separate cover)

Regional Growth Strategy Background















Revised VISION 2040 February 14, 2008 ii








FIGURES, MAPS, AND TABLES

The Central Puget Sound Region ... .. i
2007 Population and Employment Estimates ... . ii
Historic and Forecast Growth... .. 5
Growth of the Region’s Urban Footprint... . 6
Natural Ecosystem Conditions ... ... 9
Human Impacts to Ecosystem Conditions ... . 11
Ways to Improve Ecosystem Conditions... . 13
Regional Growth Strategy for Central Puget Sound ... . 20
Population Growth by Regional Geography and County 2000 - 2040 ... ... 21
Employment Growth by Regional Geography and County 2000 - 2040 ... ... 21
Metropolitan Cities ... . 22
Core Cities ... . 22
Larger Cities ... .. 23
Small Cities ... ... 23
Unincorporated Urban Growth Areas ... ... 25
Rural Areas ... ... 26
Natural Resource Lands ... . 26
A Framework for Regional Planning in Central Puget Sound ... .. 29
VISION 2040 Policy Structure ... .. 30
Pacific Northwest Ecoregions ... .. 36
Central Puget Sound Region Watersheds ... . 39
Sources of Greenhouse Gas Emissions in Central Puget Sound Region... .. 41
Centers and Surrounding Areas... .. 48
Designated Regional Centers ... .. 50
Centers in VISION 2040... .. 52
Percent Gross Monthly Income Spent on Housing Costs ... .. 69
Central Puget Sound Region Economic Sector Employment and Forecasts ... .. 73
Industry Clusters ... . 75
Central Puget Sound Region Metropolitan Transportation System ... .. 81














Revised VISION 2040 February 14, 2008 iii







A Vision for 2040
Our vision for the future advances the ideals of our people, our prosperity, and our planet.
As we work toward achieving the region’s vision we must protect the environment, support
and create vibrant, livable, and healthy communities, offer economic opportunities for all,
provide safe and efficient mobility, and use our resources wisely and efficiently.
Land use, economic, and transportation decisions will be integrated in a manner that
supports a healthy environment, addresses global climate change, achieves social equity,
and is attentive to the needs of future generations.

REGIONAL GOALS
The following overarching goals provide the framework for each
of the six major policy sections of VISION 2040 that appear in Part III.

Environment. The region will care for the natural environment by protecting and restoring natural
systems, conserving habitat, improving water quality, reducing greenhouse gas emissions and air
pollutants, and addressing potential climate change impacts. The region acknowledges that the health of all residents is connected to the health of the environment. Planning at all levels should consider the impacts of land use, development patterns, and transportation on the ecosystem.
Development Patterns. The region will focus growth within already urbanized areas to create walkable, compact, and transit-oriented communities that maintain unique local character. Centers will continue to be a focus of development. Rural and natural resource lands will continue to be permanent and vital
parts of the region.
Housing. The region will preserve, improve, and expand its housing stock to provide a range of
affordable, healthy, and safe housing choices to every resident. The region will continue to promote fair and equal access to housing for all people.
Economy. The region will have a prospering and sustainable regional economy by supporting
businesses and job creation, investing in all people, sustaining environmental quality, and creating great central places, diverse communities, and high quality of life.
Transportation. The region will have a safe, cleaner, integrated, sustainable, and highly efficient
multimodal transportation system that supports the regional growth strategy, promotes economic and environmental vitality, and contributes to better public health.

Public Services. The region will support development with adequate public facilities and services in a
coordinated, efficient, and cost-effective manner that supports local and regional growth planning
objectives.


VISION 2040 is an integrated, long-range vision for the future that lays out a strategy for maintaining a healthy region - one that promotes the well-being of people and communities, economic vitality, and a healthy environment. It is about people, prosperity and planet. Its roots go back 20 years, but its farreaching view breaks new ground.









Revised VISION 2040 February 14, 2008 1

















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Revised VISION 2040 February 14, 2008 2










Introduction
VISION 2040 is a shared strategy for moving the central Puget Sound region toward a sustainable future.
The combined efforts of individuals, governments, organizations and the private sector are needed to
realize this vision. As the region has continued to grow and change, its residents have stepped up to
ensure that what is most valued about this place remains timeless. Positive centers-oriented
development trends in recent years are a cause for optimism. Yet VISION 2040 recognizes that
"business as usual" will not be enough. As a result, VISION 2040 is a call for personal and institutional
change.
VISION 2040 recognizes that local, state, and federal governments are all challenged to keep up with the
needs of a growing and changing population. VISION 2040 is designed to guide decisions that help to
make wise use of existing resources - and ensure that future generations will have the resources they
need.
VISION 2040 was developed under various federal and state planning authorities and mandates,
including the Washington State Growth Management Act. (See Appendix 1.) Provisions in VISION 2040
commit the region to work together to explore new fiscal tools and resources. (See General Policies in
Part III.)
VISION 2040 addresses the key question:
“How can the region accommodate the anticipated growth that will bring it to 5 million people
and 3 million jobs by 2040 while enhancing the environment and our overall quality of life?”


Demographics and the Region. The region’s
physical geography is one of its greatest assets. Its
mountain ranges, waterways, lush forests, and greenery
offer a stunningly beautiful natural environment.
These features also serve to restrict the region’s
developable land area. Set in a basin between the
Cascade and Olympic mountain ranges, and bisected by
the saltwater inlets of the Puget Sound and numerous
rivers and lakes, the region cannot simply expand
outward in concentric rings as do many other
metropolitan areas. Historically, the region’s geography
has caused the central Puget Sound region to expand
north along the Sound and south toward Olympia and
beyond.
The region was home to almost 3.6 million people in 2007 and will continue to grow - due to natural
increases in the population, as well as people moving here in pursuit of job opportunities and to enjoy the area’s quality of life. The region has a relatively young and very well-educated labor force in comparison to the nation, which it attracts from other parts of the country and the world.
The region is forecast to reach a population of nearly 5
million people by 2040. King County is expected to



Revised VISION 2040 February 14, 2008


receive the largest share of the forecast growth;
however, if trends over the last 30 years continue to
hold, an increasing share of the growth is likely to be
absorbed by Kitsap, Pierce and Snohomish counties.
The region's total employment in 2007 was almost 2
million jobs. Consistent with national trends, the
region's economy is shifting away from its traditional
manufacturing, industrial, and resource-based jobs
toward a services base. This trend is forecast to
continue as the region grows to more than 3 million
jobs by 2040. While growth is forecast in nearly every
sector, the services sector is projected to receive almost
70 percent of all new jobs by the year 2040. It will
contain more than half of the region's total jobs and
become the most dominant sector.
Average household size is expected to continue to
decline, although at a slower pace than it has over the
last several decades. Smaller average household size
translates into a need for even more housing units to
accommodate the same amount of forecast population
growth.

Another anticipated demographic shift is the aging of
the baby-boomer generation. The population age 65 and



3








older, which represented 10 percent of the region’s
population in 2000, is expected to grow by nearly 150
percent to constitute 17 percent of total 2040
population. These demographic changes will place new demands on the region’s services and socio-economic infrastructure.
Overview of the Document. VISION 2040 serves as
the long-range growth management, environmental,
economic, and transportation strategy for the central
Puget Sound region. VISION 2040 combines a public
commitment to environmental sustainability and
growth management with the economic strength and
efficient transportation facilities and infrastructure
necessary to support that vision. It looks ahead at what
we want the region to be in the year 2040 and identifies
key issues that we need to tackle to get there. It is a
vision of how to accommodate the growth that is
coming, as well as a strategy for creating the resources
and infrastructure needed to help the region’s
communities manage that growth. It is a vision for a
region that will preserve its natural environment for
both the present and future generations. It is a vision
for a region that will grow more compactly and be
designed to be more walkable and transit-oriented.

The Growth Management Act and Regional Planning.
The Washington State Growth Management Act, first passed
in 1990, mandates local comprehensive planning in heavily
populated and high growth areas of the state. It establishes
13 broad goals, such as managing urban growth, protecting
agricultural, forestry, and environmentally sensitive areas,
protecting property rights, reducing sprawl, and encouraging
efficient multimodal transportation systems. VISION 2040
provides a regional framework for achieving these goals, by
building on and supporting local, county, regional, and state
planning efforts. The Regional Growth Strategy and
multicounty planning policies in VISION 2040 reflect broad direction agreed to by member jurisdictions and agencies that, in general, will be implemented through local comprehensive and agency plans. (Chapter 36.70A, Revised
Code of Washington. See Appendix 1 for a more detailed description of the federal, state, and regional authorities and mandates under which VISION 2040 was developed.)

VISION 2040 is comprised of four parts: (1) a
sustainable environment framework, (2) the Regional
Growth Strategy, (3) multicounty planning policies, and (4) a section on implementation.

Part I addresses environmental stewardship and sustainability, providing the context for planning, development, and environmental management in the region. This framework describes the role that the environment plays - along with the benefits,
challenges, and opportunities it provides - and how it affects our prosperity and quality of life.

Part II contains the Regional Growth Strategy. VISION
2040 identifies an ambitious and achievable approach



Revised VISION 2040 February 14, 2008






to promote a focused regional growth pattern. It
builds on current growth management plans, and
recommits the region to directing future development
into the urban growth area, while focusing new housing
and jobs in cities and within a limited number of
designated regional growth centers. Focusing growth
in urban areas helps to protect natural resources and
sensitive environmental areas, encourages a strong
economy, provides more housing opportunities for all
economic segments of the population, improves
regional jobs-housing balance, and minimizes rural
residential growth. The Regional Growth Strategy
describes the roles of all communities in implementing VISION 2040.
Part III of VISION 2040 contains the region’s
multicounty planning policies, adopted under the state’s Growth Management Act. The policies are divided
into six major sections: Environment, Development
Patterns, Housing, Economy, Transportation, and Public
Services. The policies are designed to help us achieve
the Regional Growth Strategy and address regionwide
issues within a collaborative and equitable framework.
They provide guidance and direction to regional,
county, and local governments on such topics as setting
priorities for transportation investment, stimulating
economic development, planning for open space,
making city and town centers more hospitable for
transit and walking, and improving transportation
safety and mobility. Multicounty planning policies lay
the foundation for securing the necessary funding for
services and facilities, and provide direction for more
efficient use of public and private investments. Each
policy section contains actions that lay out steps the
region will need to take to achieve VISION 2040.
Part IV describes several programs and processes,
including a monitoring program that includes tracking
action on agreed-upon steps, measuring progress over
time, and determining whether we are achieving desired
results. This section includes specific measures that
relate to the policies and actions provided in Part III.

Together, these four parts of VISION 2040 will help guide the region as it experiences dynamic population and employment growth.

VISION 2040 has emerged from the hearts and minds
of local decision-makers, interest groups, and
individuals. In adopting VISION 2040, the Regional
Council’s members have recognized that jurisdictions
in the region are increasingly interdependent. The
decisions we make regarding how to accommodate
growth, the transportation systems we use, our
economy, and how we protect the environment are
inextricably linked. VISION 2040 advances a future
that benefits our people, our prosperity, and our planet.



4














HISTORIC AND FORECAST GROWTH

5 million people









3 million jobs
















Source: PSRC

The central Puget Sound region experienced substantial growth between 1970 and 2000, increasing by more than 1.3 million people. During that period, the region grew at an average annual rate of 1.8 percent, compared to 1.1 percent for the nation overall. The region grew at a particularly rapid pace during the 1980s, adding more than half a million people at an average annual rate of 2.1 percent. The region’s jobs base more than doubled during that same period, rising from about 760,000 to 1.9 million. The regional job growth rate averaged 3.1 percent per year, a full percentage point higher than that of the nation. A strong regional economy acts as a magnet for job seekers from outside the region. Growth in jobs has been a major reason that the region experienced robust population growth. Between 2000 and 2040 the region is forecast to grow by an additional 1.7 million people, increasing 52 percent to reach a population of 5 million. Current forecasts of regional employment show the central Puget Sound region adding another 1.2 million jobs between 2000 and 2040, bringing the regional jobs base to more than 3.1 million, an increase of 64 percent during the period.



























Revised VISION 2040 February 14, 2008 5







GROWTH OF THE REGION’S URBAN FOOTPRINT




1940 1960


















1980 2000































Source: Urban Ecology Research Lab, University of Washington.
Footprint is depicted by parcel boundaries that contain development, not by building footprint.








Revised VISION 2040 February 14, 2008 6











Part I: Toward a Sustainable Environment: A Framework for the Future
The central Puget Sound region's surroundings create stunning backdrops for our cities and towns, contribute to our economic prosperity and quality of life, and lend themselves to many recreational activities, including hiking, fishing, boating, and wildlife watching. Moreover, the communities of the central Puget Sound region are interconnected. They are linked by ecosystems, culture, transportation systems, and the economy. The way land is developed affects air and water quality, the climate, the natural environment, and human health. Development patterns and the siting of infrastructure have an impact on the character of communities, as well as the natural environment. The health of the region's economy is also tied to having a healthy natural environment. Working toward a sustainable environment serves as a framework for VISION 2040.



There is growing awareness within the central Puget
Sound region and beyond of the need to live and grow in a more sustainable manner that meets the needs of the present without compromising the ability of future generations to meet their own needs. A sustainable approach is one that strengthens the region's economic, social, and environmental resiliency, while enhancing our ability to cope with adverse trends, including the challenges associated with climate change.

A sustainable future is one that ensures the well-being of
all living things, carefully meshing human activities with
larger patterns and systems of the natural world. This
translates into avoiding the depletion of energy, water, and
raw natural resources. A sustainable approach also
prevents degradation of land, air, and climate, while
creating built environments that are livable, comfortable,
safe and healthy, as well as promote productivity.

To have a more sustainable future means that we
encourage positive trends and take action to reverse
negative ones. This requires our combined efforts to
achieve the region's vision. It means that decisions about
how we live and how we travel will require assessing social
considerations, economic implications, and impacts to the
natural environment. It means being attentive to people,
prosperity and planet.

Regional, countywide, and local planning efforts developed in response to the Washington State Growth Management Act have placed the region on a solid path to restoring and protecting the environment. Efforts to maintain and restore features of the environment - such as cleaning up Lake Washington in the 1960s and the Thea Foss Waterway in the 1990s - contribute to the region’s high quality of life.





Revised VISION 2040 February 14, 2008



Even though the region has been successful with a
number of environmental efforts, significant challenges
remain, such as cleaning up additional waterways, reducing
greenhouse gas emissions (which include carbon dioxide,
methane, nitrous oxide, and fluorinated gases), ensuring
adequate and clean water in rivers and streams, conserving
key habitats, and protecting endangered species. As the
region anticipates a population of 5 million by the year
2040, can housing, infrastructure, and services be provided
in more sustainable ways? VISION 2040 has the potential
to affect these issues, both through its collaborative
process and through the use of multicounty planning
policies.

VISION 2040 is a call to action - a call to meet the needs
of a growing population, while ensuring that a healthy
environment remains available for future generations. It is
a call that acknowledges that as the region grows, it
already has many, if not all, of the tools needed to protect,
conserve, and restore the environment. Some tools may
be expensive or difficult to implement, or represent a
change in the status quo. However, over the course of the
planning horizon - out to the year 2040 - the region can
make substantial progress toward creating a truly
sustainable environment.
VISION 2040 is built on the recognition that the region:
• Enjoys a magnificent natural environment
• Acknowledges practices that harm the
environment
• Is working together to restore and sustain the
environment

Each of these themes is explored in the following portions of this section.




7








A MAGNIFICENT NATURAL ENVIRONMENT

The central Puget Sound region is a wonderful
metropolitan area in which to live, work, and play. It is
internationally known as a clean, healthy, safe, and
diverse place with a vibrant economy and a temperate
climate.

The region's natural setting includes snowcapped peaks, abundant waterways and shorelines, and lush forests and greenery. There are complex and varied ecological systems - ranging from coniferous forests to open prairies, from oak savannas to marine and
estuarine environments. Vegetation ranges from
lowland forest (western hemlock with western red
cedar and Douglas fir) to subalpine forest (mountain hemlock with subalpine fir and Alaska cedar). The foothills are dominated by rolling ridges and valleys formed around the rivers and streams that rush down from glaciers and mountains.
These rivers and streams empty into the Puget Sound, a
large inlet of the Pacific Ocean. Water is one of the
defining features of the region and serves as the
lifeblood for both native habitat and human settlement.
Waters of estuaries support plants and animals adapted



































Revised VISION 2040 February 14, 2008

for life at the edge of the Sound. These include
hundreds of fish species, such as chinook, chum, coho, pink, and sockeye salmon, and dozens of marine mammals, such as harbor seals, orcas, whales, and porpoises, as well as a hundred species of seabirds, and thousands of marine invertebrate species, including the giant Pacific octopus.
The central Puget Sound region hosts a wide diversity of native wildlife and habitats. Among the wildlife species native to the region are elk, bear, wolves, wolverines, lynx, fishers, martens, goshawks, owls, and
salamanders. A great many plants, wildflowers,
mushrooms, mosses, and lichens also make their homes in the forests and lowlands of the region.
The area’s natural environment provides habitat and, at the same time, creates economic opportunities through traditional industries, such as fishing, timber harvest, recreation, and tourism, as well as new industries based
on clean technologies. Our magnificent natural
environment and strong regional economy continue to make the region a magnet for growth.




































8








































































Revised VISION 2040 February 14, 2008 9






HARM TO THE ENVIRONMENT

Growth and development have caused a wide range of
environmental impacts, some irreversible. The region’s
abundant natural resources have been used for industry
and employment, and land, water, and forests have
been developed for the region’s cities, homes, and
businesses. Knowledge about and values associated
with the environment have changed in recent decades.
We now know more about the environment and the
effects of various practices on ecosystems and human
health.
The way people live has changed dramatically over the
past century. There have been great strides with
technological advances, improving living standards,
increasing mobility, and enhancing the quality of life.
At the same time, there have been profound physical
transformations of our communities, largely
characterized by sprawling, low-density development
patterns. We have also come to learn that certain
technological achievements can come with
environmental costs, including pollution of the air and water, which threaten both human health and the health of the environment.

All four counties in the central Puget Sound region
have witnessed the conversion of natural areas and
open space to urban and suburban development. The
result is fragmentation of open space areas, including
wildlife habitat and corridors, and depletion of
important resource lands, including farms and forests.
Encroachment on natural resource lands by residential
development has also created conflicts between
residents and long-term resource use. Poorly planned
development and urban sprawl have damaged habitat
and ecosystems, contaminated lands and waterways,
and contributed to polluted air.

Rapid outward spread of the region’s urban footprint
has had unintended environmental consequences. The
increase in pavement and other impervious surfaces has
intensified flooding and erosion. Polluted sediment has
affected a host of plants and animals with toxins

















Revised VISION 2040 February 14, 2008

moving through the food chain. Airborne pollutants
harm human health and contribute to climate change.

Water is and will remain a challenge for the region. What was once a seemingly abundant resource has become polluted, diverted, and, in some instances, a health risk. There have been changes to water quality, the quantity of water flowing through natural ecosystems, and even to water temperature. These changes have not only affected wildlife and habitats, they also threaten people with increased flooding and exposure to contaminants now in the water.
The region will face environmental challenges over the
coming decades that are not necessarily a direct result
of local or regional actions alone, but rather from the
global occurrence of climate change. Research
conducted for the Puget Sound Clean Air Agency indicates
that rising sea levels and wetter winters will present
challenges for the Pacific Northwest in coming
decades. This is likely to increase the rate of coastal
erosion and landslides, as well as near-shore habitat
loss. Climate change will probably create severe
pressure for the already stressed Puget Sound salmon population by affecting its physical environment, including the availability of food. The Clean Air Agency’s research suggests that as the region's average temperatures continue to rise, warmer summer weather, accompanied by reduced runoff in spring, could increase drought, water shortages, and the risk of forest fires, affecting air pollution and human health. A hotter climate could also lead to more noxious pest infections and damage to the food chain.

The identity, values, and quality of life in the region are
deeply connected to the environment. A challenge for
the future is to develop in ways that are less harmful.
At the same time, it is possible to undo some of the
damage of the past and take steps to enhance the
environment.



















10








































































Revised VISION 2040 February 14, 2008 11






RESTORE AND SUSTAIN THE ENVIRONMENT


There is a growing understanding of the role the
environment plays in personal well-being, water quality, economic prosperity, food production, recreational opportunities, visual and aesthetic features, sense of place, and overall quality of life. We better understand the region’s ecology, how natural systems function, and how human actions impact the environment.
Environmental protection and restoration efforts -
such as the listing of salmon species on the federal Endangered Species List - have also increased. There are dozens of efforts underway to improve the
environment. This is the work of resource
management agencies, local governments, tribal
governments, research institutions, health agencies, and
advocacy groups, as well as other nongovernmental
organizations. These efforts have vastly increased our
knowledge of the varied functions and systems that
make up our environment. A unifying vision of the
ways those efforts interconnect at the regional level
would be a valuable contribution to environmental
management activities.
A sustainable approach to accommodating growth is
possible, given the region's recent successes in
redirecting growth away from rural and natural
resource lands into the designated urban growth area
and centers, revitalizing older cities and neighborhoods,
and protecting and restoring natural systems. Building
and development practices can be carried out in a
manner that minimizes impacts to the environment or
even improves the environment where damage has
previously occurred.

Increases in the region's population and employment
do not have to result in deterioration of the
environment. There are examples all around the globe
of urban regions that have adapted as they have grown,
using innovative and environmentally sustainable
development practices, and changing their approach to
accommodating growth. These regions - which
include the central Puget Sound - have cleaned up
polluted waterways, restored damaged lands and
estuaries to more natural states, increased open space
while refurbishing worn-out districts, and moved to
more energy-efficient forms of construction and
mobility.











Revised VISION 2040 February 14, 2008


Continued growth in the region can in fact present
opportunities for us to restore our watersheds, develop more environmentally sensitive approaches to treating stormwater, enhance habitat, and pioneer new technologies and industries that benefit both the environment and the regional economy.
Creating and maintaining a sustainable environment
reflects the choices we make as individuals, as well as
our willingness to act as a region. Our greatly
improved air quality, our recycling programs started in
the 1980s, and local regulations to protect
environmentally critical areas in the 1990s are just a few examples of major successes. More recently, the region's ports have stepped up their efforts to reduce pollution. Several communities in the region have day-
lighted streams that were once funneled into
underground pipes. However, even with these
successes and many others, significant challenges remain, including cleaning up inland waterways, implementing the recovery strategy for salmon, and reducing greenhouse gas emissions.

Healthy ecosystems are essential to meeting the
region’s growth management objectives. A healthy
environment contributes to ensuring we have healthy
communities. Yet the region’s ecosystems are complex
and transcend political boundaries. Ensuring we have a
sustainable environment, both now and for future
generations, requires regional collaboration.
Environmental stewardship is embodied in VISION 2040 and is the responsibility of each jurisdiction within the region.


























12








































































Revised VISION 2040 February 14, 2008 13






VISION 2040: AN OPPORTUNITY

VISION 2040 identifies a growth pattern that
accommodates future population and employment
growth in a way that minimizes adverse impacts on the
environment. This growth pattern can be more
efficiently served by infrastructure and services, and
supports the growth of a clean economy. It provides
the framework for the region to take the necessary
public policy steps to bend development trends where
necessary to promote a growth pattern that transitions
the region into a more sustainable way of living.
The subsequent portions of VISION 2040 include
more detailed provisions, including policies, actions, and measures designed to capitalize on opportunities to move the region toward a more sustainable environment.

The Regional Growth Strategy outlines how various groupings of the region’s cities - metropolitan, core, larger, and small - along with other regional
geographies, should plan for additional population and
employment growth. All jurisdictions in the region
have a role in accommodating growth, using
sustainable and environmentally responsible
development practices.
The multicounty planning policies provide specific
guidance for implementing the Regional Growth Strategy.
The environment policies call for applying our evolving
understanding of best environmental science, using the
best tools and techniques available, and investing in
natural capital, so the region can grow in a sustainable
way that restores and preserves our natural
environment, our water, our air, and our climate. Many
of the necessary tools already exist. Such tools can help
to minimize impacts on the environment, ensure ample
and clean water, create economic opportunity, and
ensure that resources are there for future generations.
These actions can make a positive difference.
Growth provides opportunities to enhance the region’s
environment - both natural and built. The development
patterns and housing policies recognize that new
development and infrastructure can use best practices
and environmentally friendly materials. Focused
growth that allows for mixed-use development and
more opportunities for walking and biking is more
efficient and sustainable. Redevelopment can help
retrofit out-of-date systems and restore natural
connections. Wise planning can ensure that new
development is sensitive to the needs and function of
critical habitats. Impervious surfaces can be reduced
by using low-impact development techniques, green
buildings, and green streets.




Revised VISION 2040 February 14, 2008

The economy policies assert that environmental quality and
a strong, vibrant regional economy go hand-in-hand.
Employing energy efficient business practices and
avoiding environmental harm can be more cost-
effective over the long term and avoid the need for
environmental remediation in the future. New
industries and economic opportunities related to clean
technology and renewable energy are developing
rapidly. They represent a unique opportunity for the
region to position itself as a global hub for services,
businesses, and products that are environmentally
beneficial.

With half of the region’s greenhouse gas emissions
coming from transportation activities, VISION 2040
calls for developing a more sustainable transportation
system. The transportation policies call for reducing
pollution through cleaner cars, buses, and trucks,
cleaner fuels, and fewer vehicle miles traveled. Future
mobility needs must consider alternatives to fossil fuels,
new transportation technologies, and more alternatives
to driving alone.

The public service policies address the importance of conservation - recycling, reducing, and reusing. By treating and reusing stormwater and wastewater, we can leave more water in rivers and streams. More efficient and effective use of energy is also important in the region’s efforts to reduce greenhouse gases.

VISION 2040 provides the framework to unify the
region around an environmental, growth management,
economic and transportation strategy that is efficient,
sustainable, and inclusive. It is the intent of VISION
2040 to meet the needs of the present without
compromising the ability of future generations to meet
their needs. As the region continues to grow and
makes decisions about development, the economy, and
transportation, it must advance the well-being of people,
prosperity, and the planet.



















14










Part II: Regional Growth Strategy

VISION 2040 is a shared strategy for how and where the central Puget Sound region can grow to a
forecast 5 million people and 3 million jobs by the year 2040. The Regional Growth Strategy looks at how
the region can distribute forecast growth, primarily within the designated urban growth area. The strategy
is a description of a preferred pattern of urbanization that has been designed to minimize environmental
impacts, support economic prosperity, promote adequate and affordable housing, improve mobility, and
make efficient use of existing infrastructure. The strategy provides regional guidance for counties, cities,
and towns to use as they develop new local population and employment growth targets and update local
comprehensive plans. The Regional Growth Strategy describes a pattern of vibrant urban areas and
healthy rural and natural resource landscapes that reflects the region’s commitment to people, prosperity
and planet.

The region’s first growth management strategy,
adopted in 1990 as the original VISION 2020, was developed to better integrate land use and transportation planning. Following guidance in the state Growth Management Act, VISION 2020 was updated in 1995 to provide a regional framework for focusing growth within the defined urban growth area, especially within compact urban communities and vibrant centers of activity. The strategy was also designed to help preserve rural areas and resource lands, address economic development, and advance more orderly patterns of development.

VISION 2040 continues to emphasize the important role of centers and compact urban communities in accommodating future population and employment. VISION 2040 envisions a future where:

• The overall natural environment is restored,
protected, and sustained.
• Population and employment growth is focused
within the designated urban growth area.

















VISION 2040 - February 14, 2008


• Within the urban growth area, growth is focused in
cities.
• Within cities, centers serve as concentrations of
jobs, housing, and other activities.
• A better balance of job locations and housing is
achieved, facilitated, and supported by incentives
and investments.
• Rural development is minimized.
• Resource lands are permanently protected,
supporting the continued viability of resource-
based industries, such as forestry and agriculture.
• Existing infrastructure and new investments are
used more efficiently and effectively, and are
prioritized for areas that are planning for and
accommodating growth.
• Meaningful steps are taken to reduce carbon
emissions and minimize the region’s contribution
to climate change.




















15







FOCUSING GROWTH IN THE URBAN GROWTH AREA AND IN CENTERS


The Growth Management Act identifies three distinct
landscapes: urban lands, rural lands, and natural resource lands (i.e., agricultural, forest and mineral
lands). The Act makes clear that the long-term
sustainability of rural and resource lands is dependent on accommodating development within the designated urban growth area.
Urban Land. Counties and cities are required to
designate an urban growth area where growth is
intended to be concentrated as a means of controlling
urban sprawl. Since the Growth Management Act’s
adoption, the region’s counties, in consultation with
their cities, have identified and designated an urban
growth area with sufficient capacity to accommodate
forecast growth. Part of the intent of designating the
urban growth area is to help channel investments in
infrastructure within already built-up areas - especially
cities - and to discourage growth in rural areas.

Cities and Unincorporated Urban Areas. Within
the designated urban area, there are incorporated cities
and unincorporated urban growth areas. Portions of
the region’s unincorporated urban areas are designated
as potential annexation areas for cities. Since these
potential annexation areas can typically receive urban services from adjacent cities, they should accommodate a greater share of growth in unincorporated urban areas than nonaffiliated areas.

Centers. The emphasis on the development of centers
throughout the region is at the heart of VISION 2040’s
approach to growth management. Centers are
locations characterized by compact, pedestrian-oriented
development, with a mix of different office,
commercial, civic, entertainment, and residential uses.
While relatively small geographically, centers are
strategic places identified to receive a significant
proportion of future population and employment
growth when compared to the rest of the urban area.
Centers of different sizes and scales - from the largest
centers to the smallest - are envisioned for all of the
region's cities.

Concentrating growth in centers allows cities and other
urban service providers to maximize the use of existing
infrastructure, make more efficient and less costly
investments in new infrastructure, and minimize the
environmental impact of urban growth. Centers create
improved accessibility and mobility for walking, biking,
and transit, and as a result play a key transportation role
in the region.




VISION 2040 - February 14, 2008


Regional growth centers are envisioned as major focal
points of higher density population and employment,
served with efficient multimodal transportation
infrastructure and services. These regionally designated
places are the primary locations for the arts, civic
activity, commerce, and recreation. The regional
growth centers, with their concentration of people and
jobs, form the backbone of the transportation network
for the four-county region. Linking these centers with
a highly efficient transportation system allows the
region to take actions to reduce the rate of growth in
vehicle miles traveled, especially by providing and
expanding transportation choices. Consequently,
regionally significant centers should receive priority in regional and local investments in the infrastructure and services that are critical for supporting growth.

Manufacturing/Industrial Centers. The region also
contains a number of manufacturing/industrial centers.
These are existing employment areas with intensive,
concentrated manufacturing and industrial land uses
that cannot be easily mixed with other activities.
Manufacturing/industrial centers are intended to
continue to accommodate a significant amount of
regional employment.

Manufacturing/industrial centers have a different urban
form and purpose than regional growth centers. They
can be characterized as areas of large contiguous blocks
served by the region’s major transportation
infrastructure, including roads, rail, and port facilities.
These centers have generally developed an urban form
suitable for outdoor storage and facilities, with large
spaces for the assembly of goods. They do not
typically contain residential uses. Protecting these
centers from incompatible uses, as well as providing
them with adequate public facilities and services,
requires deliberate and careful planning. Good access
to the region’s transportation system, in particular, will
contribute to their continued success.

Rural Land. The region’s varied rural areas offer a
diverse set of natural amenities. Common elements of
rural areas include small-scale farms, wooded areas,
lakes and streams, and open spaces. Technically, rural
lands are those areas that are not designated for urban
growth, agriculture, forest, or mineral resources. Rural
development can consist of a variety of uses and
residential patterns that preserve rural character.







16








Natural Resource Lands. Most of the region’s total
land area is designated as natural resource lands. These areas include agricultural lands that have long-term significance for the commercial production of food or other agricultural products, forest lands that have long-
term significance for the commercial production of timber, and mineral lands that have long-term significance for the extraction of minerals. The vast majority of this land falls under the forest lands designation, and much of this is protected under federal, state, and local regulations.

Critical Areas. The Growth Management Act requires
that each city and county identify and protect critical
areas before identifying areas of urban growth. Critical
areas include both hazardous areas, such as floodplains
and steep slopes, and environmentally sensitive areas,
such as wetlands and streams. Critical areas also
include zones that are important for protecting
groundwater, fish, and wildlife habitat areas, frequently
flooded areas, and geologically hazardous areas. The
Act requires that the best available science be used in
the designation and protection of critical areas. In
practice, counties and cities do allow a certain amount
of development in critical areas. In most jurisdictions,
however, development can occur only under certain
circumstances, such as when disruption to critical areas
is minimal. The Endangered Species Act, a federal
statute protecting threatened and endangered species,
can override rights to develop by prohibiting activities
that might interfere with protected species.































VISION 2040 - February 14, 2008






Development, Sustainability and the Climate.
Since the adoption of the Growth Management Act, a
transformational issue has emerged that has the
potential to affect nearly every topic addressed by
VISION 2040 and the future of the region: global
climate change. Human factors associated with climate
change include not only the methods we employ to
create energy, travel, and manufacture and transport
goods, but also the energy requirements of the very
communities and patterns of development created over
the last 50 years.


Development Patterns and Climate Change. Studies show that the infrastructure requirements, building operations, and transportation needs associated with low-
density development patterns result in roughly two and a half times the annual greenhouse gas emissions and two times the energy used per capita compared to higher density development patterns. (“Comparing High and Low Residential
Density” in Journal of Urban Planning and Development - March 2006)

In response to the central challenge to reduce energy consumption and greenhouse gas emissions while creating more sustainable communities, VISION 2040 builds on the state Growth Management Act framework, as well as on the regional emphasis of focusing growth into centers.



































17







DISTRIBUTING GROWTH USING REGIONAL GEOGRAPHIES

A hallmark of VISION 2040 is its Regional Growth
Strategy that provides specific numeric guidance to
achieve a development pattern with fewer
environmental impacts and a more compact urban
form. VISION 2040 provides guidance for the
distribution of growth to regional geographies, which
are defined by the idea that different types of cities
and unincorporated areas will play distinct roles in
the region’s future. Cities, towns, and
neighborhoods of various sizes and character will
continue to offer a wide choice of living options.
The region’s original growth center concept fits
within the regional geographies framework, with
centers of different sizes and scales envisioned for
all cities.
In the Regional Growth Strategy, the region’s landscape
has been divided into seven types of geographies.
Metropolitan Cities (five cities) and Core Cities (14 cities
- including unincorporated Silverdale) include cities
that have designated regional growth centers. These two
groups of cities are and will be the most intensely
urban places in the region. The Larger Cities (13
cities) category groups together the next tier of large
cities that have similar amounts of population and
employment. The Small Cities (51 cities) category is
further subdivided into three types to reflect the
wide variety of smaller cities and towns throughout
the region, as well as the different roles they will
likely play in accommodating forecast growth.
Unincorporated Urban Growth Areas capture a wide
variety of urban lands, both lightly and heavily
developed. The transformation of these urban lands
will be critical to the region’s future success. Rural
Areas and Natural Resources Lands are categories that
describe the different types of unincorporated areas
outside the urban growth area, and include very low-
density housing, working landscapes, and open space.
These regional geographies provide a framework for the distribution of the region’s forecast growth for
the year 2040. The use of these geographies
provides more specificity than at the broader county level, yet it does not get too specific at the individual city level. (However, in some instances an individual
city may stand alone within a regional geography category.) This framework provides clearer regional guidance about the roles of different types of cities in accommodating regional growth.








VISION 2040 - February 14, 2008

A Guide for Growth Planning. The Regional
Growth Strategy focuses the majority of the region’s employment and housing growth into both Metropolitan and Core Cities, which together contain more than two dozen designated regional growth centers. The centers in these cities are intended to attract residents and businesses because of their proximity to services and jobs, a variety of housing types, access to regional amenities, high quality transit service, and other advantages.
Centers in other Larger Cities also play an important
and increased role over time as places that
accommodate growth. These are locations in and
around traditional downtown main streets, town
centers, neighborhood shopping areas, key transit
stations, ferry terminals, and other transportation
and service centers. These centers provide local and
regional services and amenities, and are also
locations of redevelopment and increased activity,
becoming more significant secondary job centers.
At a smaller scale, locally identified city and town
centers also serve similar roles for Small Cities,
providing services and housing that support vital
and active communities at intensities appropriate to
smaller municipalities. Growth in the
unincorporated urban growth area would be prioritized in areas that are affiliated for annexation
into incorporated jurisdictions. In the Regional
Growth Strategy, significantly less residential growth
would occur in the region’s rural areas than the trend
suggested in current adopted growth targets and
plans.

Future Adjustments. Cities were grouped into their respective regional geographies based on year 2000 population numbers from the U.S. Census, and PSRC employment numbers based on estimates derived from the Washington State Employment
Security Department. The Regional Council
recognizes that as cities continue to grow, both
through net increase and through annexation of
unincorporated areas, their population and
employment levels may change significantly. To
reflect these changes, it is anticipated that the
Regional Council's Executive Board will make a
technical amendment to the Regional Growth Strategy
to potentially reclassify cities before the region’s
counties undertake the next round of Growth
Management Act target-setting work. (This is
anticipated to occur in 2011 or earlier.)





18








THE REGIONAL GROWTH STRATEGY BY THE NUMBERS

The VISION 2040 growth strategy is comprised of
two parts. First is a growth concept that builds on
the foundation provided in the Growth Management
Act, emphasizing the role of the urban growth area
and urban centers in accommodating future
population and employment. The second part - the
numbers by regional geographies - contains specific
guidance for the distribution of growth. The
regional geographies framework calls for focusing
growth primarily into different categories of cities,
and recognizes the different roles of the region’s
counties in accommodating population and
employment growth.

The Regional Growth Strategy is intended to guide and coordinate the region’s cities and towns as they periodically update local residential and employment growth targets - based on population forecasts
developed by the state Office of Financial
Management - and amend their local comprehensive
plans.






































VISION 2040 - February 14, 2008

The Regional Growth Strategy calls for different
regional geographies to accommodate different
shares of population and employment growth -
within the region as a whole, as well as within each
county. While relative amounts may differ
somewhat between counties, the roles of regional geographies within each county are consistent for the region as a whole. Within each county, the relative distribution of growth to individual cities will be determined through countywide target-setting, taking into account local circumstances.

The distribution of growth in the Regional Growth Strategy was developed using Regional Council small area regional population and employment forecasts for the year 2040. When looking at the numbers in the tables that follow, the percentages of regional and county growth may be more useful for local planning than the specific numbers contained in the forecasts, as the numbers will change marginally in future rounds of regional forecasts.






































19







REGIONAL GROWTH STRATEGY FOR CENTRAL PUGET SOUND
































































VISION 2040 - February 14, 2008 20








































































VISION 2040 - February 14, 2008 21







URBAN REGIONAL GEOGRAPHIES

Metropolitan Cities. Each of the four counties in
the region contains at least one central city that serves as a civic, cultural, and economic hub. At least one regional growth center - if not more - has been designated within each of these Metropolitan Cities to serve as a focal point for accommodating both population and employment growth.

The Regional Growth Strategy calls for the five Metropolitan Cities to accommodate 32 percent of
regional population growth and 42 percent of
regional employment growth by the year 2040. (This
is an increased role compared to current adopted
targets for the year 2025, which call for 24 percent
of regional population growth and 40 percent of
regional employment growth to occur in Metropolitan
Cities.) It would be consistent with the spirit of the
Regional Growth Strategy for the region’s Metropolitan
Cities to accommodate an even larger share of
forecast regional growth.






























Metropolitan Cities (5 cities, 216 square miles): Bellevue,
Bremerton, Everett, Seattle, Tacoma

Metropolitan Cities in King and Pierce counties are expected to accommodate larger shares of their respective counties’ growth than those in Kitsap and Snohomish counties.




VISION 2040 - February 14, 2008

Core Cities. The region also contains a number of
other major cities with regionally designated growth centers, which are intended to accommodate a significant share of future growth. These cities are called Core Cities in the Regional Growth Strategy. These 13 cities (along with the unincorporated
community of Silverdale) contain key hubs for the region’s long-range multimodal transportation system, and are major civic, cultural, and employment centers within their counties. The Regional Growth Strategy envisions a major role for these cities in accommodating growth.

The Regional Growth Strategy calls for the 14 Core Cities to accommodate 21 percent of the region’s
population growth and 29 percent of its employment growth by the year 2040. (This is an increased role
compared to current adopted targets for the year 2025, which call for 17 percent of regional
population growth and 26 percent of regional
employment growth to occur in Core Cities.)





























Core Cities (14 total - 13 cities plus Silverdale, 197 square miles): Auburn, Bothell, Burien, Federal Way, Kent, Kirkland, Lakewood, Lynnwood, Puyallup, Redmond, Renton, SeaTac, Silverdale, Tukwila

King County’s Core Cities are expected to accommodate a much larger share of King County’s growth than Core City shares of Kitsap, Pierce and Snohomish counties.


22








Larger Cities. The region also contains other
Larger Cities that are grouped together because they
each have a combined population and employment
total over 22,500. This figure was a natural break
among the region’s 82 cities and towns. Many of
these 13 cities are home to important local and
regional transit stations, ferry terminals, park-and-
ride facilities, and other transportation connections.
Central places within this group of cities are
expected to become more important subregional
job, service, cultural, and housing centers over time.
The Regional Growth Strategy envisions an expanding
role for these cities in accommodating growth.
The Regional Growth Strategy calls for the 13 Larger Cities to accommodate 11 percent of the region’s population growth and 9 percent of its employment growth by the year 2040. (This is an increased role
compared to current adopted targets for the year 2025, which call for 8 percent of regional population growth and 7 percent of regional employment
growth to occur in Larger Cities.)





























Larger Cities (13 cities, 131 square miles): Bainbridge Island, Des Moines, Edmonds, Issaquah, Kenmore, Marysville, Mercer Island, Mountlake Terrace, Mukilteo, Sammamish, Shoreline, University Place, Woodinville

The shares of county growth going to Larger Cities are fairly
similar regionwide, with a somewhat lower share in Pierce
County.




VISION 2040 - February 14, 2008






Small Cities. The region’s 51 smaller cities and
towns (see sidebar on the following page) are
expected to remain relatively small for the long term.
Their locally designated city or town centers provide
local job, service, cultural, and housing areas for
their communities. These central places should be
identified in local comprehensive plans, and become
priority areas for future investments and growth at
the local level. The Regional Growth Strategy envisions
a moderate role for most of these cities in
accommodating growth.
The Regional Growth Strategy calls for 51 Small Cities to
accommodate 9 percent of the region’s population
growth and 8 percent of its employment growth by
the year 2040, which is similar to their current role in
accommodating growth. This compares to current
adopted targets for the year 2025, which call for 10
percent of regional population growth and 9 percent
of regional employment growth to occur in Small
Cities.






























Small Cities (51 cities, 159 square miles): See sidebar for a list of Small Cities

Small Cities are located throughout the region and represent nearly two-thirds of the region’s incorporated jurisdictions. Small Cities in Pierce County are expected to accommodate the highest share of regional Small City population growth.





23









The Region's Small Cities. The region’s Small Cities
typically have a population well under 10,000, markedly
smaller than the 31 Metropolitan, Core, and Larger Cities.
Among the region's Small Cities are traditional suburbs,
small residential towns, and cities in the rural area. The
Regional Growth Strategy recognizes these distinctions.
The following lists show the groupings of various small
towns:

Cities inside the contiguous urban growth area.
These cities will likely receive a larger share of Small City
growth due to their proximity to the region’s larger cities,
existing and planned transportation systems, and other
supporting infrastructure. Over time, some of these cities
may become Larger Cities, and assume an even greater
role in accommodating regional growth and activity.
Most, however, will remain relatively small over the long
term.
Algona, Arlington, Black Diamond, Bonney Lake, Brier,
Covington, DuPont, Edgewood, Fife, Fircrest, Gig Harbor,
Lake Forest Park, Lake Stevens, Maple Valley, Medina,
Mill Creek, Milton, Newcastle, Normandy Park, Orting,
Pacific, Port Orchard, Poulsbo, Ruston, Steilacoom,
Sumner.

Small Residential Towns. These very small towns are
primarily residential, with little potential for
accommodating a great deal of growth. They will likely
remain quite similar to today, and receive a lesser share
of Small City growth.
Beaux Arts, Clyde Hill, Hunts Point, Woodway, Yarrow
Point.
Free-Standing Cities and Towns. These cities are
urban islands surrounded by rural and resource lands and
separated from the contiguous urban growth area. They
should serve as hubs for relatively higher density housing
choices, and as job and service centers for surrounding
rural areas. Due to their isolation from the rest of the
designated urban growth area, they will likely receive a
lesser overall share of Small City growth, and are not
expected to grow as much as Small Cities within the
contiguous urban growth area.

Buckley, Carbonado, Carnation, Darrington, Duvall,
Eatonville, Enumclaw, Gold Bar, Granite Falls, Index,
Monroe, North Bend, Roy, Skykomish, Snohomish,
Snoqualmie, South Prairie, Stanwood, Sultan, Wilkeson.





















VISION 2040 - February 14, 2008 24







Unincorporated Urban Growth Areas.
Unincorporated Urban Growth Areas represent the
largest amount of land area for any of the urban
regional geography categories. These urban areas
are quite diverse, with both lightly developed fringe
areas and neighborhoods that are much more urban
and nearly indistinguishable from surrounding
incorporated jurisdictions. County buildable lands
analyses suggest that these areas have the potential
to accommodate significant growth for the long
term, and that there will be little need to significantly
expand the designated urban growth area. The
process for adjusting the urban growth area is
provided in the Growth Management Act.
Approximately 60 percent of the lands within the
Unincorporated Urban Growth Area has been identified
by cities as potential annexation areas, or is
otherwise “affiliated” with cities for annexation.
VISION 2040 envisions that in time most of the
unincorporated area inside the urban growth area
will be affiliated with existing cities. It is assumed
that eventually all of this area will be annexed to or
incorporated as cities.
Based on information from the region’s counties,

approximately 70 percent of the population growth
currently identified for the Unincorporated Urban
Growth Area is planned for locations that are already
affiliated for annexation with existing cities and
towns. These areas, which are closely related to
their adjacent city, are expected to accommodate a
larger share of overall unincorporated urban growth
than unaffiliated areas.
Careful planning and development of the
unincorporated portions of the urban growth area
are vital to ensure that they assume appropriate
urban densities and an urban form that can be
efficiently supported by regional and local
infrastructure and services. Planning and permitting
that is well-coordinated between the counties and
adjacent cities will be key to implementing the
Regional Growth Strategy.
The Regional Growth Strategy calls for the Unincorporated
Urban Growth Area to accommodate 21 percent of
the region's population growth and 9 percent of the
employment growth by the year 2040. (This is a
decreased role in accommodating growth compared to current adopted targets for the year 2025, which call for 30 percent of regional population growth
and 15 percent of regional employment growth in the Unincorporated Urban Growth Area.)







VISION 2040 - February 14, 2008

Unincorporated Urban Growth Areas (289 square miles) All four
counties have designated unincorporated urban growth areas, many of
which are affiliated for annexation with incorporated cities and
towns.

The unincorporated urban growth area in Snohomish County has the highest share of anticipated population and employment growth, followed by Kitsap, Pierce, and King counties.





























25






RURAL AND NATURAL RESOURCE REGIONAL GEOGRAPHIES
In addition to its focus on urban areas, the Regional Growth Strategy follows Growth Management Act guidance in
supporting the long-term use of rural and designated natural resource lands for farming and forestry, recreation,
cottage industries, mining, and limited low-density housing supported by rural levels of service. Cities and towns
surrounded by or adjacent to rural and resource areas should provide the majority of services and jobs for rural
residents, as well as more concentrated and varied housing options. The Regional Growth Strategy provides guidance
on levels of residential growth in rural areas, encourages the transfer of development from rural and resource areas
into urban areas, and seeks to ensure that proposed levels of development are consistent with the character of rural
and resource areas.


Rural Areas. Rural lands will not develop urban
service levels or characteristics, or accommodate a
great deal of residential or employment growth.
These areas are expected to retain important
cultural, economic, and rural lifestyle opportunities
in the region over the long term. VISION 2040 calls
for reduced rural population growth rates in all
counties. Rural population and employment growth
in the Regional Growth Strategy represents a reduction
in the share of growth compared to current adopted
growth targets for the year 2025. If they must
identify growth for rural areas at all, counties should be encouraged to plan for even lower growth -
where possible - than contained in the Regional
Growth Strategy.






























Rural Areas (1,528 square miles): All four counties have
designated rural areas, which represent nearly 25 percent of the
region’s land area.




VISION 2040 - February 14, 2008


Natural Resource Lands. Lands designated as
agriculture, forest, and mineral areas are grouped
together as natural resource areas. Resource lands
will be permanently protected from incompatible
residential and employment growth to safeguard
them as important economic, cultural, and
environmental assets, and to protect the long-term
viability of resource-based industries. Even small
amounts of residential growth in these areas can
seriously interfere with productive natural resource
harvest and processing. Fragmentation of large,
contiguous acreages through subdivision is also of
particular concern. These areas will not
accommodate significant future growth, and the Regional Growth Strategy does not distribute population or employment to them.






























Natural Resource Lands (3,807 square miles): Natural resource lands, representing 6o percent of the region’s land area, have also
been designated.



26







CONCLUSION

The Regional Growth Strategy envisions Metropolitan,
Core, and Larger Cities playing a stronger role in
accommodating forecast growth to help relieve
development pressure on rural and natural resource
lands. New targets will be developed that consider
local circumstances and conditions. Some cities may
need to reexamine their regional and local roles and
approaches to accommodating growth in order to
plan for the pattern of growth presented in the
strategy.



















































VISION 2040 - February 14, 2008

The region’s multicounty planning policies,
presented in Part III, are designed to implement the
Regional Growth Strategy. These policies guide
countywide planning policies and local
comprehensive plans, helping to ensure that various planning efforts work together to achieve the region’s vision for 2040.

(Detailed background information and county-level detail for the guidance contained in the Regional Growth Strategy are contained in a technical report: Regional Growth Strategy Background.)

















































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VISION 2040 - February 14, 2008 28










Part III: Multicounty Planning Policies
OVERVIEW
The multicounty planning policies provide an integrated framework for addressing land use, economic
development, transportation, other infrastructure, and environmental planning. These policies play three
key roles: (1) give direction for implementing the Regional Growth Strategy, (2) create a common
framework for planning at various levels within the four-county region, including countywide planning,
local plans, transit agency plans, and others, and (3) provide the policy structure for the Regional
Council’s functional plans (the Metropolitan Transportation Plan and the Regional Economic Strategy).

Implementing the Regional Growth Strategy. The

multicounty planning policies call for concentrating
growth within the region's designated urban growth
area and limiting development in resource and rural
areas. The policies address land use, including urban,
rural, and resource lands, urban growth area
designations, target-setting for population and
employment, and focusing development in centers.
They also address the important related issues of
providing needed infrastructure and services to manage
growth, including transportation facilities. Finally, they
recognize the link between development, mobility, the
environment, and the economy, and have been
designed to provide an integrated approach to
sustainability, development, economic prosperity, and
the provision of services.
A Common Framework. Under the Growth
Management Act, multicounty planning policies
provide a common regionwide framework for
countywide and local planning in the central Puget
Sound region. The unified structure established by the
multicounty policies has both practical and substantive
effects on city and county comprehensive plans. The
multicounty policies provide a mechanism for
achieving consistency among cities and counties on
regional planning matters. They also guide a number
of regional processes, including the Regional Council's
policy and plan review process, the evaluation of
transportation projects seeking regionally managed
funding, and the development of criteria for Regional
Council programs and projects. (These and other
processes are described in fuller detail in Part IV, the Implementation section.)








VISION 2040 - February 14, 2008

The Growth Management Act and Multicounty Planning
Policies. The Growth Management Act states that
"multicounty planning policies shall be adopted by two or more counties, each with a population of 450,000 or more, with contiguous urban areas and may be adopted by other counties." (RCW 36.70A.210 (7))


Countywide planning policies complement multicounty policies and provide a more specific level of detail to guide county and local comprehensive planning in each of the four counties. Both multicounty and countywide planning policies address selected issues in a consistent manner, while leaving other issues to local discretion. Much of the implementation of VISION 2040 occurs through local planning and actions.

A FRAMEWORK FOR REGIONAL PLANNING
IN CENTRAL PUGET SOUND









Multicounty planning policies also guide various regional planning programs and serve as the framework
for various growth management, economic
development, and transportation projects carried out by the Puget Sound Regional Council and others. Both the Metropolitan Transportation Plan (Destination 2030) and the Regional Economic Strategy are guided by the multicounty planning policies in VISION 2040.





29







VISION 2040 Policy Approach

VISION 2040’s focus on people, prosperity and the
planet challenges the region to develop healthy and safe communities for all people, to apply an environmental ethic in business and economic practices, to take steps to conserve resources, and to enhance natural and built environments. The policies and provisions in VISION 2040 have been developed with attention to social equity and environmental justice.
To achieve this end, the multicounty planning policies are grouped in six overall categories: (1) environment,
(2) development patterns, (3) housing, (4) economy,
(5) transportation, and (6) public services. (Note: A small
set of general policies is also included following this overview.)

The policies reflect the commitment in the vision statement "to protect the environment, to create vibrant, livable, and healthy communities, to offer economic opportunities for all, to provide for safe and efficient mobility, and to use the region's resources wisely and efficiently."

VISION 2040 POLICY STRUCTURE












Goals - Policies - Actions - Measures The multicounty planning policies are presented in a four-
part framework with: (1) goals, (2) policies, (3) actions,
and (4) measures.

Goals. Goals speak to the desired outcomes for each
of the topics covered in VISION 2040. They set the
tone for the integrated approach and common
framework for the regional policies. Each policy
section of VISION 2040 begins with an overarching
goal that provides the context for the policies and
provisions that follow. Additional goals are then
provided for specific policy topics in each section.
Policies. The multicounty planning policies are
designed to be broad. They provide overall guidance
and direction for planning processes and decision-
making at both regional and local levels. Given the



VISION 2040 - February 14, 2008

strong integration across the various policy sections in
VISION 2040, the full body of multicounty policies is to be considered in decision-making for various programs, projects, and planning processes. The multicounty policies also serve as planning guidelines and principles as required by state law to provide a common framework for regional and local planning, particularly in the area of transportation planning and its relationship to land use.


Analysis of Fiscal Impact. The Growth Management Act
requires that countywide and multicounty planning policies
address an analysis of fiscal impact. The Central Puget
Sound Hearings Board concluded in City of Snoqualmie
versus King County (1993), that "the purpose of the fiscal
impact analysis is to realistically assess the fiscal costs and
constraints of implementing countywide planning policies
and thereby to contribute to the design of an effective
strategy to overcome those constraints." The Hearings
Board stated that "this task was imposed on cities and
counties because they are the units of government directly
responsible for creating and implementing the countywide
planning policies, as well as the parties most directly
affected fiscally by implementation of the countywide
planning policies." Within the central Puget Sound region,
analysis of fiscal impact is deferred to the respective
countywide planning policies for King, Kitsap, Pierce, and
Snohomish counties.

Actions. VISION 2040 includes actions that relate to implementing each policy section. These actions lay out responsibilities and tasks for implementation. The actions include a wide range of items - some directed at the Puget Sound Regional Council, others geared to
member jurisdictions. Recognizing the different
capacity of various municipalities to work on plan-
related provisions, the Regional Council and/or the counties will make efforts to assist smaller cities and towns in addressing these actions.

The actions are organized according to level of
responsibility for implementation. The regional level
includes actions for which the Regional Council would
primarily be responsible. The county level includes
actions identified for each county or its countywide
growth management planning body. Finally, local-level
actions are intended for implementation by individual
counties and cities. Each action includes a brief
statement describing the action in general terms,
followed by results or products related to the action.
Information is also provided on the expected
timeframe for carrying out the action. Short-term
generally refers to a one- to three-year time period.
Mid-term refers to a three- to five-year time period.
References are included to specific policies or sets of
policies to which each action relates.



30








Measures. Finally, measures for assessing how the
region is meeting the goals and provisions of the
policies are included in the Implementation section (Part
IV). The purpose of these measures is to track
whether actions are occurring and whether the region is
achieving desired results. This information will assist
policymakers as they assess policies and actions over
time.

Regional monitoring is based upon two major
components: implementation monitoring and
performance monitoring. Implementation monitoring attempts to answer the question, “Are we doing what we said we would do?” Performance monitoring addresses, “Are we achieving the desired results?”
Answering these questions provides the guiding
framework for the Regional Council’s monitoring
program.













































VISION 2040 - February 14, 2008






The measures selected for this program are not
intended to be entirely comprehensive or to provide all
of the answers. Rather, they have been selected to
provide the region’s decision-makers a broad view of
the state of the region, with a high-level perspective
about whether key implementation actions are being
accomplished, and if the region is seeing desired results.


Future Amendments to VISION 2040. Amendments to
multicounty planning policies require formal action by the
Regional Council's General Assembly. However, revisions,
changes, or additions to actions or measures may be made
by the Executive Board. Substantive amendments to
VISION 2040 will be made - as needed - in advance of the
regular schedule for major updates to local comprehensive
plans, as required by the Growth Management Act.
















































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VISION 2040 - February 14, 2008 32







GENERAL MULTICOUNTY PLANNING POLICIES


This initial set of five general policies addresses
coordination, monitoring, and fiscal challenges and opportunities - topics which are overarching and have implications for all of the other policy sections.
Coordination. A key feature of the Growth
Management Act is its emphasis on coordinating planning, especially where there are common borders or related regional issues (RCW 36.70A.100). To that end, VISION 2040 addresses coordination among
various local, regional, state, federal, and tribal planning
agencies in the four-county region. Planning at all
levels of government plays an important role in
ensuring implementation of VISION 2040, along with
cooperation among various agencies and organizations.


Tribes in the Region. The region's tribal governments are
key players in planning for the future. As sovereign nations,
tribes are not required to plan under the Growth
Management Act. However, the Act recognizes the
importance of coordination and cooperation with the tribes
regarding environmental planning, land use, economic
development, and the provision of services. The federally
recognized tribes located in the central Puget Sound region
are listed below.

King County - Muckleshoot Indian Tribe, Snoqualmie Tribe
Kitsap County - Port Gamble S'Klallam Tribe, Suquamish
Tribe
Pierce County - Puyallup Tribe of Indians
Snohomish County - The Tulalip Tribes, Sauk-Suiattle
Indian Tribe, Stillaguamish Indian Tribe

The Growth Management Act calls for local plans in the central Puget Sound region to be updated next in 2011 and at seven-year increments beyond that. To ensure that countywide planning policies provide context and meaningful guidance to local jurisdictions in implementing VISION 2040, a timeframe is
provided for updating countywide policies.


POLICIES


Monitoring. An important part of VISION 2040 is
monitoring its implementation and performance. Monitoring includes tracking action on agreed-upon steps, measuring progress over time, and determining whether the region is achieving desired results.
Fiscal Opportunities and Challenges. Local
jurisdictions, state and county governments, transit agencies, and other service providers are constantly challenged to find the revenues necessary to maintain and operate services and facilities and to fund and develop new facilities to serve growth.
VISION 2040 recognizes the critical importance of
creating and maintaining sufficient infrastructure to
accommodate the Regional Growth Strategy. This is a goal
that is shared among the jurisdictions of the region, and
local governments share in its implementation.
Implementation of various multicounty policies and
actions requires financial resources from all levels of
government to provide and maintain services and
facilities. This includes funding for programs and
projects to restore and protect the environment.
A number of resources already exist among city and
county governments, as well as at the regional and state
levels. More resources will be needed to serve the
region's expected population and employment growth.
It will be essential to coordinate the provision of
needed infrastructure with various sources of funding -
including both existing and new money. That funding
will need to continue to come from a variety of federal,
state, county, and private sources. Jurisdictions will
need to take full advantage of various existing resource
options, and the region will need to work with its local
governments to approach the state about providing
new funding tools.

MPP-G-1 Coordinate planning efforts among jurisdictions, agencies, and federally recognized Indian tribes where there are common borders or related regional issues, to facilitate a common vision.
MPP-G-2 Update countywide planning policies, where necessary, prior to December 31, 2010, to address the multicounty planning policies in VISION 2040.

MPP-G-3 Monitor implementation of VISION 2040 to evaluate progress in achieving the regional growth strategy, as
well as the environment, development patterns, housing, economy, transportation, and public services provisions.





VISION 2040 - February 14, 2008 33







Fiscal

MPP-G-4 Explore new and existing sources of funding for services and infrastructure, recognizing that such funding is vital if local governments are to achieve the regional vision.
MPP-G-5 Identify and develop changes to regulatory, pricing, taxing, and expenditure practices, and other fiscal tools within the region to implement the vision.


VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the general policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.

REGIONAL ACTIONS
Develop an Outreach Program
G-Action-1 The Puget Sound Regional Council will develop an outreach program for VISION 2040 that is designed to communicate to member jurisdictions and the public. The program will include an overview brochure describing
VISION 2040. (short-term) (MPP-G-1)
Results and Products: Outreach program, overview brochure
Refine Monitoring Program
G-Action-2 The Puget Sound Regional Council will convene an interjurisdictional advisory group to evaluate possible additional measures and potential expansion of the regional monitoring effort. (short-term) (MPP-G-3)
Results and Products: Recommendations for additional and refined measures

Investigate Funding Sources
G-Action-3 The Puget Sound Regional Council, together with its member jurisdictions, shall investigate existing and new sources of funding for facilities and services - including natural resource planning and open space - to assist local governments as they accommodate growth and future development. Explore options to develop incentives for
jurisdictions that take advantage of various funding mechanisms. (short-term) (MPP-G-4, 5)
Results and Products: Information on new or expanded funding of infrastructure, technical assistance to help local jurisdictions utilize existing and new funding for services and infrastructure
Communicate VISION 2040 to State Agencies and the Legislature
G-Action-4 The Puget Sound Regional Council will relay the goals and objectives of the regional vision to state
agencies and the Legislature, in order to promote changes in funding criteria to ensure that investments in facilities and services advance the regional vision. (short-term) (MPP-G-4, 5)
Results and Products: Letter (or other reporting) to Legislature and state agencies



















VISION 2040 - February 14, 2008 34







ENVIRONMENT
Overarching Goal: The region will care for the natural environment by protecting and restoring
natural systems, conserving habitat, improving water quality, reducing greenhouse gas emissions
and air pollutants, and addressing potential climate change impacts. The region acknowledges that
the health of all residents is connected to the health of the environment. Planning at all levels should
consider the impacts of land use, development patterns, and transportation on the ecosystem.

Before it was a major metropolitan area, the central Puget Sound region was a landscape of seemingly limitless mountains, forests, and prairies surrounding the Puget Sound. The region’s inviting and lifesustaining waters, shores, and woodlands lie at the heart of the Pacific Northwest, providing rich resources for its renowned quality of life.
VISION 2040 stresses the importance of the natural environment in providing ecological and aesthetic benefits, and protecting our water and air. The natural environment is important not only outside the urban growth area, but within it as well. Taken into account is the strong role the environment plays in the region’s economic activity, including recreation and tourism. Development of a regional open space system, which conserves and connects these lands, is embraced.

VISION 2040 approaches preservation and restoration
of the natural environment with multicounty policies that address environmental stewardship, which is concerned with the care of our land, water, and air, as
well as climate change. (The term restore is used
primarily to mean re-establishing to an ecologically functioning state, in which natural systems are healthy for plants, animals, and humans.)
VISION 2040 calls for a better understanding of the
region’s relationship with and impact on larger
ecological bioregions. Land use, transportation, air
quality, and human health are interconnected and

Environmental Stewardship
Each of us is a caretaker of the resources we use - daily,
weekly, and throughout our lives. Stewardship means
managing those resources in a manner that is fiscally
responsible, sensitive to the needs of others (including
future generations), and protective of key ecological functions. The result of stewardship is the continuous improvement of environmental actions and undertakings by individuals, communities, the private sector, and governmental agencies.
Analyzing and managing complex ecological systems
requires a variety of scientific disciplines and techniques,
using an interdisciplinary approach. New techniques, such
as low-impact development, green building practices,
green street programs, and other sustainable design
practices, are applicable in both rural and urban settings.
A regional systems approach considers planning issues in
all their complexities and seeks to understand the
interrelationships between various natural elements and
systems to better address environmental issues in a holistic
manner. Yet because gaps remain in scientific information
and knowledge of all the facets of natural systems, it is



VISION 2040 - February 14, 2008

therefore require integrated planning, regulations, and
implementation actions. The region's approach to greater environmental sustainability is to improve coordination and increase the commitment to preserving the environment through conservation of resources, protection of habitat, and restoration of natural systems. The region can also capitalize on economic opportunities to develop green technologies and clean processes. A healthy environment and abundant resources must be available for the use and enjoyment of future generations.




necessary to make planning recommendations without the benefit of undisputed pure scientific knowledge. As new information becomes available, actions may need to be modified or adapted to meet intended objectives better. In this way, actions can be taken and refined as scientific knowledge is advanced.

Adaptive Management. Adaptive management is a
structured, iterative process of decision-making when there is incomplete knowledge or a level of uncertainty. It relies on implementing actions to provide knowledge, as well as learning from outcomes, in order to adapt future actions to reduce uncertainty over time.
Landscape-Scale Ecological Processes. Landscape-scale ecological processes address maintenance and function in various subregional ecosystems. This approach gives a broad picture of ecosystems that considers both aquatic and land use processes and how they relate.

VISION 2040 calls for coordinating environmental
planning in the region and using the best information
possible at all levels of environmental planning. It
recognizes that a healthy environment translates into
better human health and improved habitat for wildlife.


35









GOALS AND POLICIES
Goal: The region will safeguard the natural environment by meeting the needs of the present without compromising the ability of future generations to meet their own needs.
MPP-En-1 Develop regionwide environmental strategies, coordinating among local jurisdictions and countywide planning groups.

MPP-En-2 Use integrated and interdisciplinary approaches for environmental planning and assessment at regional, countywide and local levels.

MPP-En-3 Maintain and, where possible, improve air and water quality, soils, and natural systems to ensure the health
and well-being of people, animals, and plants. Reduce the impacts of transportation on air and water quality, and climate
change.

MPP-En-4 Ensure that all residents of the region, regardless of social or economic status, live in a healthy environment, with minimal exposure to pollution.
MPP-En-5 Locate development in a manner that minimizes impacts to natural features. Promote the use of innovative
environmentally sensitive development practices, including design, materials, construction, and on-going maintenance.
MPP-En-6 Use the best information available at all levels of planning, especially scientific information, when establishing and implementing environmental standards established by any level of government.

MPP-En-7 Mitigate noise caused by traffic, industries, and other sources.


Earth and Habitat

The central Puget Sound region hosts a wide diversity
of native wildlife and habitats. The loss and
degradation of terrestrial habitat threatens the region's biodiversity. Fragmentation of habitat, especially in forests, is also a major threat to biodiversity and species sustainability. Connectivity of habitats is more of a concern as new development can jeopardize previously
undisturbed areas. Invasive species are also an
increasingly difficult problem in the central Puget
Sound region. In some cases, invasive species
proliferate in disturbed areas and prevent natural plant succession and regeneration.

Measures to reduce habitat fragmentation are
important in urban and urbanizing areas, as well as in
resource and rural areas. While much attention is given
to preserving natural habitat, it is also important to
address the quality of the region’s urban ecosystems.












VISION 2040 - February 14, 2008

PACIFIC NORTHWEST ECOREGIONS






























36








Critical areas, such as wetlands, floodplains, aquifer
recharge areas, wildlife conservation areas, and certain geologic areas perform key functions that enhance both the natural and built environments, and also protect us from floods and other hazards. Critical areas exist both within and outside the urban growth area. The beneficial functions and values provided by critical areas include air, climate, and water quality protection and enhancement, fish and wildlife habitat, food chain support, flood storage, ground water recharge and discharge, erosion control, and recreation.

One of the first actions local jurisdictions completed
under the Growth Management Act was to identify
critical areas and develop regulations to protect these
areas. However, ongoing assessment and coordination
is needed. If the functions of critical areas are not
properly protected now, attempting to restore them in
the future is likely to be costly, if not impossible. While
all designated critical areas must be protected, not all
critical areas must be protected in the same manner or
to the same degree.

Green places serve as the lungs for communities. Open space is a collective term for a whole range of green places, including natural and environmentally critical areas (such as steep slopes, wetlands, and aquifer
recharge areas), parks and recreational areas, and natural resource lands (such as agriculture area and
forests). Open space helps to conserve natural
resources, protect environmentally critical areas, and


GOALS AND POLICIES






preserve cultural and historic resources. Many of these
lands are integrally connected and form an ecological system that has unique functions and attributes. They also provide aesthetic, scenic, and recreational benefits. Open spaces provide relief from and buffer urban development and help define urban form.
Climate change will have consequences for habitat and natural ecological processes. Impacts to the physical environment as a result of climate change will likely alter vegetation patterns, food sources for wildlife, snow pack, and runoff cycles.


Planning for Open Space. The Growth Management Act also directs local governments to identify lands that are useful for public purposes and to identify open space corridors within the urban growth area that are useful for recreation, wildlife habitat, trails, and connection of critical areas (RCW 36.70A.160).

VISION 2040 calls for preserving habitat and native
vegetation, as well as identifying and enhancing the
region's open spaces. VISION 2040 recognizes that
further work is needed to develop a truly integrated
open space and trail system that links urban, rural, and
resource lands, provides amenities to all citizens,
sustains environmental systems, and contributes to the
region’s visual identity.

Goal: The region will preserve the beauty and natural ecological processes of the Puget Sound basin through the conservation and enhancement of natural resources and the environment.

MPP-En-8 Identify, preserve, and enhance significant regional open space networks and linkages across jurisdictional boundaries.
MPP-En-9 Designate, protect, and enhance significant open spaces, natural resources, and critical areas through
mechanisms, such as the review and comment of countywide planning policies and local plans and provisions.
MPP-En-10 Preserve and enhance habitat to prevent species from inclusion on the Endangered Species List and to accelerate their removal from the list.

MPP-En-11 Identify and protect wildlife corridors both inside and outside the urban growth area.
MPP-En-12 Preserve and restore native vegetation to protect habitat, especially where it contributes to the overall ecological function and where invasive species are a significant threat to native ecosystems.









VISION 2040 - February 14, 2008 37







Water Quality

In many ways water is the lifeblood of the region.
Dozens of rivers and tributaries flow from the nearby mountain ranges and drain into Puget Sound. Many of our communities were originally founded on the shores of Puget Sound - its fish nourished and sustained the region's native peoples and subsequent settlers, and have been a part of our economy.


Tribes and Water Interests. Indian tribes have inhabited
the watersheds of western Washington for generations.
Their cultures have been based on harvesting fish, wildlife,
and other natural resources in the region. The 1974 Boldt
decision reaffirmed treaty-protected fishing rights and
established tribes as co-managers of the resource. Tribes in
the state created the Northwest Indian Fisheries
Commission to assist in conducting orderly and biologically
sound fisheries. With the interconnectedness of all natural
resources, tribal participation is necessary in nearly all
aspects of natural resource management in the region.

Human activity and development have affected the
water quality of our ponds, lakes, streams, and bays.
Sediments from runoff, pollution from farming and
roads, toxins from industry and automobiles, sewage
outfalls, the spread of non-native plant species, and
alteration of natural water courses and shorelines all
contribute to their degradation. Impervious surfaces,
including pavement and buildings, alter natural drainage
and flow patterns, often contributing to flooding and
other runoff problems if not properly designed. Dams
to control floods or provide hydropower also affect
stream flow and water quality.

According to the Washington State Department of Natural
Resources, one-third of Puget Sound’s shorelines have
been modified. The pace of shoreline modifications
has slowed in recent years due to shoreline and
stormwater management regulations, as well as
requirements related to salmon recovery. Aquatic
environmental issues are not confined to bodies of
water. Some of the most damaging human impacts to
water quality and aquatic habitat begin far from the
shoreline.


Port Operations and the Region’s Waterways. The region's ports have several challenges, including protecting and enhancing water quality in the region while operating port facilities which serve the local economy as efficiently as possible. Seaport operations - from container and cruise terminals to recreational and commercial marinas - impact fish and other wildlife. The ports are committed to efforts to restore and maintain the chemical, physical, and biological integrity of the region's waters, including rivers, streams, lakes, wetlands, and marine waters.




VISION 2040 - February 14, 2008

Pollution in Puget Sound. Puget Sound, the defining
geographical feature of the region, is a vast and beautiful estuary; it is also a complex living ecosystem. However, there are signs that the ecosystem is in
trouble. Fish and wildlife suffer from toxic
contaminants. Water quality is affected by pollution
from human and animal waste, including sewer outfalls.
More than half the pollution in the Sound can now be
traced to transportation-related activities, especially
runoff from streets. In 2006, the region experienced
the first-ever consumption advisory for Puget Sound
Chinook salmon. Broad-scale actions are needed now
if we are to leave a legacy of a healthy Puget Sound for
future generations.


The Puget Sound Partnership. The Puget Sound Partnership is a new state agency created in 2007 to lead the recovery of Puget Sound by 2020. The Partnership is designed to bring together citizens, governments, tribes, and businesses in that important mission. The Partnership’s work includes the actions listed below.

• Build a long-term recovery plan for Puget Sound
• Engage the public in development and implementation
of the plan
• Develop and recommend an organizational framework
for taking action
• Review and prioritize funding for the effort
• Recommend how broad-based scientific knowledge
should be applied

Salmon Recovery and Watershed Planning. In
1999, Chinook salmon were officially listed as a
threatened species in the central Puget Sound region.
Local citizens, tribes, technical experts, and
policymakers are engaged in building a practical
recovery plan endorsed by the people living and
working in the watersheds of Puget Sound. This effort
recognizes that the health of salmon is an indicator of
the health of both human and natural communities. In
addition to pollution, low in-stream flows in the
region’s waterways are also a limiting factor in the
recovery of fish species listed under the Endangered
Species Act.
The region now has a plan for salmon recovery in its watersheds that has been approved by local governments. The plan includes strategies to ensure sufficient flows in rivers and streams to maintain fish habitat - both inside and outside the urban growth
area.








38








CENTRAL PUGET SOUND REGION
WATERSHEDS

































Watershed Resource Inventory Areas. In 1998, the
Legislature created a framework for developing local solutions to water-related issues on a watershed basis, which identified 62 major watershed basins statewide, referred to as Watershed Resource Inventory Areas (WRIAs). Planning for WRIAs
includes watershed assessment, mapping, monitoring of conditions and trends in streams and lakes, water quality assessment, gathering other environmental information, and development of a watershed plan. The central Puget Sound region is related to 18 designated watersheds.

Within WRIAs, the basin steward serves as an advocate and
contact person who shares information with members of the
community, school groups, and nongovernmental organizations.



GOALS AND POLICIES






Water Quality and Quantity. The region’s water
supply is affected both by water quality and water
quantity. While water supply to serve the region’s
population and industries is discussed in more detail in
the Public Services section, it is important to address here
that issues of water quantity affect water quality and
vice versa. A goal in the Public Services section commits
to providing the region with high quality drinking water
and includes policies that call for developing additional
water supply sources to meet the region’s long-term
water needs. Water conservation and reuse are also
addressed. As the region grows and develops, care
must be taken to protect and properly manage our
finite water resources. This is particularly pressing in
light of likely changes in rainfall and snowmelt patterns
as a result of climate change.

Water is of critical importance to sustain the natural
environment and meet the region’s growth needs. To
those ends, VISION 2040 calls for maintaining and
restoring the ecological functions of the region’s
waterways and estuaries. It calls for reducing water
pollution and taking steps to address the impacts of
climate change on the region's water quality and supply.

Goal: The region will meet or do better than standards established for water quality. The quality of the water flowing out of the region - including Puget Sound - should be as good as or better than the quality of water entering the region.
MPP-En-13 Maintain natural hydrological functions within the region's ecosystems and watersheds and, where feasible, restore them to a more natural state.
MPP-En-14 Restore - where appropriate and possible - the region’s freshwater and marine shorelines, watersheds, and estuaries to a natural condition for ecological function and value.
MPP-En-15 Reduce the use of pesticides and chemical fertilizers to the extent feasible and identify alternatives that minimize risks to human health and the environment.
MPP-En-16 Identify and address the impacts of climate change on the region’s hydrological systems.




VISION 2040 - February 14, 2008 39







Air Quality

Air quality is primarily a public health concern, but it
also affects plant and animal life, as well as visibility.
Air pollutants damage lung tissue and can lead to
respiratory disease. Sensitive populations, including
children, the elderly, and those with certain health
conditions, are most at risk for developing respiratory
illnesses. Health experts are increasingly concerned
that air toxics may contribute to cancer and
cardiovascular disease.
Historically, ground-level ozone, carbon monoxide, and
fugitive dust have been the pollutants of primary
concern in the central Puget Sound region. Progress
has been made in curbing some of these conventional
pollutants. However, today - and into the future - the
region's most problematic pollutants are and will
continue to be fine particles and toxic emissions, along
with ground-level ozone. Greenhouse gases are also
major air pollutants. Impaired visibility and climate
change concerns compound the problems related to air
quality. Dirty air obscures many of our most scenic
vistas, such as views of the Olympic and Cascade
mountain ranges, including Mount Rainier.


Transportation and Air Quality. Areas near heavily traveled freeways experience significantly elevated levels of
pollution, especially fine particulates. Such exposure
contributes to asthma and other respiratory illnesses. The
impacts of freeways on various communities and residents,
including hospitals and schools in urban environments, need
to be addressed when considering increasing road capacity.

Development can affect air quality by changing the
physical environment. For instance, it may replace
vegetation with paved surfaces and buildings,
concentrate uses and activities, and require the
movement of people and goods between different
areas. Removing natural vegetation for development


GOALS AND POLICIES

changes the local ambient temperature, and results in
more carbon in the atmosphere, thereby contributing
to climate change. While a number of human activities
- including indoor and outdoor burning, construction
dust, and lawn care - affect air quality, motor vehicles
are by far the largest source of air pollution in the
region.

Development that accommodates walking, biking, and transit use, such as in centers and compact, mixed-use communities, can have air quality and climate benefits. Well-designed communities with good access and mobility provide alternatives to driving alone, which in turn reduce emissions.

VISION 2040 calls for improving air quality and reducing airborne pollutants and emissions.


Growth Management and Air Quality. The Puget Sound Clean Air Agency’s emphasis on growth management planning as a means of improving air quality presents an opportunity to reinforce VISION 2040. Alternatives to single-
occupancy vehicle travel, including carpooling, biking, telecommuting, and a wider range of transit options, are important ways to improve air quality.

In 2007, the Puget Sound Clean Air Agency adopted six
policies for local jurisdictions to use in their growth management planning efforts.

• Implement air- and climate-friendly design, construction
and operation
• Promote cleaner travel choices
• Reduce exposure to air pollution
• Install clean fireplaces and stoves in new home
construction
• Support environmental justice
• Use the State Environmental Policy Act as a tool and
safety net

Goal: The overall quality of the region's air will be better than it is today.
MPP-En-17 Maintain or do better than existing standards for carbon monoxide, ozone, and particulates. MPP-En-18 Reduce levels for air toxics, fine particulates, and greenhouse gases.
MPP-En-19 Continue efforts to reduce pollutants from transportation activities, including through the use of cleaner fuels and vehicles and increasing alternatives to driving alone, as well as design and land use.







VISION 2040 - February 14, 2008 40







Climate Change

Climate change has the potential to affect almost every
other issue identified in VISION 2040. Though a
global issue, local governments can play an important
role in reducing its impacts. According to the Puget
Sound Clean Air Agency, for every gallon of gasoline
used, automobiles release roughly 20 pounds of carbon
dioxide, one of the primary greenhouse gases
contributing to climate change. In the central Puget
Sound region, cars and trucks contribute more
greenhouse gas emissions than any other source.
Burning conventional diesel and gasoline in our motor
vehicles and equipment is responsible for the bulk of
our greenhouse gases and other air toxics. Choosing
cleaner alternatives and retrofitting older machinery to
be less-polluting are affordable ways to protect our air.
SOURCES OF GREENHOUSE GAS
EMISSIONS IN THE CENTRAL PUGET
SOUND REGION




















Source: Puget Sound Clean Air Agency (2000)
VISION 2040 calls for reducing our contribution to
greenhouse gas emissions and preparing for the
anticipated impacts of climate change. Agencies at all
levels of government should seek ways to both mitigate
and adapt to climate change. This includes efforts to
maximize energy efficiency and increase renewable
energy, reduce greenhouse gas emissions of new
vehicles, reduce motor vehicle miles traveled, improve
the convenience and safety of nonpolluting
transportation modes such as bicycling and walking,


GOALS AND POLICIES

protect the natural landscape and vegetation, and
increase recycling and reduce waste.


Initiatives in Washington to Address Climate Change. In
2007 both the Governor and the Legislature took actions to
address climate change. While using different benchmark
reference points, the two initiatives are compatible in their
targets.

Washington Climate Change Challenge. In February
2007, the Governor established greenhouse gas emission
targets, calling for the state to reduce emissions to 1990
levels by 2020, 25 percent below 1990 levels by 2035, and
50 percent below 1990 levels by 2050 - a 70 percent
reduction below normal projections. The order further
directs state agencies to move forward with the Challenge, a
process designed to consider the full range of policy options
that may be enacted to achieve the state’s targets. The
Challenge also calls for the full implementation of existing
Washington laws for emission standards, building efficiency
standards, and biofuel and renewable energy initiatives.
2007 Legislative Action. The Washington Legislature has established specific greenhouse gas emission targets to address climate change. By January 1, 2020, the annual statewide greenhouse gas emission levels must be no greater than the emission levels that occurred in 1990. By January 1, 2035, the annual statewide greenhouse gas
emission levels must be 25 percent below the levels in 1990. By 2050 the levels must be 50 percent below 1990 levels. (Chapter 80.80.020, Revised Code of Washington)
This legislation also affirms the Governor's targets for
reducing greenhouse gases by reducing energy imports and
increasing energy jobs. It also sets emissions performance
standards for major new power plants or power purchases.
The law authorizes additional financial incentives for electric
utilities to invest in energy conservation. Finally, it
authorizes electric utilities and counties to continue to invest in reducing their contributions to climate change.

Individual cities and counties in the region have already taken steps to address climate change by establishing action plans, including both King County and Seattle. Bremerton, Everett, Tacoma, and more than a dozen other cities across the region have also made commitments to the provisions in the Kyoto Protocol to the United Nations Framework Convention on Climate Change.

Goal: The region will reduce its overall production of harmful elements that contribute to climate change.

MPP-En-20 Address the central Puget Sound region's contribution to climate change by, at a minimum, committing to comply with state initiatives and directives regarding climate change and the reduction of greenhouse gases. Jurisdictions and agencies should work to include an analysis of climate change impacts when conducting an environmental review process under the State Environmental Policy Act.



VISION 2040 - February 14, 2008 41








MPP-En-21 Reduce the rate of energy use per capita, both in building use and in transportation activities.
MPP-En-22 Pursue the development of energy management technology as part of meeting the region’s energy needs.
MPP-En-23 Reduce greenhouse gases by expanding the use of conservation and alternative energy sources and by reducing vehicle miles traveled by increasing alternatives to driving alone.
MPP-En-24 Take positive actions to reduce carbons, such as increasing the number of trees in urban portions of the
region.

MPP-En-25 Anticipate and address the impacts of climate change on regional water sources.



VISION 2040 AND CLIMATE CHANGE. Climate change is an
issue that affects all facets of VISION 2040 - the natural
environment, the built environment, the economy, transportation,
and other infrastructure and services. With this recognition,
VISION 2040 provides guidance in all policy sections of the plan
for reducing air pollution and protecting the climate.

While the entire set of multicounty planning policies has been
crafted to be integrated and mutually supportive, the following list
identifies those policies that address climate change, the
reduction of greenhouse gas emissions, or related environmental
impacts.

En- 3 En-16 En-17 En-18 En-19 En-20
En-21 En-22 En-23 En-24 En-25 DP-45
Ec-15 T-5 T-6 T-22 T-23 T-25
PS-1 PS-12 PS-13
In addition, VISION 2040 includes an implementation action
calling for the development of a regional climate change action
plan (see En-Action-7). Other actions that contribute to protecting the climate and reducing emissions include:

En-Action-6 DP-Action-9 T-Action-14
Finally, VISION 2040 includes monitoring provisions in the
Implementation section that call for measuring emissions of
greenhouse gases and tracking local jurisdictions' programs and
efforts to address climate change (En-Measure 5, En-Measure-6).



VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the environment policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.
REGIONAL ACTIONS
Regional Environmental Planning
En-Action-1 The Puget Sound Regional Council, in particular the Growth Management Policy Board, will determine its ongoing role in regional environmental planning and coordination, including sustainable development and addressing the impacts of climate change. (short-term) (MPP-En-1, 2)
Results and Products: Report and recommendations to Growth Management Policy Board and Executive Board, best practices toolkit or other resources to provide guidance for addressing environmental provisions in VISION 2040



VISION 2040 - February 14, 2008 42








Regional Green Space Strategy
En-Action-2 The Puget Sound Regional Council, its member jurisdictions, open-space agencies, and interest groups
shall develop a regional green space strategy. (Address regional trail development in such a strategy.) (mid-term)
(MPP-En-8, 9)
Results and Products: Regional Green Space Strategy

Critical Areas Coordination
En-Action-3 The Puget Sound Regional Council will review and report on efforts between counties and cities to coordinate the designation and protection of critical areas. (mid-term) (MPP-En-2, 6)
Results and Products: Report and recommendations to Growth Management Policy Board and countywide coordination groups
Water Quality
En-Action-4 The Puget Sound Regional Council will determine its role in addressing regional water quality issues. (mid-term) (MPP-En-13 through 16, MPP-PS-17 through 20)
Results and Products: Report and recommendations to Growth Management Policy Board and Executive Board
See also action for counties and cities (below), as well as action on water quantity in the Public Services section.
Estuary Restoration
En-Action-5 The Puget Sound Regional Council will work with its member jurisdictions and other relevant agencies to develop a best practices toolkit for estuary restoration and redevelopment along urban waterways. (mid-term)
(MPP-En-14)
Results and Products: Best practices toolkit for local jurisdictions
Air Quality
En-Action-6 The Puget Sound Regional Council and its member jurisdictions will work with the Puget Sound Clean Air Agency to identify steps to improve air quality beyond the minimum standards. (mid-term) (MPP-En-17 through 19) Results and Products: Air quality guide with identified steps
Climate Change Action Plan
En-Action-7 The Puget Sound Regional Council and its member organizations will work with the Puget Sound Clean Air Agency, state agencies, and other environmental professionals to prepare an action plan containing regional and local provisions. The plan should investigate ways to: (a) address climate change in accordance with the Governor's 2007 Climate Change initiative and state legislation on greenhouse gas emissions reduction (RCW 80.80.020), (b) reduce
greenhouse gas emissions, and, (c) take specific mitigation steps to address climate change impacts. The plan should also address establishing a regional climate change benchmark program. (short-term) (MPP-En-20 through 25)
Results and Products: Action plan for climate change, climate change benchmark program


COUNTY LEVEL ACTIONS
Critical Areas Coordination
En-Action-8 Counties and cities will coordinate their work to designate and protect critical areas to make identifying and regulating environmentally sensitive areas more consistent. (short-term) (MPP-En-2, 5, 6)
Results and Products: Revised Countywide Planning Policies and/or other coordinated plans, regional report and recommendations on
progress and outcomes
Habitat Assessment
En-Action-9 Counties and cities shall develop common methodologies for assessing the habitat needs of critical and
sensitive species. (short-term) (MPP-En-10 through 12)
Results and Products: Common methodology
Water Quality Standards and Targets
En-Action-10 Counties and cities, together with water providers, will develop standards and targets to monitor the region's waterways. (mid-term) (MPP-En-14, 15, MPP-PS-17 through 20)
Results and Products: Local standards and targets




VISION 2040 - February 14, 2008 43








LOCAL ACTIONS
Environmental Planning
En-Action-11 Local jurisdictions, with assistance from the Puget Sound Regional Council, will expand their efforts to conduct environmental planning, specifically to incorporate a more comprehensive systems approach to ecological considerations. The Regional Council will:
• Assist with information on system approaches, such as landscape-scale analysis and adaptive management principles
• Provide guidance on how to incorporate regionwide environmental planning initiatives - such as the Water
Resource Inventory Area (WRIA) process - into local comprehensive plans
• Develop a system of map overlays to enhance a systems approach to environmental planning
(mid-term) (MPP-En-2)
Results and Products: Expanded ecological assessment in the preparation of local plans


















































VISION 2040 - February 14, 2008 44






DEVELOPMENT PATTERNS
Land Use, Orderly Development and Design
Overarching Goal: The region will focus growth within already urbanized areas to create walkable, compact, and transit-oriented communities that maintain unique local character. Centers will continue to be a focus of development. Rural and natural resource lands will continue to be permanent and vital parts of the region.
Development patterns of the last half of the 20th century often separated people from jobs, focused on
accommodating the automobile, and altered critical ecosystems. Some of the results have been sprawl
development, increasing health concerns, overburdened transportation and infrastructure systems, and
increased pollution. The loss of land cover and vegetation to impervious surfaces, including buildings and
pavement, also contributes to climate change - although not as significantly as the burning of fossil fuels.
More recently, steps have been taken once again to build communities that are walkable and have a mix
of uses, and that take advantage of materials and building techniques that have less impact on the
environment.

Just as many of the region's natural features - such as
river corridors and valleys - transcend political
boundaries, so too do most of the region’s built systems - such as highways, transit corridors, and
industrial areas. These features are the connective fabric that ties the region together.
Sustainable development strives to create and support a built environment that is well-designed and well-
connected. Buildings and facilities are constructed in a way that is environmentally sensitive, including reducing the use of nonrenewable resources, minimizing impacts on the natural environment, and being attentive to the implications of climate change. People have access to and are well-served with various public, private, and community services.
VISION 2040 provides guidance for concentrating
growth and future development into existing urbanized
areas. This creates more vibrant communities, reduces
reliance on the automobile, minimizes growth in the
region's rural areas, protects resource lands, and
ensures that resources are available to meet the needs
of future generations.


















VISION 2040 - February 14, 2008

This section describes the character of the
development patterns that support the Regional Growth Strategy. It focuses on the continued growth of regional and subregional centers, building on the concept of creating mixed-use central places and vibrant communities connected by an efficient transportation system. Policies are included to establish and meet residential and employment targets at the countywide
and local levels. Innovative approaches to
development, with high quality urban design, are also addressed.

The development patterns section is divided into two subsections: (1) Land Use and (2) Elements of Orderly
Development and Design. The land use subsection
emphasizes an integrated approach to development.
This means planning for growth in a manner that
protects resource, rural, and critical areas by focusing
development within areas that are already urbanized
and by locating jobs and housing closer together. The
subsection on orderly development and design presents
traditional and innovative approaches to maintaining a
wide variety of healthy, accessible, and well-designed
communities.


















45







SUBSECTION I: LAND USE (URBAN LANDS, RURAL LANDS, AND RESOURCE LANDS)
Land has significant importance for people - as a place of identity, as a basis for one's livelihood, or as a commodity. When there are changes in how land is used, these changes are typically long-lasting. They can alter the sense of place people have come to value. The interests of the individual and the interests of the community can often be at odds when changes in land use take place.

Land use planning addresses many different types of
land and a variety of ways in which land is used. It provides a public process for ordering and regulating land, along with related resources and facilities, to ensure the physical, economic, and social well-being of communities and their residents.


Private Property Rights. The Growth Management Act
states that "private property shall not be taken for public use
without just compensation having been made." The Act
goes on to say that "property rights of landowners shall be
protected from arbitrary and discriminatory actions." (RCW
36.70A.020)

Land Use in Washington State. In Washington's Growth Management Act, three major categories of land are recognized: urban, rural, and resource. Within each category, further distinctions can be made. For example, forest lands and farm lands are two types of resource lands. Two classifications of land - open space and critical areas - are found in all three land categories. This section addresses each of the three types of land identified in the Act, with distinct expectations for how land functions and is to be used.

Urban Lands

The region’s earliest cities developed with a mix of uses
and in a manner that supported walking to key destinations and activities. Their compact form can still be seen in many downtowns and city centers.
A pattern of low-density development that began in the
1940s has resulted in the conversion of forests and
farms to subdivisions, and made it increasingly
expensive to provide water, sewer, streets, and other
services. Land uses were separated, with jobs and
stores in one location, homes on expansive lots in
another, and schools and parks yet someplace else.
This pattern also favored single-family homes or
complexes of apartment buildings, providing few other
choices in housing types. Wide streets with infrequent
crosswalks and shopping malls surrounded by parking
lots were designed to accommodate cars, not people.
This pattern has not supported walking, bicycling, or
use of transit to meet daily needs, leading to an
overburdening of the roadway system and a loss of
regional mobility. Low-density patterns that rely on
driving alone for many trips contribute to persistent air
pollution problems and greenhouse gas emissions.
Among the goals of the state's Growth Management
Act are provisions to reduce sprawling and low-density
development, ensure that growth occurs in areas
designated for urban land uses, preserve rural lands and
conserve natural resources, and enable efficient
provision of services and facilities. In order to provide
adequate facilities, services, and housing, and maintain
economic health, we need to continue to change the
way we accommodate growth. This does not mean
that all new urban development will be high-density. In
fact, in many cases, existing moderate-density locations,


VISION 2040 - February 14, 2008

especially single-family neighborhoods, will not
significantly change. What it does mean is taking small and big steps to integrate better the locations where we work, shop, live, and recreate in a manner that uses resources - public and private - more efficiently.

The Urban Growth Area. Counties must work with
their cities to designate an urban growth area as the
primary location for growth and future development.
All four counties in the region designated such an
urban growth area in the mid-1990s. Subsequently,
only relatively minor adjustments to the urban growth
area have been made. The Regional Growth Strategy was
developed with the assumption that, with good
planning and efficient land use, existing urban growth
area designations can accommodate the population and
employment growth expected by 2040. Any
adjustments to the urban growth area in the coming
decades should continue to be minor. When
adjustments to the urban growth area are considered, they should avoid encroaching on important habitat and natural resource areas.
VISION 2040 emphasizes coordination among
counties in the region to achieve compatible urban growth area designations, based on need and an
analysis of land capacity. Recognizing the
interrelationships among the counties and cities in the four-county region, VISION 2040 calls for establishing a regional framework for future adjustments to the
urban growth area. Such a framework allows
adjustments to be considered in a regional context and provides the opportunity for the Regional Council and the counties to collaborate.



46








Growth Targets. A growth target is the minimum
number of residents (or in the case of employment, the
minimum number of jobs) a given jurisdiction is
expected to accommodate by some future year. As
part of the state's planning process, the target is an
information tool intended to provide policymakers and
others with a consistent estimate of how much growth
is coming, and where it is expected and intended to go.
Targets are developed through collaborative
countywide processes that ensure that every jurisdiction
is accommodating a fair share of growth. Counties and


GOALS AND POLICIES






cities work cooperatively with tribal governments in
their targeting processes.

VISION 2040 calls for better integrated processes for
establishing residential and employment targets among
the region's four counties, including setting targets for
regionally designated centers. The numeric
distributions of population and employment provided in VISION 2040’s Regional Growth Strategy are intended for use in the countywide targeting processes.

Goal: The region will promote the efficient use of land, prevent urbanization of rural and resource lands, and provide for the efficient delivery of services within the designated urban growth area.
MPP-DP-1 Provide a regional framework for the designation and adjustment of the urban growth area to ensure longterm stability and sustainability of the urban growth area consistent with the regional vision.

MPP-DP-2 Encourage efficient use of urban land by maximizing the development potential of existing urban lands, such as advancing development that achieves zoned density.

Goal: The region, countywide planning bodies, and local jurisdictions will work together to set population and employment growth targets consistent with the regional vision.
MPP-DP-3 Use consistent countywide targeting processes for allocating population and employment growth
consistent with the regional vision, including establishing: (a) local employment targets, (b) local housing targets based
on population projections, and (c) local housing and employment targets for each designated regional growth center.
MPP-DP-4 Accommodate the region's growth first and foremost in the urban growth area. Ensure that development in rural areas is consistent with the regional vision.





























VISION 2040 - February 14, 2008 47







VISION 2040 and Centers

The development of centers lies at the heart of
VISION 2040 and its related functional plans (the
Metropolitan Transportation Plan and the Regional Economic
Strategy). Centers are characterized by compact,
pedestrian-oriented development with a mix of uses.
Centers provide proximity to a diverse collection of
services, shopping, recreation, and jobs, as well as a
variety of attractive and well-designed residences. They
are locations identified to take a greater proportion of
future population and employment in order to curb
sprawl - by encouraging development in strategic
places inside the region's designated urban growth area.

Centers create environments of improved accessibility and mobility - especially for walking, biking, and transit - and, as a result, play a key transportation role as well. Centers also provide the backbone for the region's
transportation network. By developing a highly
efficient transportation system linking major centers,
the region can take significant steps to reduce the rate
of growth in vehicle miles traveled, while
accommodating a growing population and an increase
in jobs.
Centers also provide environmental benefits by creating communities that rely less on forms of transportation that contribute to air pollution and greenhouse gas
emissions. A highly efficient transportation system
can contribute to improved air quality and a reduction of pollutants associated with climate change.
Density and Its Benefits. Both high urban density
and low-density development have costs and impacts.
Low-density development, especially urban sprawl, is
costly to serve, can fragment and convert resource
lands and environmentally significant areas, and is
challenging to serve with transportation beyond driving
alone. While higher density areas can experience more
localized pollution and noise, compact built
environments, where businesses, housing, shopping,
and entertainment are in closer proximity, produce a
number of benefits. These benefits include reducing
demand on services (including water supply and energy
supply), having fewer impervious surfaces (which is a
factor in reducing the amount of urban runoff), and













VISION 2040 - February 14, 2008

providing opportunities for economic development
through infill and redevelopment.

The Regional Growth Strategy seeks to focus a major share
of employment and housing growth in Metropolitan
Cities and Core Cities. The centers in these cities, the
regional growth centers, are to be connected and served by
fast and frequent high-capacity transit service. Transit
investments in these and other subregional and local
centers should be supported by planning and zoning
for transit-oriented development in adjacent areas.

What happens in the areas adjacent to and near a center
is also important. Easy access into a center from
neighboring communities and districts makes it
convenient to get to concentrations of jobs, shopping,
and entertainment. Such access includes bicycle and
pedestrian connections, as well as reliable transit
service. Even when walking is not an option, if a
person can easily travel to the nearby center with a
transit trip, and from there connect to other parts of
the region by means of high-capacity transit service,
mobility and accessibility are greatly improved.

CENTERS AND SURROUNDING AREAS









Center Types. The policies for and descriptions of centers in VISION 2040 provide a framework for the
centers concept. This framework includes regional
growth centers and regional/manufacturing industrial centers, as well as subregional centers, which include those centers designated through countywide processes or identified
locally. Other types of central places, including
neighborhood centers and activity nodes, are also discussed.















48







Regional Growth Centers

Formally designated by the Puget Sound Regional
Council, regional growth centers play a unique and important role as locations of the region's most significant business, governmental, and cultural
facilities. These centers are located in either
Metropolitan Cities or Core Cities. Regional growth
centers are areas of higher-intensity development and contain a mix of land uses and services. Major regional investments for transportation and other infrastructure should be prioritized for these locations.


GOAL AND POLICIES


Criteria for Regional Growth Centers. The Regional
Council's Executive Board has adopted criteria for the designation of regional growth centers which consider: minimum targets, mix of uses, compact size and shape, block size, and transportation network.

High-Capacity Transit and Centers. One transit station
can serve an area of about one square mile (640 acres), or a
half-mile walking radius. To support the use of such a
station, a minimum of between 20,000 and 25,000 activity
units (some combination of employees and residents) within
the square mile is needed (or 30 to 50 activity units per acre).

Goal: The region will direct growth and development to a limited number of designated regional growth centers. MPP-DP-5 Focus a significant share of population and employment growth in designated regional growth centers.
MPP-DP-6 Provide a regional framework for designating and evaluating regional growth centers.
MPP-DP-7 Give funding priority - both for transportation infrastructure and for economic development - to support designated regional growth centers consistent with the regional vision. Regional funds are prioritized to regional growth centers. County-level and local funding are also appropriate to prioritize to regional growth centers.


Regional Manufacturing/Industrial Centers
Unlike regional growth centers, manufacturing/industrial centers
are primarily locations of more intense employment

and are typically not appropriate for housing. VISION
2040 calls for the recognition and preservation of
existing centers of intensive manufacturing and
industrial activity and the provision of infrastructure
and services necessary to support these areas. These
centers are important employment locations that serve
both current and long-term regional economic
objectives. VISION 2040 discourages non-supportive
land uses in manufacturing/industrial centers, such as
retail or non-related offices.

GOAL AND POLICIES

Criteria for Regional Manufacturing/Industrial Centers.
The Regional Council's Executive Board has adopted criteria
for the designation of regional manufacturing/industrial
centers, including a minimum employment target, land
planned specifically for industrial and/or manufacturing uses,
protection from incompatible land uses, efficient size and
shape, planning for transportation facilities and services, and
urban design standards.

Goal: The region will continue to maintain and support viable regional manufacturing/industrial centers to accommodate manufacturing, industrial, or advanced technology uses.
MPP-DP-8 Focus a significant share of employment growth in designated regional manufacturing/industrial centers.
MPP-DP-9 Provide a regional framework for designating and evaluating regional manufacturing/industrial centers.
MPP-DP-10 Give funding priority - both for transportation infrastructure and for economic development - to support designated regional manufacturing/industrial centers consistent with the regional vision. Regional funds are prioritized
to regional manufacturing/industrial centers. County-level and local funding are also appropriate to prioritize to these
regional centers.



VISION 2040 - February 14, 2008 49







DESIGNATED REGIONAL CENTERS
































































VISION 2040 - February 14, 2008 50







Other Centers, including Countywide and Local Centers

Many secondary hubs and concentrations of

development also serve important roles as places for
concentrating jobs, housing, shopping, and recreational
opportunities. These are often the downtowns or city
centers of larger cities. Town centers in small cities can
also provide a mix of housing and services and serve as
focal points where people come together for a variety
of activities, including shopping and recreation. Finally,
small neighborhood centers and even activity hubs that serve
as the crossroads in cities and communities of all sizes
are also key in implementing a centers-based approach
to development in the region. This includes station
areas along major transit routes (including the region's
ferry terminals). VISION 2040 calls for developing
central places in cities and towns of all sizes.


GOAL AND POLICIES

A Region of Central Places. The centers concept is at the
core of VISION 2040. While centers in Metropolitan and
Core Cities serve key regional functions as major job,
commercial, transportation, and government hubs, other
types of centers are also important. VISION 2040 expects
each city in the region to take steps to further evolve one or
more central places as mixed-use areas of residences,
employment, shops, cultural facilities, and entertainment.
Each such center - no matter how large or small - should
serve as a focal point of community, be walkable, and have
easy access to transit.


Goal: Subregional centers, such as those designated through countywide processes or identified locally, will also play important roles in accommodating planned growth according to the regional vision. These centers will promote pedestrian connections and support transit-oriented uses.

MPP-DP-11 Support the development of centers within all jurisdictions, including town centers and activity nodes.
MPP-DP-12 Establish a common framework among the countywide processes for designating subregional centers to ensure compatibility within the region.

MPP-DP-13 Direct subregional funding, especially county-level and local funds, to centers designated through countywide processes, as well as to town centers, and other activity nodes.




























VISION 2040 - February 14, 2008 51







CENTERS IN VISION 2040
VISION 2040 contains several implementation actions designed to evaluate current regional growth center and manufacturing/industrial center designation
criteria, and to refine a description of a regional centers hierarchy. This work will include more explicit descriptions of activity thresholds and targets. (See
the Development Patterns actions at the end of this section.)

OTHER CENTRAL

REGIONALLY DESIGNATED CENTERS OTHER CENTERS
REGIONAL GROWTH

PLACES
NEIGHBORHOOD

CENTERS
DEFINITION
Regional Growth Centers are designated areas of high-
intensity residential and
employment development. They are most typically located in the historic downtowns or other
major activity areas of the
region's five Metropolitan Cities
and in Core Cities. Regional
growth centers serve as a
primary framework for regional
transportation and economic
development planning.
DESIGNATION

Designated by PSRC

CHARACTERISTICS
These are locations with current or planned concentrations of the region's most significant
business, governmental, and cultural activities. They support high-density urban
neighborhoods with a mix of
land uses including housing,
jobs, shopping, and recreation.
Regional growth centers are
often primary cultural, civic, and
government hubs with large
regional markets. In many
respects, these centers function
as "small towns" within our
largest cities.

MANUFACTURING /
INDUSTRIAL CENTERS




Manufacturing/Industrial
Centers are locations of
intensive employment with
facilities having large
spaces for the assembly of goods and areas suitable for outdoor storage.





Designated by PSRC






Areas in which
manufacturing and
industrial land uses are
concentrated, which
cannot easily be mixed
with other activities.
Housing is not appropriate in these locations.

CENTERS IN LARGER CITIES







These centers are designated as
key areas for concentrating growth
in Larger Cities that currently do
not have a regional growth center.






Not designated regionally; to be
designated through countywide
processes


These centers serve important
roles as subregional hubs and
secondary concentrations of
development. They provide a dense mix of housing and
services, such as stores, medical
offices, and libraries. They serve
as focal points where people come
together for a variety of activities,
including business, shopping,
living, and recreation. They often
have a civic character with
community facilities, such as municipal buildings and other public places.

SMALL CITY OR TOWN CENTERS







Small City or Town Centers are focal
points for the region’s smaller cities
and towns.







Not designated regionally; serve more
localized needs and identified locally



These centers provide a moderately
dense mix of housing and services,
such as stores, libraries, and small
parks. They serve as focal points
within a small city or town where
people come together for a variety of
activities, including business,
shopping, living, and recreation.
They often have a civic character with
community centers and facilities, such
as City Hall, and frequently include
local "Main Streets" and other public
places.

CENTERS, ACTIVITY
NODES, STATION AREAS




Relatively small areas
(ranging from an intersection
to a couple of blocks), often
at key crossroads. These
centers can be located in
cities of any regional
geography type.





Identified locally







These relatively small areas have a mix of uses to serve the immediate vicinity.
Housing is often located
above ground-floor retail and
services.

TRANSPORTATION FEATURES


Served by regional high-capacity

transit, rail, major highways, and

other transportation services.
Major investments for Served by major regional
transportation and other transportation
services and facilities are infrastructure, including
targeted for these locations. rail, major highways, and
These centers should have a port facilities.
complete network of walkways
and bicycle links, with easy
access to transit.
LOCATIONS




Metropolitan Cities: Seattle, Ballard/Interbay (Seattle),
Bellevue, Bremerton, Everett, Duwamish (Seattle),
Tacoma Frederickson (Pierce
County), Kent (Kent), North
Core Cities: Auburn, Bothell, Tukwila (Tukwila), Paine
Burien, Federal Way, Kent, Field/Boeing (Everett), Port
Kirkland, Lakewood, Lynnwood, of Tacoma (Tacoma),
Puyallup, Redmond, Renton, South Kitsap Industrial
SeaTac, Silverdale, Tukwila Area (Kitsap County)






VISION 2040 - February 14, 2008

Served by regular local transit and
regional express transit service.
These centers should have a
complete network of sidewalks
and access to bicycle paths and transit facilities.










Larger Cities: Bainbridge Island, Des Moines, Edmonds, Issaquah, Marysville, Mercer Island,
Mountlake Terrace, Mukilteo, Sammamish, Shoreline, University Place, Woodinville

Served by local transit. These centers
Served by local transit.
should have a well-developed
These places should
network of sidewalks and access to
encourage walking, biking,
bicycle paths and transit stops or
and transit use.
other facilities.


Small cities inside the urban
growth area:
Algona, Arlington, Black Diamond,
Bonney Lake, Brier, Covington, DuPont,
Edgewood, Fife, Fircrest, Gig Harbor,
Lake Forest Park, Lake Stevens, Maple
Valley, Medina, Mill Creek, Milton,
Newcastle, Normandy Park, Orting,
Pacific, Port Orchard, Poulsbo, Ruston, Could be located in any city.
Steilacoom, Sumner Many cities will have multiple
Residential cities: Beaux Arts, Clyde neighborhood and activity
Hill, Hunts Point, Woodway, Yarrow areas
Point.
Free-standing cities: Buckley,
Carbonado, Carnation, Darrington,
Duvall, Eatonville, Enumclaw, Gold Bar,
Granite Falls, Index, Monroe, North
Bend, Roy, Skykomish, Snohomish,
Snoqualmie, South Prairie, Stanwood,
Sultan, Wilkeson



52








Compact Urban Communities

Compact urban communities offer transportation,
housing, and shopping choices that reduce the need for
automobile travel and allow residents to walk or bicycle
to neighborhood stores. Streets are laid out in a grid
pattern or are interconnected, rather than as cul-de-
sacs, to support efficient transit operations, as well as
walking and bicycling. Typically there are a variety of
housing types, such as single-family homes on smaller
lots and small apartment buildings. Often small
neighborhood activity hubs serve as centers for
shopping and local services.
Compact development can be more efficient and cost-
effective to serve with infrastructure and services. By creating an environment that is more conducive to walking, bicycling, and using transit, compact development can also contribute to reducing greenhouse gases and other pollutants.








POLICIES


Brownfields and Greyfields. These terms are used for
sites that are underutilized or not in active use. Brownfields are typically industrial lands that are either contaminated or perceived as contaminated. Greyfields usually are outdated or abandoned commercial properties, such as strip retail or shopping malls, typically surrounded by large surface
parking areas. These sites provide opportunities for
redevelopment or infill and they often have easier access to existing services and infrastructure.

Many of the region's transportation thoroughfares are
lined with single-story, single-use developments. These
areas present opportunities for redevelopment and
infill. Along major transit routes, redevelopment can
occur in the form of transit-oriented development,
where mixed-use projects that provide housing,
employment, and retail can focus around a transit
station or hub and serve as an activity node for adjacent
neighborhoods.
VISION 2040 supports compact urban communities and promotes the development of vacant or underutilized urban land in a manner that supports transit, conserves resources, and builds communities. VISION 2040 also supports redevelopment of selected low-density commercial corridors to make them more transit-oriented and pedestrian-friendly.

MPP-DP-14 Preserve and enhance existing neighborhoods and create vibrant, sustainable compact urban communities that provide diverse choices in housing types, a high degree of connectivity in the street network to accommodate
walking, bicycling and transit use, and sufficient public spaces.
MPP-DP-15 Support the transformation of key underutilized lands, such as brownfields and greyfields, to higher
density, mixed-use areas to complement the development of centers and the enhancement of existing neighborhoods.

Cities in Rural Areas

There are a number of freestanding incorporated cities
surrounded by rural lands throughout the region. Under the Growth Management Act, these cities are part of the urban growth area.
VISION 2040 calls for these communities to be the
primary places for meeting the service needs -
including shopping, jobs, and services - of both their
residents and residents in nearby rural areas. Cities in

POLICIES

rural areas should also be the focal points of rural-
based industries and commerce. Schools and other
institutions and facilities serving rural populations
should be sited in rural cities. Development patterns in
these communities should be at a size and scale
appropriate for smaller towns. Commerce should
cluster in the town center, which should be walkable
and compact.

MPP-DP-16 Direct commercial, retail, and community services that serve rural residents into neighboring cities and existing activity areas to prevent the conversion of rural land into commercial uses.
MPP-DP-17 Promote transit service to and from existing cities in rural areas.



VISION 2040 - February 14, 2008 53







Unincorporated Urban Growth Area
Within the designated growth area there are
unincorporated areas that are urban in form and

character, but remain under county jurisdiction. All
four counties have such pockets of urban development. Where the ability of the county to provide urban services in these areas has been limited, special service districts have been created as single-purpose units of
government. Typically, unincorporated areas are
served by dozens of separate special districts, each providing its own type of service. In much of the unincorporated urban growth area, development did not always occur to the same standard as in nearby cities. Roadways lacking gutters, curbs, and sidewalks are just one example.

The Growth Management Act states that cities are the
preferred providers of urban services. Urban
communities are best served by city governments that
provide a complete array of urban services. Some of
the region's counties have been working to encourage
annexation of unincorporated urban areas by
municipalities. Certain unincorporated areas are better
suited to incorporate as new cities. VISION 2040
assumes that by 2040 all of the urban area will be within municipalities and the unincorporated urban growth area will be a thing of the past.

GOAL AND POLICIES

Areas Affiliated for Annexation. Within the designated
growth area, much of the unincorporated urban growth area
has been identified by nearby cities for potential annexation.
These areas are referred to as affiliated areas or potential
annexation areas. While a city may be interested in
including these areas within its municipal boundaries at
some future date, for planning purposes these are not areas
to which cities may assign any of their established growth
target allocations. Rather, as lands under county jurisdiction
they have county-established growth targets assigned to
them already. At the time of annexation, the county target
for the area is added to the city's existing target.

VISION 2040 recognizes the issues and challenges of the unincorporated urban growth area, including the historic inconsistency of standards between counties and adjacent municipalities. VISION 2040 calls for joint city-county planning in this area, including establishing common standards for development review and permitting, as well as for services and infrastructure, to ensure that development is efficient and compatible with adjacent communities.

Goal: All unincorporated lands within the urban growth area will either annex into existing cities or incorporate as new cities.
MPP-DP-18 Affiliate all urban unincorporated lands appropriate for annexation with an adjacent city or identify those that may be feasible for incorporation. To fulfill the regional growth strategy, annexation is preferred over
incorporation.
MPP-DP-19 Support joint planning between cities and counties to work cooperatively in planning for urban
unincorporated areas to ensure an orderly transition to city governance, including efforts such as: (a) establishing urban
development standards, (b) addressing service and infrastructure financing, and (c) transferring permitting authority.
MPP-DP-20 Support the provision and coordination of urban services to unincorporated urban areas by the adjacent city or, where appropriate, by the county as an interim approach.


Rural Lands

Rural areas offer diverse natural amenities and
characteristics that form a unique asset in our region.
Common elements of rural areas include small-scale
farms, wooded areas, lakes, streams, and open spaces.
Rural lands primarily contain a mix of low-density
residential development, agriculture, and forests.
Commercial activity in rural areas is most often


VISION 2040 - February 14, 2008

associated with resource use and production, open
space and natural areas, and recreational uses.

Rural areas also provide important environmental and
habitat functions, and are critical for salmon recovery.
Counties, small towns, cities, and activity areas provide
limited public services to rural residents. Rural lands


54








buffer large resource areas and accommodate small-
scale farming, forestry, and cottage industries, as well as other activities associated with natural resources.

Development in Rural Areas. The region's rural
areas have distinct characteristics, just as the urban
growth area does. Among the region’s rural lands are
areas with different ecological functions, parcel sizes,
and uses. Rural areas provide opportunities for a
lifestyle that makes a distinct contribution to the
region's sustainability and economy. By
accommodating the majority of the region's growth
inside the urban growth area, lands with rural character
can be maintained for the present, as well as for future
generations.
Washington state law enables development to occur
based on regulations in effect at the time that a building
permit or land division application was submitted - a
practice known as vesting. This can lead to situations
where development approved before adoption of
comprehensive plans under the Growth Management
Act is not consistent with the Act’s planning goals or
more recently adopted local plans. VISION 2040
advances innovative tools and techniques to address the challenges of vesting in rural areas, such as purchase of development rights, transfer of development rights, combining lots, and annual development quotas.
Historically, the region’s rural lands have undergone
rapid change as they became more accessible.
Suburban development has consumed large areas of
rural land for housing, schools, stores, and other urban
uses. In some cases, rural services, such as sanitary
septic systems, wells and roads, have become overused,
causing environmental pollution - including air and
water pollution and greenhouse gas emissions - as well as health and safety problems. Some locations have experienced growth in traffic volumes on roads not designed for urban levels of development.
When suburban development expands, rural lands can be threatened and rural character and small-scale
resource lands lost. These development patterns
continue in some places today and threaten the viability of rural lands. Existing development potential in these lands means that current zoning in some areas allows for a level of development that is incompatible with goals for rural areas.











VISION 2040 - February 14, 2008






The Growth Management Act and VISION 2040 aim
to conserve rural lands and protect these unique areas, along with their ecological and economic importance, by concentrating growth in urban areas, limiting growth in rural areas, and conserving open space and resource lands. The Act requires counties to develop rural elements in their comprehensive plans and to identify land uses, densities, and service levels that are compatible with rural character.
The Regional Growth Strategy in VISION 2040 seeks to reduce the amount of growth in rural areas. It builds on the success of the first decade of growth management planning, which reduced the overall amount of growth in the region’s rural areas.
VISION 2040 further defines a regional policy
framework to guide preservation and enhancement of
rural lands for future generations. It promotes
environmentally sensitive land management practices
and the preservation of rural character. Development
that does occur in rural areas should be of a size and
scale that is rural in character. The pattern should not
produce urban net densities that look or function like
suburban subdivisions. Such isolated pockets of higher
density development may ultimately require urban types
of services and conflict with rural character.
Development should also be focused into existing
communities in the rural area, to enable these places to
become more complete communities.

Rural Town Centers and Corridors Program. Recognizing the importance that rural areas play in the region's economy and sustainability efforts, the Puget Sound Regional Council's Executive Board established the Rural Town Centers and Corridors Program. This program provides assistance and financial incentives to bring together the interests of rural towns and transportation agencies to plan jointly for improvements in a manner that enhances the rural character of these communities.

VISION 2040 calls for continued use of rural lands for
farming, forestry, recreation, cottage industries, and
low-density housing maintained by rural services. To
maintain rural character, it also calls for avoiding the
construction of new highways and major roads in rural
areas. Transportation facilities located in rural areas
should be designed and operated in a way the fits the
rural context. Other infrastructure and services serving
primarily rural residents should be located in
neighboring cities and towns and designed in a manner
keeping with the size and scale of the local community.









55







GOAL AND POLICIES
Goal: The region will permanently sustain the ecological functions, resource value, lifestyle, and character of rural lands for future generations by limiting the types and intensities of development in rural areas.
MPP-DP-21 Contribute to improved ecological functions and more appropriate use of rural lands by minimizing
impacts through innovative and environmentally sensitive land use management and development practices.

MPP-DP-22 Do not allow urban net densities in rural and resource areas.
MPP-DP-23 Avoid new fully contained communities outside of the designated urban growth area because of their potential to create sprawl and undermine state and regional growth management goals.
MPP-DP-24 In the event that a proposal is made for creating a new fully contained community, the county shall make
the proposal available to other counties and to the Regional Council for advance review and comment on regional
impacts.
MPP-DP-25 Use existing and new tools and strategies to address vested development to ensure that future growth meets existing permitting and development standards and prevents further fragmentation of rural lands.

MPP-DP-26 Ensure that development occurring in rural areas is rural in character and is focused into communities and activity areas.

MPP-DP-27 Maintain the long-term viability of permanent rural land by avoiding the construction of new highways and major roads in rural areas.
MPP-DP-28 Support long-term solutions for the environmental and economic sustainability of agriculture and forestry within rural areas.


Resource Lands

In Washington, resource lands include forest,
agricultural, and mineral lands. These lands serve
resource-based industries, and are the sources of wood
products, food, sand, gravel, and minerals - which are
crucial to the region's sustainability, including
development needs and the economy. These lands also
provide an environment for wildlife habitat, open
space, and groundwater recharge. Timberlands and
farmlands can be viewed as renewable natural resources
with the potential to produce wood fiber and food on
an ongoing basis. The productivity of these lands can
be compromised if they are overworked or polluted,
and is lost when resource lands are converted to other
uses.

Sustainable use of resource lands seeks to maintain their biodiversity, productivity, and regenerative capacity, while attending to both their current and future ecological, economic, and social functions. Resource-based activities should be conducted in a manner that does not harm ecosystems.

Development does occur on resource lands because of
vested development rights. Although this growth is
relatively small, it can have significant impacts on the



VISION 2040 - February 14, 2008

economic viability of industries depending on these
lands. VISION 2040 seeks to permanently protect the region's key resource lands.

Forest Lands. Forests are diversified ecosystems, as
well as valuable renewable resources. Timber
harvesting has been a mainstay of the region's economy for more than a century - providing jobs, economic opportunity, and recreation. Forests provide critical habitat for wildlife and absorb precipitation, which limits flooding and controls erosion. Trees take in carbon dioxide and release oxygen. They filter air pollution - including dust, ozone, and carbon
monoxide - from industry and vehicles.

Research by the Puget Sound Clean Air Agency and others
has shown that in western Washington forest
ecosystems are in danger of becoming severely stressed
by a combination of rising temperatures and insect
damage due to climate change, public overuse, fire
susceptibility, and lack of active management. Forested
lands adjacent to urbanized areas can be subjected to
economic pressures to convert to suburban-type uses.
The fragmentation and extensive loss of the forest land
base could also have serious consequences for the



56







environment and the region's economy. Addressing

threats to our forests requires a cooperative regional
effort.

Agricultural Lands. The agricultural land in the
central Puget Sound region is among the most
productive in the state, especially the rich bottom land
adjacent to many of our rivers. Working farmlands
contribute to commercial production within the region
and create markets for local produce, which support
the principles of sustainability. The loss of good
quality farmland in the region has implications for air
quality, water quality and quantity, and our region’s
self-sufficiency. When the region loses farmland, its
residents must rely on food from more distant
locations. Threats to the continued productivity of the
region's farmlands include urban development,
incompatible adjacent land uses, and the loss of
supporting services for farming. Climate change is also
expected to exacerbate problems, such as seasonal
flooding, which can impact soil quality, and water
shortages, which would impact irrigation.
At the same time, certain farming practices can
contribute to water pollution and air pollution.
Limiting or finding viable alternatives to the use of
harmful chemical fertilizers and taking steps to
minimize soil erosion can help to protect both surface
streams and groundwater. It is important for the
region's farmers, urban and rural residents, and
decision-makers to plan strategically for the future of
agriculture in the region.







GOAL AND POLICIES

Agriculture Production and Farmland Preservation. King
County has more than 42,000 acres in its Agriculture
Production Districts, including 13,200 acres protected in the Farmland Preservation Program. The latter began as an initiative approved by voters.
Pierce County's Agriculture Strategic Plan preserves commercially significant and productive farmland.
Snohomish County's Agriculture Initiative is a
comprehensive effort to preserve and enhance the agricultural economy.
In Kitsap County, agriculture primarily consists of small farms, with producers who concentrate on small acreage production and livestock.

Mineral lands. While forest and agricultural lands can be managed and maintained as renewable resources, mines contain nonrenewable resources. In the past, coal was mined in parts of the region. Today mining primarily focuses on aggregates, such as crushed stone, gravel, and sand - materials used to produce concrete. Reclaiming mined land is desirable for safety, health, and aesthetic reasons, but can be costly.

Certain mining practices contribute to air pollution -
practices that can and should be avoided. So-called fugitive dust that drifts away from mining areas to other locations, both adjacent and farther away, can be particularly problematic.

Cascade Agenda. A private initiative spearheaded by
community leaders and regional stakeholders, the Cascade
Agenda includes long-term strategies to conserve 1.3 million
acres of working farms, forests, and natural areas. At the
same time, the Cascade Agenda seeks to create vibrant
cities to attract the growth coming to our region over the next
100 years.

Goal: The region will conserve its natural resource land permanently by designating, maintaining, and enhancing farm, forest, and mineral lands.

MPP-DP-29 Protect and enhance significant open spaces, natural resources, and critical areas.
MPP-DP-30 Establish best management practices that protect the long-term integrity of the natural environment, adjacent land uses, and the long-term productivity of resource lands.

MPP-DP-31 Support the sustainability of designated resource lands. Do not convert these lands to other uses.
MPP-DP-32 Ensure that resource lands and their related economic activities are not adversely impacted by development on adjacent non-resource lands.






VISION 2040 - February 14, 2008 57







SUBSECTION II: ELEMENTS OF ORDERLY DEVELOPMENT AND DESIGN

The Growth Management Act advances "orderly development" to ensure that growth is contiguous and can be served efficiently. Well-planned and well-designed development protects open space and farmland, revitalizes communities, keeps housing affordable, improves mobility and transportation choices, and contributes to healthier living. A more orderly approach to development focuses on the long-term implications of growth and how it may affect the community instead of viewing growth simply as an end in itself. It takes into account efficiencies, cost-effectiveness, and the many facets of the built environment that contribute to quality of life.
This part of the development patterns section addresses five subjects: (1) regional design, (2) the built environment and
health, (3) innovative techniques, (4) incompatible land uses, and (5) concurrency. The section’s themes address
developing vibrant communities, reducing land use conflicts, and promoting well-being - all in terms of how we create
more livable environments.

Regional Design

The central Puget Sound region is characterized by
natural physical beauty that is integrated with high
quality human-made features, attractive living and
working conditions, and recreational opportunities.
This gives the region a unique identity that significantly
contributes to its economic vitality, social cohesiveness,
and quality of life - features that are worth maintaining
and enhancing.
Design - especially the concept of regional design - is
not simply about aesthetics, although visual character
shapes our perceptions and experiences. Functional,
ecological, economic, and social objectives are equal, if
not greater, concerns than physical beauty alone.
Achieving environmental, economic, and community-
based objectives involves enhancing both the physical
and visual environment. Good design is an important
factor to ensure that the region grows strategically,
gracefully, and efficiently.

A strong identity or connection with place enhances a
sense of belonging to and caring for a community,
thereby increasing economic activity, livability, and
collective action. The natural environment - along
with the ecological processes that support it - is a
primary basis for regional form and is fundamental to
regional character. This principle acknowledges that
protecting and enhancing the region's ecological system

GOAL AND POLICIES

is a priority. Because ecological systems are regional in
scale, design efforts must be applied at the regional as well as the local level.
Design advances a systems approach to address land use,
transportation, environmental, urban form, and social
concerns holistically. However, design (and systems
thinking) at the regional scale involves larger, more
complex systems, such as watersheds, clusters of
communities, regional land use allocation, and more
integrated transportation systems. Regional design
must identify common values that shape the region's
character and ways to support those values at all scales,
seeking to integrate various systems and elements
through design measures.

VISION 2040 calls for identifying and protecting significant visual and cultural resources that preserve community character. It calls for designing facilities throughout the region that advance community development and for creating parks and civic spaces. VISION 2040 also advances redevelopment and infill as opportunities for revitalizing communities, including along linear corridors (such as low-scale retail strips
along the thoroughfares). Open space and parks at a variety of scales create public amenities, contribute to the character of communities, and provide opportunities for recreation and physical activity.

Goal: The region will use design to shape the physical environment in order to create more livable
communities, better integrate land use and transportation systems, and improve efforts to restore the environment.
MPP-DP-33 Identify, protect and enhance those elements and characteristics that give the central Puget Sound region its identity, especially the natural visual resources and positive urban form elements.




VISION 2040 - February 14, 2008 58







MPP-DP-34 Preserve significant regional historic, visual and cultural resources including public views, landmarks, archaeological sites, historic and cultural landscapes, and areas of special character.

MPP-DP-35 Develop high quality, compact urban communities throughout the region's urban growth area that impart a sense of place, preserve local character, provide for mixed uses and choices in housing types, and encourage walking, bicycling, and transit use.

MPP-DP-36 Provide a wide range of building and community types to serve the needs of a diverse population.
MPP-DP-37 Support urban design, historic preservation, and arts to enhance quality of life, improve the natural and human-made environments, promote health and well-being, contribute to a prosperous economy, and increase the region’s resiliency in adapting to changes or adverse events.
MPP-DP-38 Design public buildings and spaces that contribute to a sense of community and a sense of place.

MPP-DP-39 Identify and create opportunities to develop parks, civic places and public spaces, especially in or adjacent to centers.

MPP-DP-40 Design transportation projects and other infrastructure to achieve community development objectives and improve communities.
MPP-DP-41 Allow natural boundaries to help determine the routes and placement of infrastructure connections and improvements.
MPP-DP-42 Recognize and work with linear systems that cross jurisdictional boundaries - including natural systems,
continuous land use patterns, and transportation and infrastructure systems - in community planning, development, and
design.


The Built Environment and Health

Health and well-being are linked with how we live and
how we get around. Public health agencies largely concern themselves with keeping entire communities healthy, safe, and livable. These agencies work to prevent the spread of disease, to protect people from unsafe water, polluted air, and hazardous waste, and to help people live healthy lives. In recent years, public health agencies, local land use planners, and transportation staff have begun to focus increased attention on the health implications of our built environment and the way we travel.

Research findings link the country's obesity epidemic in
part to both community design and food choices.
Physical inactivity is a growing health problem in the
United States, contributing not only to obesity, but also
to chronic disease, osteoporosis, depression, and
premature death. Several studies link low-density
development and travel behavior to the lack of
everyday physical activities that are known to prevent
certain life-shortening illnesses. For instance, the
separation of land uses creates a situation where more
time is spent driving and less time is spent walking or
bicycling. Too often, this land use pattern is also
characterized by having few sidewalks or few safe
cycling routes. On the other hand, communities that



VISION 2040 - February 14, 2008

feature a mix of land uses, are connected by pedestrian
and bicycle facilities and transit, and rely less on driving, are more conducive to physical activity.

HealthScape. A King County study (begun in 2001) on the
relationship of health to how we live and travel. It concludes
that low-density, separated land uses and disconnected
street networks are associated with: (1) increased
automobile use, per capita air pollution, greenhouse gas emissions, and energy consumption; (2) reduced transit
ridership and physical activity; and (3) increased obesity and likelihood of cardiovascular disease, type II diabetes, and colorectal cancer. Similar studies elsewhere in the United States and abroad are causing communities to consider new approaches for creating or improving opportunities for walking, biking, and other physical activity.

The built environment affects the natural environment.
Uncontrolled and expansive development patterns
contribute not only to habitat loss, but also to declining
water resources and quality. Our built environment -
along with the way we travel - has safety implications.
Longer trips to jobs, schools, shopping, and
entertainment associated with a more dispersed, lower
density development pattern result in the need for
more driving. More driving results in more vehicle-
related accidents.



59








Programs and investments to provide alternatives to
driving, especially to improve the walkability and
bikability of our communities, can result in mobility
choices that are healthier and safer. Our built
environment, including the design of our communities,
the completeness of our sidewalk networks, and the
provision of open space, affects not only our physical
well-being, but also our mental well-being.
Reintegrating public health into planning, particularly
land use and transportation planning, is a way to ensure
our communities are more sustainable and truly
provide opportunities for improved quality of life.


Food Production. The system for producing and delivering food is highly complex and involves processing, transportation, distribution, consumption, and disposal. The food system is highly dependent on fossil fuel consumption, traveling on average 1,500 miles before reaching our plates - often in refrigerated containers.

This region has many businesses (from farms to fisheries to
grocery stores) that depend on the vitality of the local food
economy. By addressing food system issues systematically,
the region can protect agricultural land, promote more fresh
food consumption, and support local food and farm-based
businesses to improve the health of the local food economy.
In addition, strengthening the region’s food system provides
more security for our food supply in times of need, such as
during natural disasters, food shortages, and disease
outbreaks.


GOAL AND POLICIES






Good planning decisions are also good public health
decisions - helping to make places and communities that are good for living, working, and playing. This includes protecting important farming areas to ensure a safe and reliable source of food production.


Community Gardens. These are areas set aside for
gardening within a neighborhood or town. Each garden is
unique, with diverse crops and flowers. Most community
gardens provide neighbors with access to fresh produce and
plants. In urban settings, community gardens can bring city
gardeners closer to their own sources of food, can take the
form of a neighborhood improvement, and can contribute to
a sense of community.


Goal: The region's communities will be planned and designed to promote physical, social, and mental wellbeing so that all people can live healthier and more active lives.
MPP-DP-43 Design communities to provide an improved environment for walking and bicycling.

MPP-DP-44 Incorporate provisions addressing health and well-being into appropriate regional, countywide, and local planning and decision-making processes.

MPP-DP-45 Promote cooperation and coordination among transportation providers, local government, and
developers to ensure that joint- and mixed-use developments are designed to promote and improve physical, mental, and social health and reduce the impacts of climate change on the natural and built environments.

MPP-DP-46 Develop and implement design guidelines to encourage construction of healthy buildings and facilities to promote healthy people.
MPP-DP-47 Support agricultural, farmland, and aquatic uses that enhance the food system in the central Puget Sound region and its capacity to produce fresh and minimally processed foods.











VISION 2040 - February 14, 2008 60







Innovative Techniques

Counties and cities throughout the central Puget Sound
region have come to realize the value of more flexible and adaptive approaches to incorporating new development into their communities. The Growth Management Act states that local comprehensive plans should provide for innovative land use and development techniques. Several such practices are advanced in VISION 2040.
Low-impact development relies on more environmentally
sensitive approaches to how land is developed and
used, especially in managing stormwater runoff. Using
low-impact development practices can help a
community better protect its streams, fish and wildlife
habitat, and drinking water supplies. Reducing
stormwater drainage infrastructure - pipes, ponds, and other structures - can actually lower infrastructure
costs. Low-impact development can also help
communities be more attractive and green. Instead of stretches of impervious surfaces and large stormwater ponds, low-impact practices can result in more trees, plantings, and open space.

Environmentally friendly construction and homebuilding is
another innovation that can provide people with
comfortable, durable, and healthy homes that are
resource-efficient. Rating systems have been created to
assess how green or environmentally friendly buildings
are. Factors include key human and environmental
health considerations, such as sustainable site



POLICIES

development, water savings, energy efficiency, materials
selection, and indoor environmental quality.

Techniques and practices exist to ensure that development takes place in ways that maintain or improve the ecological function of environmentally sensitive areas. One such example is flexible siting, which allows structures to be farther from sensitive areas. In newly developing areas, shadow platting allows buildings to be sited in an earlier phase, with a view toward locating adjacent structures in a more efficient manner at a future date.
Purchase of development rights refers to programs through
which local governments may purchase development
rights and dedicate the land for conservation
easements, protecting it as open space or agricultural
areas. Transfer of development rights is a more involved
system that gives landowners the option to sell
development rights while retaining the ownership of
the land. In these transactions, a landowner gives up
the right to develop the property more intensively, but
the buyer may use the rights to develop another piece
of land at a greater intensity than would otherwise be
permitted.
VISION 2040 calls for the use of innovative
techniques to encourage sustainable development
practices that also help to focus growth within the
urban growth area, especially centers, and to lessen
development pressures on rural and resource lands.

MPP-DP-48 Encourage the use of innovative techniques, including the transfer of development rights, the purchase
of development rights, and conservation incentives. Use these techniques to focus growth within the urban growth area (especially cities) to lessen pressures to convert rural and resource areas to more intense urban-type development, while protecting the future economic viability of sending areas and sustaining rural and resource-based uses.
MPP-DP-49 Support and provide incentives to increase the percentage of new development and redevelopment - both public and private - to be built at higher performing energy and environmental standards.

MPP-DP-50 Streamline development standards and regulations for residential and commercial development, especially
in centers, to provide flexibility and to accommodate a broader range of project types consistent with the regional vision.













VISION 2040 - February 14, 2008 61







Incompatible Land Uses

Incompatible land uses are those that may result in
negative impacts on one property or another, such as
noise, glare, increased traffic, or potential safety or
health hazards, including exposure to harmful air
emissions. The principle of separating incompatible
land uses has application in urban and rural settings, as


POLICIES

well as in resource areas. Encroachment of
incompatible land uses around airports, particularly in
the critical approach and departure paths, is a
significant problem. Washington law calls for the
protection of both general aviation airports and military
installations from incompatible land uses.

MPP-DP-51 Protect the continued operation of general aviation airports from encroachment by incompatible uses and development on adjacent land.
MPP-DP-52 Protect military lands from encroachment by incompatible uses and development on adjacent land.
MPP-DP-53 Protect industrial lands from encroachment by incompatible uses and development on adjacent land.


Concurrency

Concurrency requirements underlie a fundamental
premise of growth management - namely, that
development should occur where adequate facilities and infrastructure already exist or are to be provided in
the near future. Yet local governments have a
significant amount of flexibility concerning how to apply concurrency provisions. Cities, especially those with designated centers, would benefit from tailoring their concurrency programs to set different level-of-
service and impact assessment expectations in the centers or downtown districts from those that apply elsewhere in their jurisdiction.
Under the Growth Management Act, part of the
concurrency requirement is the establishment of level-
of-service standards for arterials, transit service, and
other facilities. These standards are to be used to
determine whether a proposed development can be
served with available facilities, or whether mitigation of
some sort may be required. The Act requires cities and
counties to have a reassessment strategy in the event of
a service deficiency or shortfall. Such a strategy allows


POLICIES

a jurisdiction to consider: (1) other sources of funding
to provide the service, (2) changing the level-of-service standard that was established, and/or (3) reconsidering the land use assumptions.

Recent amendments to state law encourage handling transportation-related concurrency problems with solutions such as transit, walking or biking, system efficiencies, and transportation demand management. Improved coordination among the concurrency programs established by neighboring jurisdictions helps to address the cross-jurisdictional impacts of development and facility needs.

As the region's centers and compact communities
continue to grow and evolve, future mobility solutions
will require integrating multimodal forms of
transportation into our communities, including transit
improvements and more complete bicycle and
pedestrian facilities. VISION 2040 calls for tailoring
concurrency programs, especially for centers, and for
addressing multimodal transportation options.

MPP-DP-54 Develop concurrency programs and methods that fully consider growth targets, service needs, and levelof-service standards. Focus level-of-service standards for transportation on the movement of people and goods instead of only on the movement of vehicles.
MPP-DP-55 Address nonmotorized, pedestrian, and other multimodal types of transportation options in concurrency programs - both in assessment and mitigation.
MPP-DP-56 Tailor concurrency programs for centers and other subareas to encourage development that can be supported by transit.


VISION 2040 - February 14, 2008 62







VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the development patterns policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.

REGIONAL ACTIONS
Urban Growth Area Adjustments
DP-Action-1 The Puget Sound Regional Council will develop a framework for the review of and comment on adjustments to the urban growth area throughout the four-county region. (short-term) (MPP-DP-1)
Results and Products: Regional Framework adopted by Executive Board
Track and Evaluate Growth
DP-Action-2 The Puget Sound Regional Council will study, track, and evaluate growth and development occurring in
the central Puget Sound region in terms of meeting the goals and objectives of the regional vision. (ongoing) (Overarching
Goal)
Results and Products: Milestones Report

Evaluate Designated Centers
DP-Action-3 The Puget Sound Regional Council will study and evaluate existing regional growth centers and manufacturing/industrial centers to assess their designation, distribution, interrelationships, characteristics, transportation efficiency, and performance. (short-term) (MPP-DP-5, 8)
Results and Products: Milestones Report
Funding for Centers
DP-Action-4 The Puget Sound Regional Council, together with its member jurisdictions, will pursue additional funding mechanisms (including incentives) to develop projects and facilities in designated regional growth centers. (short-term)
(MPP-DP-7, 10)
Results and Products: Funding for projects in centers

Other Centers, Including Countywide and Local Centers
DP-Action-5 The Puget Sound Regional Council, together with its member jurisdictions and countywide planning bodies, will develop a common framework for identifying various types of central places beyond regional centers. Address the role of smaller nodes that provide similar characteristics as centers. (short-term) (MPP-DP-11)
Results and Products: Common framework for hierarchy of centers (for regional, countywide, and local planning purposes)
Industrial Lands Inventory
DP-Action-6 The Puget Sound Regional Council will update its inventory of industrial lands in the region. The inventory will be supplemented with a regionwide strategy for industrial lands. (mid-term) (MPP-DP-8, 9)
Results and Products: Updated PSRC Industrial Lands Inventory, Regionwide strategy
Growth Targets Methodology
DP-Action-7 The Puget Sound Regional Council, together with its member jurisdictions, will develop a regional
methodology to guide countywide processes that set local housing and employment targets. The Regional Council will also provide guidance for developing local affordable housing targets, as well as targets for housing and employment in designated regional growth centers. (short-term) (MPP-DP-3)
Results and Products: (1) Common methodology for target setting, (2) Regional guidance for developing affordable housing targets,
(3) Regional guidance for establishing residential and employment targets in centers












VISION 2040 - February 14, 2008 63








Buildable Lands Methodology
DP-Action-8 The Puget Sound Regional Council, together with countywide planning groups and member jurisdictions,
will develop recommended methods for buildable lands data collection and analysis as part of a regionwide effort to
increase the consistency and compatibility of reporting. This will enhance the ability to monitor and evaluate the
sufficiency of plans within the region to meet future growth needs. As part of this effort, the Regional Council may
provide technical support to counties and cities, including guidance for addressing reasonable measures. (mid-term)
(MPP-DP-2 through 4)
Results and Products: (1) Common process for buildable lands analysis, (2) Regional guidance for addressing reasonable measures,
(3) Report on buildable lands processes focusing on their compatibility, (4) Technical support for addressing regional measures

Sustainable Practices Toolkit
DP-Action-9 The Puget Sound Regional Council will develop a best practices toolkit for sustainable design for both
urban and rural areas including, but not limited to, adaptive reuse low-impact development, green development, and
low-energy efficient development practices for development and infrastructure. (mid-term) (MPP-DP-21, 28, 30, 31, 48,
49)
Results and Products: Best Practices Toolkit

Regional Design Best Practices
DP-Action-10 The Puget Sound Regional Council, together with its member jurisdictions, will develop best practices and approaches for incorporating community and regional design into various local, regional, and other agency planning processes. This action will include highlighting and promoting model codes. (mid-term) (MPP-DP-33 through 42)
Results and Products: Best Practices Toolkit (or similar)
Land Use, Mobility, and Health Toolkit
DP-Action-11 The Puget Sound Regional Council, together with its member jurisdictions, will explore land use and
planning practices and tools that promote and improve physical, social, and mental health. These practices and tools will promote and encourage greater multimodal travel to, from, and within designated regional growth centers. TELUMI (the Transportation Efficient Land Use Mapping Index developed by the University of Washington under a WSDOT research grant) is an example of such an analytical tool. (mid-term) (MPP-DP-43 through 47)
Results and Products: Best Practices Toolkit
Transfer and Purchase of Development Rights Strategy
DP-Action-12 The Puget Sound Regional Council, together with its member jurisdictions, will develop a regional
strategy for transfer of development rights programs (TDR), purchase of development rights programs (PDR), and
other innovative techniques and strategies to protect rural areas and resource lands from overdevelopment. (short-term) (MPP-DP-21, 25, 30, 48)
Results and Products: Report and recommendations to Growth Management Policy Board and Executive Board

Concurrency Best Practices
DP-Action-13 The Puget Sound Regional Council will develop innovative approaches to concurrency programs to help
incorporate new legislative guidance (RCW 36.70A.108) that encourages stronger efforts for local and regional
multimodal concurrency. The Regional Council also will develop and provide guidance for regional and local
implementation strategies and actions to address concurrency and multimodal travel for greater transportation efficiency
and effectiveness jurisdiction-wide and in designated regional growth centers. (mid-term) (MPP-DP-54 through 56)
Results and Products: (1) Report on strategies and approaches to multimodal concurrency, (2) Best practices and examples toolkit (or similar)

COUNTY LEVEL ACTIONS
Brownfield Clean-up
DP-Action-14 Countywide planning bodies, in cooperation with their cities, will develop strategies for cleaning up
brownfield and contaminated sites. Counties, in cooperation with their cities, should also identify redevelopment sites,
such as low-density retail strips along thoroughfares. (Note: This process should be linked with the transportation
system assessment process for manufacturing/industrial centers.) (mid-term) (MPP-DP-15) Results and Products: Strategies for clean-up





VISION 2040 - February 14, 2008 64








Coordinated Planning in Unincorporated Urban Areas
DP-Action-15 Countywide planning bodies, in cooperation with their cities, will develop approaches to reconcile different standards for development and infrastructure in unincorporated urban areas, especially in areas already
identified for future annexation. Such approaches should acknowledge and address the impacts of development in unincorporated areas on adjacent cities. Such cooperative efforts should also establish mechanisms to ensure that appropriate forms, densities, and mixes of uses are identified and addressed in development that occurs prior to
annexation. (mid-term) (MPP-DP-19, 20)
Results and Products: (1) Countywide bodies, in consultation with cities, are to evaluate standards, (2) Revised standards and practices to
reconcile differences

LOCAL ACTIONS
Identification of Underused Lands
DP-Action-16 Local jurisdictions should identify underused lands (such as brownfields and greyfields) for future redevelopment or reuse. (mid-term) (MPP-DP-15)
Results and Products: Inventory of underused land
Center Plans
DP-Action-17 Each city with a designated center shall develop a subarea plan for the designated regional growth center and/or the manufacturing/industrial center. (short-to mid-term) (MPP-DP-5, 8)
Results and Products: Subarea plan
Mode Split Goals for Centers
DP-Action-18 Each city with a designated regional growth center and/or manufacturing/industrial center shall establish mode split goals for these centers. (short-term) (MPP-DP-43, 55, MPP-T-24)
Results and Products: Mode split goals for each designated center



































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VISION 2040 - February 14, 2008 66






HOUSING
Overarching Goal: The region will preserve, improve, and expand its housing stock to provide a range of affordable, healthy, and safe housing choices to every resident. The region will continue to promote fair and equal access to housing for all people.

Housing is a basic need for every individual. With the opportunities and challenges that come with growth
and new development, the region must be attentive to how we address the housing needs of the region’s
population while protecting our environment, supporting our economy, and enhancing our communities.
Our success depends on ensuring the availability of a variety of housing types and densities, as well as
an adequate supply of housing affordable at all income levels, to meet the diverse needs of both current
and future residents.

VISION 2040’s housing policies respond to changing demographics and the need to diversify the region’s housing supply. The policies address affordability, jobs-housing balance, focusing housing in centers, and innovations in housing.

The Growth Management Act calls for making
affordable housing available to “all economic segments
of the population,” providing a variety of residential
densities and housing types, and encouraging
preservation of existing housing stock. Local
governments are to plan for housing that meets the
varied needs of their diverse communities and residents
and to ensure they are providing sufficient zoned land
capacity for housing to accommodate 20-year growth
targets. To this end, a primary goal of the Act is to
facilitate sufficient and appropriate housing production
and supply.
A sustainable community is one that has a stable mix of
residents and workers at different income levels, living
and working right in the community. Affordability is a
key element for ensuring sustainable housing.
Sustainable homes rely on efficient building techniques
that allow for the reuse and recycling of materials, or
the use of new materials that come from sources that
can be more rapidly renewed. As housing stocks
increase to accommodate the region's growth, there are
a number of steps that can be taken to improve the
sustainability, efficiency, and comfort of our homes.


The Sustainable Home and Green Building. Conserving resources and reducing environmental impacts can literally
begin at home. Efficient fixtures, appliances, and
landscaping can help conserve water and energy. New systems and technology provide opportunities for the reuse of wastewater. Improved indoor air quality and increased daylight contribute to better health and comfort. More efficient sources of energy allow each household to decrease the amount of carbons entering the atmosphere and can save money as well.








VISION 2040 - February 14, 2008

What the Region Can Do. The complexity of
addressing the full range of housing needs and
challenges requires a coordinated regional-local
approach. Through VISION 2040 and its regional
housing policies and actions, the Puget Sound Regional
Council is in a position to work with its member
jurisdictions on housing both today's and tomorrow’s
population, including our children, grandchildren, and
new residents.

Through the Regional Growth Strategy, the region has articulated a preferred pattern of urbanization that will help direct new housing development to the urban growth area and regionally designated growth centers. By prioritizing the investment of regionally managed funding to support housing, affordable housing, and infrastructure projects in regional growth centers, the Regional Council can help promote strategically located workforce housing and improved access to and between major employment centers.

To assist counties and cities, the Regional Council can serve as a forum for setting regional priorities and
facilitating coordination among its member
jurisdictions and housing interest groups. A key tool is the development of a regional housing strategy.

Through guidance and technical assistance, the
Regional Council can encourage jurisdictions to adopt
best housing practices and establish coordinated local
housing and affordable housing targets. Through the
regional plan review process, the Regional Council can
work with jurisdictions to develop effective local
housing elements, strategies, and implementation plans.
The Regional Council can also help to collect and
monitor housing data, as well as track the
implementation and outcomes of various housing
efforts and report on the region's successes and
challenges.



67








What Local Governments Can Do. Local
governments play a critical role in housing, including its
production. Local governments possess regulatory
control over land use and development. They are key
players, both individually and in cooperation with other
housing interests, in stimulating various types of
development activity. The Growth Management Act
assigns them roles in setting targets, as well as in
analyzing buildable lands - that is, assessing where new
development or redevelopment can be accommodated.


Local Housing Responsibilities under the Growth Management Act. Local housing elements should ensure the vitality and character of established residential neighborhoods and include the following components: (1) an inventory and analysis of existing and projected
housing needs, (2) goals, policies, objectives, and
mandatory provisions for the preservation, improvement, and development of housing, (3) identification of sufficient land for a range of housing types to match community needs, and (4) adequate provisions for the needs of all economic segments of the community. (RCW 36.70A.070)
Under the Act’s buildable lands provisions, local
governments must also determine whether there is sufficient
zoned land to accommodate their county’s 20-year
population projection and the local growth target allocations adopted by counties and their cities. Reasonable measures must be taken to address any inconsistencies. (RCW 36.70A.215)

There are numerous tools and strategies available to
local governments to encourage housing diversity and
promote affordable housing. While one size does not
fit all, many of these tools can be applied in a manner
that is tailored to and respectful of local market
conditions, community characteristics, and the vision
for growth embodied in local comprehensive plans.

A Regional Coalition for Housing (ARCH). This coalition
- which includes King County and 15 Eastside cities - was
organized to preserve and increase the supply of housing for
low- and moderate-income households. ARCH supports a
wide range of local organizations to produce housing that
serves families, seniors, the homeless, and people with
special needs.
Addressing Homelessness. In 2005, the Washington
Legislature directed counties to develop ten-year homeless
plans (RCW 43.185C). The minimum goal is to eliminate 50
percent of homelessness by 2015. All four counties in the
central Puget Sound region now have ten-year plans. The
counties must also conduct a count of homeless persons
each year and provide annual reports. The legislation
identifies proposed strategies in three areas: (1) prevention
and reentry strategies, to keep individuals from slipping into homelessness, (2) short-term emergency responses, to
move people rapidly from homelessness, and (3) affordable permanent housing services, to assist people in maintaining stable housing.






VISION 2040 - February 14, 2008






Changing Demographics. The characteristics of the
region's households have been changing over time and
will continue to do so. The size of the average
household has been decreasing. Fewer people are
living in family households with two parents and
children. More households are comprised of singles,
couples without children, or single-parent families.
Many households have two or more workers. The
region’s population is becoming far more racially and
ethnically diverse. And as the population ages and new
generations enter the housing market, there will be
demands and preferences for new and different types
of housing. Changes in the region’s housing market
may range from the desire of some households for
smaller, lower-maintenance homes to ownership of
second homes.
Changing circumstances require diversifying the region's housing stock. Local jurisdictions should develop more mechanisms to allow for a wider array of housing types - especially more affordable housing
opportunities - and encourage the use of emerging best
practices in the areas of green building and universal
design.

Universal Design involves designing products and
environments to be usable by all people to the greatest
extent possible - regardless of special needs or age -
without requiring adaptation or specialized design.

Affordability. Housing affordability continues to be a major challenge for the region. Housing costs are a greater burden for many households today than a decade ago, leaving less for other basic needs and amenities. Renters, in particular, face a considerable shortage of affordable housing opportunities.

Affordable Housing is commonly defined in terms of
housing costs as a percentage of household income.
Housing is considered unaffordable when a household’s
monthly housing costs exceed a certain threshold - most
commonly 30 percent of gross income - thereby reducing
the budget available for basic necessities and other
amenities.
Housing Affordability refers to the balance (or imbalance)
between incomes and housing costs within a community or
region. A common measurement compares the number of
households in certain income categories to the number of
units in the market that are affordable - at 30 percent of
gross income.
VISION 2040 uses the following household income
categories and definitions to track regional housing affordability:
• Middle: 80%-120% of area median income
• Moderate: 50%-80% of area median income
• Low: Below 50% of area median income
• Very Low: Below 30% area median income




68







With housing prices significantly outpacing income

growth over the last several years, it has become more
difficult for low-, moderate-, and even middle-income households to purchase first homes. Homeownership rates in King and Pierce counties lag behind the national average, and rates for minorities remain well below the average rate for all households.
Paying a mortgage or rent is only a portion of the
overall cost of housing. To address housing
affordability more completely, it is also important to
account for utility costs, insurance and taxes, appliances
and furniture expenditures, and repair and
maintenance, including yard care. Expenses for
commuting to and from work and for travel to services and other daily destinations are also critical factors when considering the true costs of housing.
Finding affordable housing options near employment
centers can be difficult for many workers. Low- to
middle-wage workers - such as teachers, health care
professionals, retail workers, administrative personnel,
police officers, and firefighters - who are essential to
the economic and social vitality of a community, often
cannot afford to live in the places where they work.
The imbalance between where people live and where
people work can result in longer and more expensive
commutes. More driving also leads to worsening air
quality, including greenhouse gas emissions.

Workforce Housing refers to housing that is affordable to
households with at least one full-time worker in which earned incomes are too high to qualify for significant federal housing subsidies, and which - given local housing market conditions - have difficulty affording market prices for homes or
apartments in the communities where the residents work.

See also “Family Wage” sidebar in the Economy section.

VISION 2040 calls for increasing the supply of
housing throughout the region by providing a variety of housing types and densities for both renters and owners. Special emphasis is placed on providing equitably distributed affordable housing for low-, moderate-, and middle- income households and appropriate housing for special needs populations. It also encourages more low- to middle-income homeownership opportunities.


Special Needs Housing refers to supportive housing arrangements for populations with specialized requirements, such as the physically and mentally disabled, the elderly, people with medical conditions (for example, HIV/AIDS,
Alzheimer’s, and chemical dependency), the homeless,
victims of domestic violence, foster youth, refugees, and
others.



PERCENT GROSS MONTHLY INCOME SPENT ON HOUSING COSTS


Homeowners

55%

44%
40%


27% 28% 27% 27%











33% 30%


Renters



45%
37% 38%
30%
28% 27%

25% 26%

18%





<20.0% 20.0-29.9% 30.0+% <20.0% 20.0-29.9% 30.0+%

1989 1999 2005 1989 1999 2005

Source: US Census Bureau

Note: For homeowners, housing costs are defined as including monthly payments for mortgage principal and interest, real estate taxes, property insurance, utilities and fuels, and condominium and mobile home fees. For renters, housing costs include contract rent plus the estimated monthly cost of utilities and fuels, whether paid by the renter or someone else.












VISION 2040 - February 14, 2008 69








Jobs-Housing Balance. Jobs-housing balance is a
concept that advocates an appropriate match between
the jobs base and available housing supply within a
geographic area. Balance is a means to address travel
demand by improving accessibility to jobs, as well as to
goods, services, and amenities. Improving balance
means adding more housing to job-rich areas and more
jobs to housing-rich areas. There is also an
affordability aspect to achieving balance that involves matching the mix of dwelling types and prices with labor force needs and wages.
Better mobility and efficiency can also improve jobs-
housing balance. For example, convenient and
efficient travel to major job centers, especially because of easy accessibility to high-capacity transit, can also serve some of the objectives of balancing jobs and housing. Facilitating travel by transit also serves to reduce vehicle miles traveled - which benefits air
quality and the climate - and offers mobility options for residents who do not drive or have access to vehicles. Ensuring that services are located near home or work also helps to reduce travel demands.
VISION 2040 encourages adding housing
opportunities to job-rich places, and promotes
economic development to bring jobs to all four
counties - with special attention given to Kitsap, Pierce
and Snohomish counties. (See also “Places” subsection
under Economy.)

Focusing Housing into the Urban Area. Another
key growth management goal is to focus new
development within the urban growth area. Within the
central Puget Sound region emphasis is placed on
directing housing and jobs into centers - that is, places
designated for higher densities and a mix of land uses.
Communities all across the region are realizing these
aims by encouraging infill, redevelopment, and more
compact development, including in designated centers
and around transit stations.
VISION 2040 continues to advance the centers
strategy as a way to provide greater accessibility to

POLICIES
Housing diversity and affordability






employment. In this approach, centers function as
major concentrations of jobs and housing, which can be easily accessed from nearby neighborhoods and communities, and are linked by a highly efficient, high-
capacity transportation network.
Innovations and Best Practices. There are
numerous incentives and tools that local jurisdictions can work with to help increase the overall supply and diversity of housing, including: (1) innovative land use
practices, such as flexible zoning, streamlined
development regulations, and density bonuses,
(2) funding approaches, such as housing levies and tax
exemptions, (3) provision of needed infrastructure and
public services, such as transportation facilities and
services, utilities, parks, and other amenities, and
(4) public education to increase awareness and
acceptance of housing alternatives and innovations,
such as accessory dwelling units, small lot single-family
homes, townhomes and other multifamily housing
options, and mixed-use projects. Such techniques and
practices offer greater affordability and promote more
efficient use of urban land.

It is also important to provide homeowners and renters
with more complete information on the true costs of
housing - that is, costs beyond mortgage and rent
payments. Information on innovative private sector
programs can also help individuals and families identify
affordable housing opportunities. One example is a
location efficient mortgage, which adjusts the amount
that can be borrowed based on proximity of the home
to transit. The rationale behind this program is that if a
household has the ability to use transit regularly, it may
eliminate the need to own one or more automobiles.
Not having additional car payments and related
maintenance costs provides more buying power for
that household, making mortgages more affordable.

VISION 2040 encourages local jurisdictions to adopt
available best housing practices and innovative
techniques to advance the provision of affordable,
healthy, and safe housing for all the region’s residents.

MPP-H-1 Provide a range of housing types and choices to meet the housing needs of all income levels and demographic groups within the region.
MPP-H-2 Achieve and sustain - through preservation, rehabilitation, and new development - a sufficient supply of housing to meet the needs of low-income, moderate-income, middle-income, and special needs individuals and
households that is equitably and rationally distributed throughout the region.





VISION 2040 - February 14, 2008 70







MPP-H-3 Promote homeownership opportunities for low-income, moderate-income, and middle-income families and individuals.
Jobs-housing balance
MPP-H-4 Develop and provide a range of housing choices for workers at all income levels throughout the region in a manner that promotes accessibility to jobs and provides opportunities to live in proximity to work.
Centers housing
MPP-H-5 Expand the supply and range of housing, including affordable units, in centers throughout the region.
MPP-H-6 Recognize and give regional funding priority to transportation facilities, infrastructure, and services that
explicitly advance the development of housing in designated regional growth centers. Give additional priority to projects and services that advance affordable housing.
Best housing practices
MPP-H-7 Encourage jurisdictions to review and streamline development standards and regulations to advance their public benefit, provide flexibility, and minimize additional costs to housing.
MPP-H-8 Encourage the use of innovative techniques to provide a broader range of housing types for all income levels and housing needs.
MPP-H-9 Encourage interjurisdictional cooperative efforts and public-private partnerships to advance the provision of affordable and special needs housing.

VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the housing policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.
REGIONAL ACTIONS
Regional Housing Strategy
H-Action-1 The Puget Sound Regional Council, together with its member jurisdictions, housing interest groups, and
housing professionals, will develop a comprehensive regional housing strategy. The housing strategy will provide the
framework for a regional housing program (see H-Action-2, below) and shall include the following components:
• A regional housing needs assessment
• Strategies to promote and/or address: housing diversity, housing affordability, special needs housing, centers
and workforce housing, innovative techniques, and best local housing planning practices
• Coordination with other regional and local housing efforts (short-term) (H-1 through 9) Results and Products: Regional housing strategy
Regional Housing Program
H-Action-2 The Puget Sound Regional Council will develop and implement a program to encourage best housing practices and stimulate local housing production, including affordable housing. The program will make planning for housing more transparent and shall include the following components:
• Guidance for developing local housing targets (including affordable housing targets), model housing elements,
and best housing practices
• Regional guidelines for and the review of local housing elements, that call for documentation of strategies and
implementation plans for meeting housing targets and goals, i.e., a "show your housing work" provision
• Technical assistance to support local jurisdictions in developing effective housing strategies and programs
• Collection and analysis of regional housing data as part of the region’s monitoring program, including types and
uses of housing (short- to mid-term) (H-1 through 9)
Results and Products: (1) Guidance and best practices, (2) Regional review of local housing elements, (3) Technical assistance for local
governments, (4) Monitoring of regional housing data and trends



VISION 2040 - February 14, 2008 71















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VISION 2040 - February 14, 2008 72







ECONOMY
Overarching Goal: The region will have a prospering and sustainable regional economy by supporting businesses and job creation, investing in all people, sustaining environmental quality, and creating great central places, diverse communities, and high quality of life.
VISION 2040's economic goals and policies promote a sustainable economy that creates and maintains a high standard of living and quality of life for all. To create stable and lasting prosperity, VISION 2040 focuses on businesses, people, and places, recognizing that growth management, transportation, economic, and environmental policies must be integrated, and must take social, economic, and environmental issues into account while preserving key regional assets.


A sustainable economy embraces growth that can be
supported over the long term by the region's physical infrastructure, financial resources, and natural
resources. The region’s outstanding natural
environment is a key element for economic progress.
Our abundant natural resources, spectacular setting,
and vibrant communities make every industry more
competitive in a global economy. These and other
features have helped to attract and retain talented,
active, and creative people. The region’s connection to
the environment gives it a strategic advantage in
developing clean, green processes and technologies,
and providing new economic opportunities that it can
export to the rest of the world. Maintaining this
advantage depends on a healthy built and natural


environment - with clean industries, good jobs with
good incomes, managed growth, and lively centers.

The Region's Economy. The central Puget Sound
region's economy is a complex system of business,
trade, and individual relationships. The region is the
major center in the Pacific Northwest for information
technology, aerospace, finance, insurance, health care,
business and professional services, recreation, and
tourism. It is also one of the most technologically
advanced regions in the United States for turning
cutting-edge research into products and services.
These sectors are forecast to play an increasingly
important role in the region's job growth. (See chart
below.)



CENTRAL PUGET SOUND REGION ECONOMIC SECTOR

EMPLOYMENT AND FORECASTS


Finance, Insur., Real Estate 117,400 38,100 Base Year (2005)
Growth (2005 - 2040)
Wholesale, Trade, Utilities 154,000 51,400

Government & Education 282,300 79,600

- Professional, Business 262,000 434,800

- Health 177,000 135,400

- Information 81,700 85,700

- Other * 277,800 189,800

Construction & Resource 130,800 148,900

Retail 199,600 67,400

Manufacturing 173,700
(-15,200)**
Military ***
37,600
Total Sector Employment 100,000 200,000 300,000 400,000 500,000 600,000 700,000
* Other includes a wide range of occupations, such as food and drink establishments, private education, and nonprofit organizations.
** Manufacturing is forecast to decrease by 15,200 between 2005 and 2040.
*** PSRC forecasts do not include figures for the Military sector.


VISION 2040 - February 14, 2008 73








In-migration is important to the region's economy and
contributes to innovation, the development of new
technologies, the creation of startup companies, and
related job growth. In-migration also enriches the
region's communities with a growing diversity of
cultures, languages, and knowledge. These diverse
communities serve as a competitive asset in an
increasingly connected global economy, creating
potential trade linkages and other economic
opportunities that would not otherwise exist.

More than any other state in the nation, Washington's
economy depends on foreign trade - and the central
Puget Sound region is vital to the majority of the state's
trade activity. The presence of internationally known
and successful companies (such as Amazon, Boeing,
Costco, Microsoft, Paccar, Starbucks, and
Weyerhaeuser), our internationally competitive ports, and the state's natural resources, make information technology, aerospace, and agricultural products major international exports.

Historically, the region's rate of economic growth has
fluctuated greatly due to national and international
business cycles and the strong regional influence of
aerospace and natural resource based industries. The
growth of information technology, life sciences,
tourism, clean technology, healthcare, and other trade
and service-sector businesses helps to diversify the
region's economy and moderates severe fluctuations.
However, the region's continued economic prosperity
in an increasingly competitive global economy is not
ensured.
A Global Economy. In today's economy, information technology and the mobility of goods and services means that many businesses can choose to locate anywhere. New centers of the global creative economy - which increasingly are urban regions rather than states or nations - are emerging quickly, and
established players can lose position easily.

Urban regions are pooling their public and private talent and resources to pursue economic goals. Such a regional approach makes sense for central Puget Sound, where communities are so interconnected that they can be seen as a single economic unit.














VISION 2040 - February 14, 2008






New, emerging economic sectors, particularly those
related to the environment and clean technology, can
help us meet the challenges of the coming decades.
Climate change, for example, brings both a need to
address carbon impacts and provides opportunities for
economic growth, due to new technologies and new
industries.


Prosperity Partnership Regional Economic Strategy. In July 2004, the Prosperity Partnership was launched. This coalition is made up of over 200 government,
business, labor, and community organizations from King,
Kitsap, Pierce, and Snohomish counties, representing
public, private, and nonprofit interests. The Partnership
works together to help us think, act, and market ourselves
as one region to become more prosperous and more
competitive in national and international economies.

Adopted by the region’s Economic Development District
in September 2005, the Regional Economic Strategy is
the region’s federally required comprehensive economic
development strategy, as well as the economic functional
plan of VISION 2040. The strategy takes a two-pronged
approach:

 Foundation Initiatives: Linked to supporting
fundamental economic foundations, initiatives were
developed for the areas of education, technology
commercialization, new and small business support,
tax structure, transportation, social capital, and
quality of life.

 Cluster Initiatives: Five pilots were chosen in 2004
to develop cluster-specific action initiatives. The five
pilot clusters are aerospace, clean technology,
information technology, life sciences, and logistics
and international trade. In 2007, two additional
clusters - military and tourism - were added.


A healthy and growing economy provides good jobs and opportunity. It pays for vital public services such as education, criminal justice, transportation, and environmental preservation. It allows us to support the arts and cultural institutions, maintain our parks, and build our communities. A healthy economy permits us to provide for ourselves and our families. It enables us to care for those who are vulnerable, to protect the environment, and to preserve the quality of life that makes the region such a special place.















74







Business

VISION 2040 emphasizes supporting business and job
creation through retention, expansion, and diversification
of the region's employment base. It calls for fostering a
positive business climate through coordination among
public institutions, private businesses, and the nonprofit
sector.

This coordination helps us to recognize and address the
diverse needs of the region's economy and to support key
employment sectors. These sectors include established
and emerging industry clusters, industries involved in

INDUSTRY CLUSTERS

Lead
Firms
Key firms
exporting goods and
services outside the region

Network of
Supplier Firms and Partners
Firms supplying inputs, raw materials,
components, parts, and specialized services.

Economic Foundations
Human Business Physical Quality of Life

trade-related activities, startups, and new businesses.
Industry clusters are concentrated sets of competing and
complementary industries that create wealth in a region by
selling products or services to outside markets, generating

Resources

Technology Access to & Social
Capital Climate Infrastructure
Capital
Working Together
Source: Regional Economic Strategy.
Copyright: Economic Competitiveness Group

income that fuels the rest of the economy (see diagram).
Without these economic drivers, a region would only circulate money already in the local economy and risk losing economic momentum over time.

VISION 2040 places an emphasis on small and locally owned businesses, recognizing their importance in both job growth and promoting sustainable economic
development. Supporting clusters and sectors that
provide family-wage jobs involves leveraging the region's position as an international gateway to ensure an efficient flow of people, goods, services, and information throughout the region - particularly in and between
designated growth centers.




GOAL AND POLICIES

Although numerous factors affect the region's business
climate, the public sector plays a key role by investing in a
way that capitalizes on natural and place-based assets, such
as high quality infrastructure and ports. This is consistent
with growth management and transportation objectives,
and recognizes the important role that the private, public
and nonprofit sectors play in fostering environmental and
social sustainability.

VISION 2040 recognizes that businesses depend on a multimodal transportation system - serving both personal
mobility and freight movement - as well as
communications infrastructure to develop, support, and expand commercial relationships, move intermediate and finished products within the region, and support global trade and export activities.

Goal: The region's economy prospers by supporting businesses and job creation.
MPP-Ec-1 Support economic development activities that help to retain, expand, or diversify the region's businesses. Target recruitment activities towards businesses that provide family-wage jobs.
MPP-Ec-2 Foster a positive business climate by encouraging regionwide and statewide collaboration among business, government, education, labor, military, workforce development, and other nonprofit organizations.
MPP-Ec-3 Support established and emerging industry clusters that export goods and services, import capital, and have growth potential.
MPP-Ec-4 Leverage the region's position as an international gateway by supporting businesses, ports, and agencies involved in trade-related activities.
MPP-Ec-5 Foster a supportive environment for business startups, small businesses, and locally owned businesses to help them continue to prosper.
MPP-Ec-6 Ensure the efficient flow of people, goods, services, and information in and through the region with
infrastructure investments, particularly in and connecting designated centers, to meet the distinctive needs of the regional economy.
MPP-Ec-7 Encourage the private, public, and nonprofit sectors to incorporate environmental and social responsibility into their practices.



VISION 2040 - February 14, 2008 75







People
Whereas the region's economic prosperity was once

driven by natural resource extraction and industrial-
scale manufacturing, the new economy relies to a greater extent on highly skilled, well-educated, and diverse populations to stimulate creative and innovative enterprise. VISION 2040 responds to the changing reality of the global economy by placing people at the center of a prosperous region.

VISION 2040 underscores investment in all of the
region's people to create shared prosperity and to
sustain a diversity of family-wage jobs. Investing in
people means ensuring accessible and high quality
education and skills-training programs, fostering
economic opportunities in distressed areas, and
sustaining the region's arts and cultural activity.





GOAL AND POLICIES

Family Wage. The term family wage generally refers to a
full-time wage level needed to independently support and
meet the basic needs of a family. The wage should
reflect differing cost-of-living factors, such as housing,
food, transportation, utilities, health care, child care, and
recreation.
Local definitions vary, with some setting the level above the poverty line, whereas others use the average wage or median household income in the local area.

All of the region's residents are valued. VISION 2040
calls for supporting our culturally and ethnically diverse
communities, including our tribal communities. It also
calls for addressing the unique obstacles and special
needs of the region's economically disadvantaged
populations, as well as the assets and contributions they
bring or have the potential to bring to our regional
prosperity.

Goal: The region's economy prospers by investing in all of its people.

MPP-Ec-8 Promote economic activity and employment growth that creates widely shared prosperity and sustains a diversity of family-wage jobs for the region’s residents.

MPP-Ec-9 Ensure that the region has a high quality education system that is accessible to all of the region's residents.
MPP-Ec-10 Ensure that the region has high quality and accessible training programs that give people opportunities to
learn, maintain, and upgrade skills necessary to meet the current and forecast needs of the regional and global economy.

MPP-Ec-11 Address unique obstacles and special needs - as well as recognize the special assets - of disadvantaged populations in improving the region's shared economic future.

MPP-Ec-12 Foster appropriate and targeted economic growth in distressed areas to create economic opportunity for residents of these areas.

MPP-Ec-13 Support the contributions of the region's culturally and ethnically diverse communities in helping the region continue to expand its international economy.
MPP-Ec-14 Sustain and enhance arts and cultural institutions to foster an active and vibrant community life in every part of the region.















VISION 2040 - February 14, 2008 76







Places

The region's diverse communities and natural setting
are assets that make us a magnet for growth.
Protecting and enhancing the environment - both
natural and built - helps the region remain both
competitive and livable. As the region's economy grows, VISION 2040 calls for sustaining and respecting the area’s environmental quality and unique attributes, as well as each community's distinctive identity.

This is accomplished by ensuring an adequate supply of housing with good access to employment centers to support job creation. It also requires using public resources and incentives wisely to help implement the
Regional Growth Strategy. The strategy focuses a
significant share of economic growth in designated



GOAL AND POLICIES

centers, seeks to bolster the region's designated
manufacturing and industrial centers, and advances a
closer balance between jobs and housing. Commercial,
retail, and service businesses are the economic
foundation upon which designated regional and
countywide centers are based. Thriving centers are
fundamental to the overall economic well-being of the
central Puget Sound region and to fulfilling the goals of
VISION 2040.
VISION 2040 also recognizes the role of employment
in cities and towns in the rural area, and resource-based
economic activity. These are supported at a size, scale,
and type that are compatible with the long-term
integrity, productivity, and character of these areas.

Goal: The region's economy prospers through the creation of great central places, diverse communities, and high quality of life that integrates transportation, the economy, and the environment.

MPP-Ec-15 Ensure that economic development sustains and respects the region's environmental quality.
MPP-Ec-16 Utilize urban design strategies and approaches to ensure that changes to the built environment preserve and enhance the region's unique attributes and each community's distinctive identity in recognition of the economic value of sense of place.
MPP-Ec-17 Use incentives and investments to create a closer balance between jobs and housing, consistent with the regional growth strategy.
MPP-Ec-18 Concentrate a significant amount of economic growth in designated centers and connect them to each other in order to strengthen the region's economy and communities and to promote economic opportunity.

MPP-Ec-19 Maximize the use of existing designated manufacturing and industrial centers by focusing appropriate types and amounts of employment growth in these areas and by protecting them from incompatible adjacent uses.

MPP-Ec-20 Provide an adequate supply of housing with good access to employment centers to support job creation and economic growth.
MPP-Ec-21 Recognize the need for employment in cities in the rural areas and promote compatible occupations (such as, but not limited to, tourism, cottage and home-based businesses, and local services) that do not conflict with rural character and resource-based land uses.
MPP-Ec-22 Support economic activity in rural and natural resource areas at a size and scale that is compatible with the long-term integrity and productivity of these lands.












VISION 2040 - February 14, 2008 77







VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the economy policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.

REGIONAL ACTIONS
Regional Economic Strategy
Ec-Action-1 The Puget Sound Regional Council and the Economic Development District will implement and regularly
update the Regional Economic Strategy. (ongoing) (Goals of Business, People, and Places subsections)
Results and Products: (1) Updated implementation actions (annually), (2) revised Regional Economic Strategy (as determined)
Regional Support for Local Governments
Ec-Action-2 The Puget Sound Regional Council will support the economic development planning efforts of local governments by:
• Conducting an inventory and analysis that examines local government economic development programs and
practices. (short-term)
• Revising its plan review process for economic development provisions in countywide planning policies, local
comprehensive plans, transit agency plans, and regional center plans. As part of the revised review process, the Regional Council will provide examples of the types of economic development provisions plans can address. (short-term, ongoing) (MPP-Ec-1, Places subsection)
Results and Products: (1) inventory and analysis of local programs, (2) revised Plan Review provisions

Regional Cooperation
Ec-Action-3 The Puget Sound Regional Council and the Economic Development District, in collaboration with county Economic Development Councils and other partners, will:
• Maintain a regionwide clearinghouse of data.
• Prepare regionwide and subarea forecasts.
• Monitor performance and implementation, including the region's cluster profile. (ongoing) (MPP-Ec-3, Business
subsection)
Results and Products: (1) Regional data clearinghouse, (2) Regional and subregional forecasts, (3) Monitoring reports on clusters
Education
Ec-Action-4 The Puget Sound Regional Council will work with its economic development partners to further identify educational opportunities as they relate to the region's economic vitality. (mid-term, ongoing) (MPP-Ec-9, 10, 11)
Results and Products: Report to Economic Development District Board on educational opportunities

COUNTY-LEVEL AND CITY ACTIONS
Leveraging Public Investments
Ec-Action-5 Countywide planning policies will address strategies to leverage public investment to promote economic development. (mid-term - next update cycle, ongoing) (MPP-Ec-16, 17)
Results and Products: Updates (as needed) to Countywide Planning Policies
Economic Development Elements
Ec-Action-6 Cities and counties will adopt an Economic Development Element - tailored to meet the jurisdiction's unique needs - as specified in the Growth Management Act, when conducting the next major comprehensive plan update. (mid-term, ongoing) (Business, People, and Places subsections)
Results and Products: Economic Development Element in local comprehensive plans










VISION 2040 - February 14, 2008 78






TRANSPORTATION
Overarching Goal: The region will have a safe, cleaner, integrated, sustainable, and highly efficient multimodal transportation system that supports the regional growth strategy and promotes economic and environmental vitality, and better public health.
VISION 2040 provides a framework for long-range transportation planning in the region by integrating freight, ferries, highways, local roads, transit, bicycling, and walking. The regional perspective for transportation recognizes the critical link between transportation, land use planning, economic development, and the environment.
A safe and efficient transportation system is essential to the quality of our lives, supports the Regional Growth Strategy, and serves as the backbone of the region's economy. Improving mobility, while growing to a region of five million people with changing travel needs, will be a challenging task. VISION 2040 establishes the long-range regional direction for meeting this challenge and provides a basis for the more detailed planning and investment strategies in the region’s Metropolitan Transportation Plan.

Rapid population and employment growth in the
region over the last several decades has led to
substantial increases in travel, straining our
transportation system. Since the late 1970s, there has
been an increase in the number of people per
household commuting to work. Land use patterns
evolved in a manner that further separated housing
from jobs and other locations, including shopping,
schools, and other activities - increasing the need for
more daily travel and lengthening trip distances. This
pattern of urbanization has made walking, bicycling,
and transit use less convenient and has increased the
use of automobiles for meeting our daily needs.
Quality transportation is about personal mobility and
the movement of freight and goods. It places a priority
on an effective system, rather than on a specific mode
of transportation. Cars, buses, bicycles, streetcars, and
trains are modes of transportation. Developing
particular facilities should not be the end goal; rather, the result should be improved mobility and
accessibility. VISION 2040 addresses the goal of
providing transportation in our region: improving mobility and creating a user-oriented transportation system. Convenience, safety, travel time, flexibility, options, and cost are key features of a user-oriented
transportation system. A user-oriented system
combines modes, routes, transfer facilities, and
management into a system centered on the need for
mobility.
Transportation, the Environment, and Climate.
The operation of vehicles and the construction of
transportation infrastructure affect both the natural and
built environment. In particular, transportation has a
direct relationship with the production of the
greenhouse gases that are related to climate change.
Currently, the way we travel relies primarily on a finite
natural resource: fossil fuel, particularly oil. That
reliance has significant environmental and economic



VISION 2040 - February 14, 2008

consequences. Half of the sources of greenhouse gas
in the central Puget Sound region are related to
transportation, primarily through the burning of
gasoline and diesel fuel. There is a growing urgency in
the region, the nation, and internationally to reverse
this trend. Changes in fuels, technologies, and travel
patterns are all needed to meet the region’s greenhouse
gas reduction goals.
Sustainable transportation involves the efficient and
environmentally sensitive movement of people,
information, goods, and services, with attention to
health and safety. It includes the design of walkable
cities and bikable neighborhoods, as well as using
telework and other travel options. Sustainable
transportation minimizes the environmental impacts of transportation activities, including reducing air pollutants and greenhouse gases. It relies on cleaner, renewable resources for energy and on dependable financing mechanisms.
Protecting and enhancing the environment, promoting
energy conservation, and improving the quality of life
must be considered as part of the transportation
planning process. If transportation programs and
projects are to support social and economic activity,
they must also contribute to the health and vitality of
human and natural environments. Innovative design
and construction - as seen in green streets - can minimize
environmental impacts.

Green Streets feature enhanced landscaping, pervious and
decorative paving, and other features that increase their
attractiveness to pedestrians, calm traffic, and help to retain
and purify stormwater in passive systems. Many green
streets are primarily designed to integrate innovative
stormwater management techniques into the right-of-way of
a road. Green streets create street tree canopies and other
"green infrastructure" that can add to the aesthetics of a
community, as well as mitigate temperature and contribute to
improving air quality.



79








Section Overview. VISION 2040’s transportation
section is structured around three broad areas: (1) Maintenance, Management, and Safety, (2) Supporting the Growth Strategy, and (3) Greater Options and Mobility.
These policy areas address getting more out of current
systems and past investments, the critical link between
transportation and land use, and an approach to
improving mobility through a variety of viable travel
choices.
The continued development and support of centers is a core component of the region’s growth strategy. Regional growth centers are the focal points of cultural, civic, and economic activities within urban areas and are connected to other centers by frequent and fast high-capacity transit and other transportation
infrastructure. Communities and neighborhoods
surrounding centers should have easy access to the regional system through transit, improved roadways, sidewalks, trails, and paths.

VISION 2040 addresses the critical transportation
function of moving freight, goods, and services. From
the materials we use in our jobs to the food we eat, the
goods we transport use a complex system of roadways,
rail lines, and sea and air routes, as well as the
intermodal terminals that connect them. As one of the
world’s global gateways and a major entry point into
North America, the freight system in the Pacific
Northwest reaches far beyond this region's boundaries
and involves a mix of public and private ownership.

To implement the Regional Growth Strategy,
improvements and programs need to focus on
establishing a more sustainable, user-oriented, and
balanced transportation system, along with maximizing
existing system capacity and managing demand on the
system.
To develop and support a comprehensive
transportation system, the region needs to concentrate
on transportation facilities and services, as well as on
the factors that affect how travel choices are made.
These factors include a greater regional understanding
of the true costs of transportation at the personal,
regional, and environmental levels. Finally, VISION
2040 supports improvements to roads, ferries, transit
centers and lines, walkways, bike facilities, and other
infrastructure to increase mobility and support different
travel options.










VISION 2040 - February 14, 2008








The Metropolitan Transportation Plan. The region’s
Metropolitan Transportation Plan (Destination 2030)
provides a long-range strategy for regional transportation
and serves as the functional transportation plan for VISION
2040. Developed and maintained to meet federal and state
transportation planning requirements, it defines a
metropolitan transportation system made up of major
roadways, nonmotorized transportation, regional and local
transit systems, passenger-only and passenger-auto ferries,
aviation, and freight facilities. It is supported by system
management and demand management facilities and
programs. The Metropolitan Transportation Plan’s guiding
policy framework is established in VISION 2040 multicounty
policies.

The Metropolitan Transportation Plan addresses emerging
transportation requirements of the region’s adopted growth
strategy. This includes system preservation, managing
congestion, improving personal mobility, improving system
efficiencies, addressing safety and security, sustaining a
healthy environment, and providing for the special needs of
particular population groups. The plan supports a globally
competitive and prosperous economy and addresses the
distinct requirements of freight movement. Transportation
systems should be financed in a manner that maintains
facilities and services over time.

Together, VISION 2040 and the Metropolitan
Transportation Plan are designed to address the region's
transportation challenges in compliance with federal
and state transportation, air quality, and growth
management legislation. VISION 2040 provides the
policy framework and long-range direction for the
region’s functional transportation plan. That plan
identifies priorities and action steps for the region’s
major investment decisions. Together, these long-
range policy and action documents provide the
mechanism through which the region coordinates its
approach to transportation planning and makes
challenging, fiscally constrained decisions about
priorities and trade-offs.


PSRC Federal Funds Competitive Process. Since the
mid-1990s, the Regional Council has maintained a policy
framework for evaluating grant applications for PSRC's
federal Surface Transportation Program, Congestion
Mitigation and Air Quality program, and certain Federal
Transit Administration transportation funds. Policies guiding
those regional competitions have put a priority on projects
that serve and connect designated regional growth centers
and manufacturing/industrial centers, and promote
alternatives to single-occupancy vehicle travel. Policy
direction in VISION 2040 is used as a basis for developing the policy framework and project selection criteria for each competitive process.









80







CENTRAL PUGET SOUND REGION
METROPOLITAN TRANSPORTATION SYSTEM






























































VISION 2040 - February 14, 2008 81







Maintenance, Management, and Safety

VISION 2040 emphasizes efficient maintenance and
management of the transportation system. Efficient management of existing transportation facilities and services can affect how well the region’s transportation system performs. Federal transportation law and state transportation policy emphasize making maintenance, preservation, safety, and optimization of existing transportation infrastructure and services a high priority. These types of projects and programs are often the most cost-effective - and help to ensure that current assets continue to function properly, in order to sustain regional mobility into the future.
System management strategies influence how different travel modes operate. They can increase the capacity of transportation facilities without adding major new
infrastructure. Transportation system management
activities include ramp-metering, priority lane access for
transit and other high-occupancy vehicles, traveler
information, incident management, traffic signal
optimization, road or lane pricing, and advanced
system technology. The Regional Council’s Congestion
Management Process, developed in response to federal
requirements, looks at where the region plans to grow,
identifies congested and other problem areas, evaluates
different approaches to providing relief, and provides
input for developing solutions.
Transportation demand management is the term for
strategies that influence how and when we travel.
Specifically, demand management strategies aim to
increase transit ridership, vehicle occupancy, walking,
and bicycling, and reduce the duration of some trips -
often by moving them to off-peak periods or
eliminating them altogether. Demand management
reduces the rate of growth - as well as the overall
number - of people driving alone. This results in less
traffic congestion, fewer vehicle emissions, and less fuel
consumption.
The region has been at the forefront of using demand management strategies since the 1970s. Central Puget Sound boasts the largest vanpool program in the
nation. This is supplemented with preferential
treatment for vanpools and carpools on ferries, which


GOAL AND POLICIES

reduces the space required for transporting cars, as well
as vehicle traffic at both ends of the trip. The region's ride-matching system, which helps people form and maintain carpools and vanpools, has been expanded to serve the entire state. The region is confronted with a growing population and the increasing costs of road construction. At the same time, the region is working to achieve goals for clean air, scenic beauty, and reduced fuel consumption. Strategies that reduce demand for drive-alone travel will continue to become even more important in the future.
The state’s Commute Trip Reduction program continues to be the primary transportation demand management strategy in the region. The program targets commutes in high-traffic areas, and includes strategies such as employee parking management and incentives for commuting by means other than driving alone.
Nationally, we are witnessing for the first time in
decades a reduction of vehicle miles traveled per capita,
according to Federal Highway Administration data.
Analysts attribute this reduction to expanded public
transportation, redevelopment and infill in urban areas,
changing demographics, and increases in gas prices.
VISION 2040 emphasizes safety of the transportation
system. Federal transportation planning guidelines call
for increasing the safety and security of the
transportation system for motorized and nonmotorized
users. Washington state has implemented programs to
encourage safety and security statewide and throughout
the region.
Safety issues address the design and operation of the system, as well as threats from harmful acts and natural disasters. Areas of primary concern are vehicle-related deaths and injuries, as well as pedestrian and bicyclist
deaths and injuries. A safe and secure regional
transportation system pays careful attention to design
and operation of facilities, as well as multiagency
coordination and communication. VISION 2040 also
addresses transportation activities and how they impact
the natural and built environment and human health.

Goal: As a high priority, the region will maintain, preserve, and operate its existing transportation system in a safe and usable state.

MPP-T-1 Maintain and operate transportation systems to provide safe, efficient, and reliable movement of people, goods, and services.




VISION 2040 - February 14, 2008 82







MPP-T-2 Protect the investment in the existing system and lower overall life-cycle costs through effective maintenance and preservation programs.

MPP-T-3 Reduce the need for new capital improvements through investments in operations, pricing programs,
demand management strategies, and system management activities that improve the efficiency of the current system.

MPP-T-4 Improve safety of the transportation system and, in the long term, achieve the state’s goal of zero deaths and disabling injuries.
Sustainable Transportation

MPP-T-5 Foster a less polluting system that reduces the negative effects of transportation infrastructure and operation on the climate and natural environment.

MPP-T-6 Seek the development and implementation of transportation modes and technologies that are energyefficient and improve system performance.
MPP-T-7 Develop a transportation system that minimizes negative impacts to human health.

MPP-T-8 Protect the transportation system against disaster, develop prevention and recovery strategies, and plan for coordinated responses.


Supporting the Growth Strategy


The Regional Growth Strategy integrates planning for land
use and transportation. Land use patterns that support
a variety of travel choices contribute significantly to
improving accessibility and mobility. Supportive land
use patterns include the appropriate placement,
intensity, configuration, and proximity of housing, jobs,
stores, and schools. Land use patterns are also shaped
by and include the roads, pathways, trails, sidewalks,
and other public travel infrastructure. Locating stores,
offices, and services near homes, along with building
sidewalks to bus stops, are effective ways to promote
walking, bicycling, and transit use. These land use
strategies, which support transit-oriented development, can
relieve pressure on regional transportation systems for
nonwork trips.

According to the Federal Transit Administration, transit-
oriented development contributes to a significant
reduction in vehicle trips, vehicle miles traveled, and
travel times for trips. Additional benefits include
slowed deterioration of air quality and greater
pedestrian movement. VISION 2040 calls for
investments in transit and nonmotorized transportation facilities to serve the preferred land use patterns in the Regional Growth Strategy.









VISION 2040 - February 14, 2008


Transit-Supportive Densities. Extensive national research
has shown that residential densities exceeding 7 or 8 homes
per gross acre support efficient and reliable local transit
service. Household densities should reach, at minimum, 10
to 20 dwelling units per gross acre close to transit stations.
Residential densities exceeding 15 to 20 homes per acre, as
well as employment areas with densities of 50 jobs per acre
and higher, are preferred targets for the higher frequency
and high-volume service provided by high-capacity transit.

The Regional Growth Strategy is built around the concept
that additional transportation infrastructure and
services are to be provided to areas that accept an
increased share of the region’s growth. The strategy
focuses on preserving and developing compact urban
communities, directing employment and housing
growth into centers, and redeveloping underutilized
urban land.


Complete Streets. Federal policy guidance for street
design, also known as “routine accommodation.” Complete
streets are designed and operated to enable safe and
convenient access for all road users, while accommodating
the movement of freight and goods. Pedestrians, bicyclists,
motorists, and transit riders of all ages and abilities can
safely move along and across a complete street. By
designing and operating streets to be complete,
transportation agencies increase capacity, avoid expensive
retrofits, encourage physical activity, and help create
walkable communities.





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The region’s designated centers are the most visible
examples of progress in integrating land use and
transportation policy. The centers strategy is devised to
achieve multiple growth management goals, including
the creation of an efficient transportation system that
supports travel options by all modes and maximizes the
benefits of system investments. Transit and
nonmotorized travel modes can reduce the number and
length of automobile trips and are, in general,
supported by higher concentrations of development
and activity. Because of their potential to dramatically
impact their surroundings, transportation facilities
should be carefully designed to fit within and enhance
the context of the built or natural environments in
which they are located.


Context-Sensitive Design. This is a collaborative,
interdisciplinary approach for addressing the design and construction of transportation projects to fit within the specific community in which they are located. Projects are tailored to be harmonious with their surroundings. Emphasis is placed on preserving the visual, aesthetic, historic, cultural, and environmental resources of the community, while maintaining safety, accessibility, and mobility.

Transportation infrastructure and services that support
reliable freight and goods movement are also important
to implementing the Regional Growth Strategy. Efficient
transportation is key to maintaining a strong regional
economy. This means investing in strategic projects
and programs that support the movement of freight


GOAL AND POLICIES






and goods, as well as facilities and services that
improve access to job locations and residential access to nearby goods and services.


Freight Initiatives. The Puget Sound region’s Freight
Action STrategy for the Everett-Seattle-Tacoma Corridor
(FAST Corridor) has been a landmark public-private
partnership, bringing together the region’s railroads, ports,
local jurisdictions, counties, and private shippers. These
partners identify and contribute to some of the most
important freight mobility projects in the Puget Sound region.
Since 1998, they have identified and assembled $568 million
of public and private funding to build nine strategic
infrastructure improvements and start four more. The
partnership continues to work to secure resources to
complete the remaining 15 most important FAST Corridor
projects, and to identify additional freight needs.
The region also has a nationally recognized Regional Freight
Mobility Roundtable, a public-private forum to define and
recommend actions serving freight mobility needs in and
through central Puget Sound. Members of the regional
roundtable meet regularly with the state’s Freight Mobility
Roundtable to identify ways to influence freight
transportation planning at regional, state, and national levels.
In addition to policies T-17, T-18, and T-19, other policies
related to freight and goods movement and
manufacturing/industrial centers are located in the Development Patterns and Economy sections: DP-12, DP-
15, DP-16, DP-17, DP-51, Ec-4, Ec-6, and Ec-17.

Goal: The future transportation system will support the regional growth strategy by focusing on connecting centers with a highly efficient multimodal transportation network.

Coordination
MPP-T-9 Coordinate state, regional, and local planning efforts for transportation through the Puget Sound Regional
Council to develop and operate a highly efficient, multimodal system that supports the regional growth strategy.
MPP-T-10 Promote coordination among transportation providers and local governments to ensure that joint- and mixed-use developments are designed in a way that improves overall mobility and accessibility to and within such
development.
Centers and Compact Communities

MPP-T-11 Prioritize investments in transportation facilities and services in the urban growth area that support compact, pedestrian- and transit-oriented densities and development.
MPP-T-12 Give regional funding priority to transportation improvements that serve regional growth centers and regional manufacturing and industrial centers.
MPP-T-13 Make transportation investments that improve economic and living conditions so that industries and skilled workers continue to be retained and attracted to the region.


VISION 2040 - February 14, 2008 84







MPP-T-14 Design, construct, and operate transportation facilities to serve all users safely and conveniently, including motorists, pedestrians, bicyclists, and transit users, while accommodating the movement of freight and goods, as suitable to each facility’s function and context as determined by the appropriate jurisdictions.
MPP-T-15 Improve local street patterns - including their design and how they are used - for walking, bicycling, and transit use to enhance communities, connectivity, and physical activity.

MPP-T-16 Promote and incorporate bicycle and pedestrian travel as important modes of transportation by providing facilities and reliable connections.

Freight
MPP-T-17 Ensure the freight system meets the needs of: (1) global gateways, (2) producer needs within the state and region, and (3) regional and local distribution.

MPP-T-18 Maintain and improve the existing multimodal freight transportation system in the region to increase reliability and efficiency and to prevent degradation of freight mobility.

MPP-T-19 Coordinate regional planning with railroad capacity expansion plans and support capacity expansion that is compatible with state, regional, and local plans.
Context and Design

MPP-T-20 Design transportation facilities to fit within the context of the built or natural environments in which they are located.

MPP-T-21 Apply urban design principles in transportation programs and projects for regional growth centers and highcapacity transit station areas.
MPP-T-22 Implement transportation programs and projects in ways that prevent or minimize negative impacts to lowincome, minority, and special needs populations.


Greater Options and Mobility

To provide for the future mobility of the growing
number of people living and working in the region, VISION 2040 prioritizes transportation projects and services that produce greater efficiency, reduce trips, and provide more choices - such as transit, ferry
services, trails, bicycle lanes, passenger rail, and
additional airport capacity. VISION 2040 recognizes
that strategic capacity expansion also is needed,
particularly in centers and in providing efficient
transportation between centers. Capacity expansion
should take place after efforts have been made to
optimize capacity and use of existing facilities. With
continued expansion of international trade and local
increases in the movement of freight, goods, and
services, there is also a need for additional port
capacity, rail capacity, and freight access - especially to
manufacturing and warehousing areas.
The region’s aggressive, long-range growth
management and transportation goals depend on
providing more efficient and effective public
transportation services. Achieving these goals also


VISION 2040 - February 14, 2008

requires better access to these services. Evolving from
an automobile-dependent region to a region where numerous travel options are available and attractive requires ongoing investment in fixed-route, rideshare, and demand-response systems and services. One such step in that direction was taken with the initial investment in the regional high-capacity transit system that Sound Transit provides.
Additionally, numerous service changes and facility
improvements by local transit operators and
Washington State Ferries have been implemented.
Others are on the horizon. Making sure that all of
these investments in transit facilities and services are
working toward the region’s long-range land use and
transportation objectives requires extensive
coordination.

According to the Federal Transit Administration, nearly one-
third of the population in the United States does not drive
a car. The estimate is similar for the central Puget Sound
region. Included are those who simply do not want to



85








drive, seniors who no longer have licenses, people with
disabilities who depend on transit or other transportation services, lower-income people who cannot afford a car, and children under the driving age.

The region will continue to experience an increase in
elderly residents as the baby-boomer generation ages. The
number of children under the age of 16 will also continue
to grow. An increase in the overall number of people
living in poverty will also have implications for a greater
need for transit service for those without access to
automobiles.

While the region has invested in public transportation as a
practical mobility option, segments of the special needs
population cannot rely on fixed-route transit as a primary
mode of travel. These individuals rely on alternative
forms of public transportation, such as paratransit or
community-based services. VISION 2040 calls for
ongoing work to coordinate disparate funding programs and services and prioritize goals and implementation strategies to improve transportation options for special needs populations.

Infrastructure for improved mobility takes many forms,
depending upon need, demand, location, and
environmental, financial, and other constraints. Providing
additional transportation choices throughout the region
should take the form of a variety of local, regional,
national, and international public transportation services.
This includes local transit, light rail, bus rapid transit,
intercity passenger rail, and other methods of efficiently
and conveniently moving large numbers of people.
Improving mobility requires funding - and funding is
limited. VISION 2040 calls for the region to consider its
investments carefully, prioritize its needs, and concentrate
funding where it brings the greatest net benefits in
supporting the Regional Growth Strategy. The nature of
facilities and services can vary. For example, in the
region's densest urban areas, mobility is improved by
expanding the region's transit system and pedestrian and
bicycle networks. In rural areas, transportation capacity
expansion is limited and contingent on having local land
use provisions in place to prevent unplanned growth.

Missing links in the region’s bicycle, pedestrian, and local
street networks should be completed to improve local and


GOAL AND POLICIES






regional connections. Relatively inexpensive projects that
provide connections between existing facilities can
increase capacity and ease of use for a variety of
transportation modes on surrounding streets, sidewalks,
and trails. Improvements to existing bottlenecks - such as
substandard exits, on-ramps, and interchanges - can
optimize the use of existing highway facilities. All
transportation projects and programs need to consider
impacts to the natural environment, public health, and the
climate, as well as to the communities in which they are
located.


The Regional Bicycle and Pedestrian Implementation
Strategy. The nonmotorized component of the Metropolitan
Transportation Plan outlines actions the region should take
to implement improvements to bicycle and pedestrian
infrastructure and programs. It specifies areas of
responsibility for city, county, regional, and state agencies, as well as private and nonprofit organizations. State law now requires communities to include a bicycle and pedestrian component in the transportation element of comprehensive plans. (RCW 36.70A.070(6)vii)

In addition to targeting the right projects and programs to the right situations, the region must develop a sustainable funding system. Less revenue is available from the traditional gas tax source due to fuel efficiency increases, the use of alternative fuels, and erosion of real buying
power due to inflation. New public and private
partnerships are needed, along with different ways of collecting revenue to reflect the changing use of the region's transportation systems.


Variable Pricing. An innovative approach for transportation
management and finance is to provide incentives and
disincentives for traffic on our roads. This can improve traffic
flow, as well as help pay for roads and transit.
Transportation agencies could allow people to choose to buy
into the use of a faster lane, or charge fees on roads at peak
hours when they are most clogged, while making sure that
everyone can also choose among many different ways to
reach their destination. This is known as variable pricing or
time-of-day tolling. This type of innovation can manage
existing roadways more efficiently, reduce costs for all, and
provide more funding to build, operate, and maintain critical
transportation infrastructure and services.

Goal: The region will invest in transportation systems that offer greater options, mobility, and access in support of the regional growth strategy.

MPP-T-23 Emphasize transportation investments that provide and encourage alternatives to single-occupancy vehicle travel and increase travel options, especially to and within centers and along corridors connecting centers.

MPP-T-24 Increase the proportion of trips made by transportation modes that are alternatives to driving alone.



VISION 2040 - February 14, 2008 86







MPP-T-25 Ensure mobility choices for people with special transportation needs, including persons with disabilities, the elderly, the young, and low-income populations.

MPP-T-26 Strategically expand capacity and increase efficiency of the transportation system to move goods, services, and people to and within the urban growth area. Focus on investments that produce the greatest net benefits to people and minimize the environmental impacts of transportation.

MPP-T-27 Improve key facilities connecting the region to national and world markets to support the economic vitality of the region.

MPP-T-28 Avoid construction of major roads and capacity expansion on existing roads in rural and resource areas.
Where increased roadway capacity is warranted to support safe and efficient travel through rural areas, appropriate rural development regulations and strong commitments to access management should be in place prior to authorizing such capacity expansion in order to prevent unplanned growth in rural areas.

MPP-T-29 Promote the preservation of existing rights-of-way for future high-capacity transit.
MPP-T-30 Encourage public and private sector partnerships to identify and implement improvements to personal mobility and freight movement.
MPP-T-31 Support effective management of existing air transportation capacity and ensure that future capacity needs are addressed in cooperation with responsible agencies, affected communities, and users.

MPP-T-32 Integrate transportation systems to make it easy for people and freight to move from one mode or technology to another.

MPP-T-33 Promote transportation financing methods, such as user fees, tolls, and pricing, that sustain maintenance, preservation, and operation of facilities and reflect the costs imposed by users.


VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the transportation policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.
REGIONAL ACTIONS
Updating the Metropolitan Transportation Plan (Destination 2030)
T-Action-1 The Puget Sound Regional Council will update the Metropolitan Transportation Plan to be consistent with and implement VISION 2040. (short-term) (overarching goal and subsection goals)
Results and Products: Update to Destination 2030 scheduled for completion in 2010

Congestion Relief and Mobility Strategies
T-Action-2 The Puget Sound Regional Council will continue to advance strategies for congestion relief, including
identifying the location and causes of congestion, integrating land use and transportation planning, managing demand, improving efficiency (with both system and economic solutions), and expanding roads and transit service. (short-term, ongoing) (MPP-T-3)
Results and Products: Recommendations for regional congestion relief strategies
System Performance Strategies
T-Action-3 The Puget Sound Regional Council will pursue new technologies and innovative strategies to ease
congestion and improve travel times, including intelligent transportation systems, congestion pricing, and planning for operations and management. (short-term, ongoing) (MPP-T-1, 3)
Results and Products: Reports and recommendations on new technologies and innovative strategies





VISION 2040 - February 14, 2008 87







Regional Mobility Plan for Special Populations
T-Action-4 The Puget Sound Regional Council, together with the region's transportation and human services
providers, will develop and regularly update the regional Coordinated Transit-Human Services Transportation Plan. The
Regional Council will provide examples for addressing mobility and accessibility for low-income and special needs
populations (including youth, seniors, and disabled persons) in local transportation planning efforts. (mid-term, ongoing)
(MPP-T-25)
Results and Products: (1) Update(s) to the Coordinated Transit-Human Services Transportation Plan, (2) Examples and best practices
Safety Trends and Data
T-Action-5 The Puget Sound Regional Council will report on safety trends for all modes of travel using data provided by the state and local jurisdictions within the region to monitor the regional progress of the Washington State Strategic Highway Safety Plan. (short-term, ongoing) (MPP-T-4)
Results and Products: Report(s) to the Transportation Policy Board and Executive Board

Freight Mobility Coordination and Planning
T-Action-6 The Puget Sound Regional Council will continue to:
• Identify the Regionally Significant Freight and Goods Transportation System in the Metropolitan Transportation
Plan (Destination 2030). (Identification and designation of the system will describe critical freight intermodal sites
and corridors and priorities for operation and investment for elements of the system.)
• Provide guidance for including the system in the transportation elements of local plans.
• Identify freight mobility investments that support the movement of goods and services and link to regional
growth centers and regional manufacturing/industrial centers. (mid-term) (MPP-T-17, 18, 19)
Results and Products: (1) Report and recommendations to the Transportation Policy Board on freight, goods, and services transportation,
(2) Updated description of the Freight and Goods Movement component of the regionally defined Metropolitan Transportation System in the Metropolitan Transportation Plan

Coordinated Transit Planning
T-Action-7 The Puget Sound Regional Council will work with member jurisdictions and transportation providers to strengthen the coordination of local and regional planning for transportation, growth management and economic
development. Use the Regional Council as a forum to coordinate transit agency planning and projects. (short-term)
(MPP-T-9, 10, 23, 29)
Results and Products: (1) Guidance for local comprehensive plans regarding transit, (2) Strengthened relationships among transit agencies,
and between transit agencies and local governments, (3) Guidance and recommendations for transit agency long-range plans regarding growth management and the regional vision, (4) Guidance for prioritizing funding to those transit projects that best integrate growth management plans and the regional vision
Long-Range Regional Ferry Service Planning
T-Action-8 The Puget Sound Regional Council will take a leadership role to coordinate development and
implementation of a long-range regional ferry service plan, ensuring vehicle and passenger-only ferry service is integrated with transit and roadway investments. (mid-term) (MPP-T-32)
Results and Products: An integrated regional ferry service plan that: (a) identifies ferry investments to make service more viable, (b) identifies the role that ferry terminals play as subregional centers and intermodal hubs, and (c) addresses relationships with other travel modes
Certification Update
T-Action-9 The Puget Sound Regional Council will update the process for certifying the transportation-related
provisions of local comprehensive plans required under the Growth Management Act, in cooperation with member
jurisdictions, the Washington State Department of Community Trade and Economic Development, and the Washington State Department of Transportation. (short-term) (MPP-T-9)
Results and Products: Revised provisions for the Policy and Plan Review Process

Aviation Systems Planning
T-Action-10 The Puget Sound Regional Council will regularly assess the regional airport system and, as needed, update the Regional Airport System Plan, Strategic Plan for Aviation, Regional Airport Ground Access Plan, and Regional Air Cargo Strategy, in cooperation with member jurisdictions, airport sponsors, state agencies, and the Federal Aviation
Administration. (ongoing) (MPP-T-31)
Results and Products: (1) Report(s) on the airport system to the Transportation Policy Board and Executive Board, (2) Plan updates as needed



VISION 2040 - February 14, 2008 88







Commute Trip Reduction
T-Action-11 The Puget Sound Regional Council will provide regional coordination for planning and implementation of Commute Trip Reduction (CTR) programs and will consider Growth and Transportation Efficiency Centers as priority areas
for service and facility investments, according to state law. The Regional Council will continue to support the
development and implementation of Transportation Demand Management programs throughout the region. (short-term, ongoing) (MPP-T-3, 23, 24)
Results and Products: (1) Recommendations for CTR programs to PSRC boards and member jurisdictions, (2) Recommendations and
example provisions for transportation demand management


Growth and Transportation Efficiency Centers (GTECs) are to be
identified under the state Commute Trip Reduction Act (RCW
70.94.996). In the central Puget Sound region, they are a subset of the designated regional growth centers.

Disaster Planning
T-Action-12 The Puget Sound Regional Council will identify and define its role in disaster response and recovery. This task needs to address transportation considerations, as well as issues related to other critical infrastructure - for both natural and human-caused disasters. The Regional Council will also address disaster planning factors in the review of transportation projects and programs. (short-term) (MPP-T-8)
Results and Products: (1) Report and recommendations to the Transportation Policy Board and Executive Board, including mobility plans to
provide transportation to emergency shelters in the region, (2) Develop provisions for the emergency use of the regional transportation system during a disaster event, including major storms

Compliance with Regional Plans
T-Action-13 The Puget Sound Regional Council will continue to carry out a project selection process for PSRC funding that reflects clear policy direction from VISION 2040, Destination 2030 and the Regional Economic Strategy - that is, to fund or prioritize projects and programs in centers or connecting centers. (short-term) (MPP-T-9)
Results and Products: Updated criteria for PSRC funding processes
Program and Project Selection Criteria
T-Action-14 The Puget Sound Regional Council will update its programming and project selection criteria to address health impacts and reduction of greenhouse gas emissions. (short term) (MPP-T-5, 6)
Results and productions: Updated criteria for PSRC programs

Ensure Consistency with Growth Management Planning
T-Action-15 The Puget Sound Regional Council will evaluate major transportation proposals in terms of their impacts on local transportation plans and consistency with Growth Management Act goals and make appropriate
recommendations. (ongoing) (Subsection goal - Supporting the Growth Strategy)
Results and Products: Updated criteria for the review of transportation proposals
Coordinate Planning with State Agencies
T-Action-16 The Puget Sound Regional Council will take a leadership role to work with state agencies responsible for
transportation planning and programming to ensure that state projects address the regional vision and local growth
management planning goals and objectives. (ongoing) (Subsection goal - Supporting the Growth Strategy)
Results and Products: (1) Correspondence and follow-up with WSDOT and other state agencies regarding goals and policies of the regional
vision, (2) Lobbying the state Legislature as needed

Transportation Funding Sources
T-Action-17 The Puget Sound Regional Council, together with its member jurisdictions, shall investigate existing and new sources of funding for transportation facilities and services to assist local governments and transportation agencies for maintenance and operations, as well as for facilities and services to serve future development in a manner consistent with the vision. (short-term) (Subsection goal - Greater Options and Mobility)
Results and Products: New or expanded funding for transportation






VISION 2040 - February 14, 2008 89








Notification of Revised Transportation Funding Criteria
T-Action-18 The Puget Sound Regional Council will relay the goals and objectives of the regional vision to state
agencies and the Legislature, in order to address useful changes in funding criteria to ensure that investments in
transportation facilities and services advance the vision, particularly projects in or connecting centers. (short-term)
(Subsection goal - Supporting the Growth Strategy)
Results and Products: Letter (or other reporting) to Legislature and state agencies
Nonmotorized Planning
T-Action-19 The Puget Sound Regional Council will work with member jurisdictions and others to establish a safe and efficient regional nonmotorized network that provides connections to and within centers and along corridors connecting centers. (short-term) (MPP-T-9, 14, 15, 16, 23, 24)
Results and Products: (1) Update regional bicycle/pedestrian network to reflect local and state plans, address missing links, and document
changes in status of projects, (2) Develop guidelines and criteria for local jurisdictions in developing bicycle and pedestrian components of comprehensive plans, (3) Identify, catalog, and centralize existing data on bicycling and walking, (4) Develop a regional bicycle network signage program, (5) Update the Regional Bicycle and Pedestrian Implementation Strategy















































VISION 2040 - February 14, 2008 90







PUBLIC SERVICES
Overarching Goal: The region will support development with adequate public facilities and services in a coordinated, efficient, and cost-effective manner that supports local and regional growth planning objectives.

Having adequate services and facilities ensures that the region can maintain the health, safety, and economic vitality of our communities. Key urban services include sanitary and storm sewer systems, water supply, energy, telecommunications, public safety and emergency services, schools, libraries, and other community facilities.

New development needs new or expanded public services and infrastructure. At the same time, existing
facilities require ongoing maintenance and upgrading. Taking advantage of renewable resources and
using efficient and environmentally sensitive technologies can curb some of the need for new
infrastructure. A commitment to sustainable infrastructure ensures the least possible strain on the
region's resources and the environment, while contributing to healthy and prosperous communities.

The Growth Management Act distinguishes between
urban and rural services. For instance, certain services,
such as sanitary sewers, are allowed only in the urban
area - with very few exceptions. The Act also requires
local jurisdictions to determine which facilities are
necessary to serve the desired growth pattern and how
they will be financed. These provisions are intended to
ensure timely provision of adequate services and
facilities.

Conservation is key to meeting many of our service and facility needs today and will be even more essential in the future. Reducing waste is more efficient and cost-
effective than disposal or clean-up. Reusing materials minimizes the demands for and effects on limited resources. Recycling prevents pollution and helps to protect the environment.
Conservation and more efficient use of services are a vital part of sustainability and are important to ensure that resources will be there for future generations. They can also provide benefits for the climate, particularly in the area of energy efficiency.
VISION 2040 encourages improving infrastructure to
support development and maintain healthy and livable
communities. Having reliable power,
telecommunications, and water supply, along with other services and infrastructure, contributes to quality of life and the region's economic well-being.












VISION 2040 - February 14, 2008

VISION 2040 promotes strategic investment in
services and facilities to support the Regional Growth
Strategy. Examples of strategic investments include
siting major public amenities, such as libraries and community centers, in centers and compact urban communities. VISION 2040 emphasizes the use of existing and planned facility capacity and investing in facilities and services that reinforce cities as primary locations for growth.

Taking advantage of existing infrastructure and services is both efficient and cost-effective. VISION 2040 also stresses that new public facilities, whether landfills, libraries, or schools, be located in a manner consistent with the proposed growth pattern. These facilities must be constructed and operated in ways that minimize adverse impacts to both people and the environment, and maximize benefits.

Policies are included for the following areas:
(1) general services and special service districts, (2) the
provision of key regional services, which include solid
waste, sanitary sewer, septic, and stormwater, energy,
public safety and emergency services, and
telecommunications, (3) water supply, and (4) siting
facilities, including schools, institutions, and other community facilities. Efficiency and conservation are common themes throughout.














91







Services in General

Providing infrastructure that is economical, clean, and
reliable is a primary challenge as the region accommodates growth. VISION 2040 emphasizes
efficiencies and conservation when providing services. Public services and facilities need to be located in a manner that allows jobs and housing to develop where they are desired and planned, and discourages unplanned growth and sprawl.
Special Service Districts. Many parts of the region,
especially the unincorporated urban growth area,
receive a variety of services through special service districts.
Washington state law allows such districts to be created
for a variety of services, including sewer, water,
drainage, flood control, parks and recreation, fire,
library, public hospital, school, and public
transportation. There are nearly two dozen distinct types of special districts in the four-county area. All together, there are more than 330 such districts
operating in the region.

Some special districts provide a specific service to a
single community, while others may serve residents
from a number of different cities and communities.
Special district boundaries often overlap with municipal
boundaries; both can change over time due to


POLICIES

annexation and incorporation. Within the same
vicinity, different special districts - for example, one
that provides flood control and one that operates parks and recreational facilities - may have very different
service boundaries. Some special districts overlap the urban growth area boundary and provide services to both urban and rural areas.
Coordination between special districts and general
purpose governments is often lacking, especially with
regard to regional planning. Washington state law
requires cooperation in planning for solid waste
management and collection, flood control
management, sewer and water systems, and public
transportation. However, special service districts
remain outside of the planning requirements of the
Growth Management Act. At the same time, the Act
states that cities are the preferred providers of urban
services.
VISION 2040 calls for services to be provided
efficiently and in an environmentally sensitive and timely manner. Urban services are appropriately provided by municipalities. Urban types of services are not appropriate in rural areas.

MPP-PS-1 Protect and enhance the environment and public health and safety when providing services and facilities.
MPP-PS-2 Time and phase services and facilities to guide growth and development in a manner that supports the regional vision.
MPP-PS-3 Promote demand management and the conservation of services and facilities prior to developing new facilities.

MPP-PS-4 Do not provide urban services in rural areas. Design services for limited access when they are needed to
solve isolated health and sanitation problems, so as not to increase the development potential of the surrounding rural
area.
MPP-PS-5 Encourage the design of public facilities and utilities in rural areas to be at a size and scale appropriate to rural locations, so as not to increase development pressure.

MPP-PS-6 Obtain urban services from cities or appropriate regional service providers, and encourage special service districts, including sewer, water, and fire districts, to consolidate or dissolve as a result.











VISION 2040 - February 14, 2008 92








Services by Type

Solid Waste Collection and Disposal. Americans
generate more solid waste per capita than citizens of
any other country. Many of the products we consume
come in packaging that is thrown away soon after
purchase. Increased use of recycled products, recycling
of construction waste, and reductions in nonrecyclable
packaging all help to reduce the amount of solid waste
generated. The central Puget Sound region is
recognized both nationally and internationally for its
efforts to collect recyclable waste and identify new
markets and applications for recovered waste materials.
Reducing and reusing waste will require concerted efforts well into the future.
Sewage Treatment. With very few exceptions -
generally provided only for schools or for specific health, safety, or environmental concerns - sanitary
sewer service is allowed only in urban areas. The
region continues to need to manage capacity at
treatment plants and make improvements in the overall
system.

In rural areas, septic systems are commonplace for the
collection of sanitary waste. However, there are still
parts of the region's designated urban growth area that
also rely on on-site septic systems. Septic systems do
not allow for urban levels of density or significant
urban growth. Within the urban growth area, sewers
are preferred to septic systems. In limited instances,
alternative technology to sewers may be appropriate,
when it can perform as well or better than sewers. In
both rural and urban settings, when septic drain fields
are located in sandy or coarser soils adjacent to a water
body, the soils can become saturated with phosphate.
Once polluted, groundwater takes a long time to clean.


Dry sewers. A dry sewer refers to a pipe that has been
installed but is not yet functioning, because it is intended to
carry waste when full service sewerage and treatment
facilities are eventually constructed. In most instances, it is
more cost-effective to put in a dry sewer in anticipation of a
future connection with a sewage system. In such cases, the
septic system can be only an interim form of treatment that will then be phased out when the sewer system becomes operational.

Stormwater Management Systems. The health of
Puget Sound is declining, and much of that decline is due
to stormwater runoff. Stormwater - the rainwater runoff
from roads, parking lots, and rooftops - is considered
one of the greatest threats to the Sound's marine life,
because it carries pollution and erodes streams.
Increased volumes of runoff in both upland and
downstream water bodies adjacent to the Sound have


VISION 2040 - February 14, 2008

worsened water quality over the years. This degradation
results in a variety of impacts - environmental,
economic, and social - including destruction of habitat and restrictions to shellfish harvesting.

Urban runoff can disrupt the natural water balance,
resulting in less recharge of groundwater supplies.
Impervious surfaces and alterations to natural processes
for percolation affect water quality and quantity in
streams and lakes, which in turn can create hazards, such
as landslides and flooding. In planning for the future,
improvements to stormwater management practices are
necessary.
The region needs to be more attentive to groundwater
recharge, water quality treatment, channel protection,
aquatic practices, and flood control. Measures could
include retrofitting existing systems that currently lack
stormwater controls, as well as improving collection
systems to reduce the amount of rainwater and
groundwater that infiltrates the pipes. Increasing
capacity at existing treatment plants could reduce the need for expanded treatment facilities. Low-impact development practices create opportunities to employ more natural ways to manage stormwater. Redevelopment also creates opportunities to restore urban streams, reestablish stream buffers, and take steps to better control erosion and sediment.


The Polluted Waters of Hood Canal. Within the Hood
Canal watershed, there are now thousands of homes, mostly
on septic tanks. It is estimated that more than 150,000
pounds of nitrogen pour into this unique and beautiful
saltwater environment every year as a result of inadequate
septic tanks leaching into the ground, which then pollute
groundwater and adjacent bodies of water. In water,
nitrogen feeds algae, and algae are notorious for consuming
oxygen. This starves other aquatic life, including fish, of the
oxygen they need to survive. Hood Canal now has dead
zones — areas with little or no oxygen to support life.
Leaching from septic tanks is a contributing factor to this
situation. Unless there are changes in how the land
adjacent to the Canal is used and the leaching is eliminated,
the entire waterway will become permanently devoid of fish.
Source: Puget Sound Action Team

Energy Supply. Energy provides the power for our
homes, our businesses, and our mobility. Energy
comes in a variety of forms - electricity, natural gas,
and petroleum being the most common. While the
region is blessed with abundant electrical energy
derived from hydropower, it faces challenges for
securing additional long-term reliable energy -
including how to become more energy efficient and how to reduce energy-related pollution.



93








Conservation and the use of renewable and alternative
sources of energy - especially low-carbon technologies
- can make our communities cleaner, healthier, and
more efficient. Renewable and alternative sources of
energy also allow the region to keep energy dollars
invested at home, rather than exporting them to
overseas oil and gas suppliers. The region’s economy is
stimulated through the development of clean energy
solutions, and new jobs can be created in local energy
sectors.
Designing communities for biking and walking can make a difference in energy use. Energy-saving materials and design can maximize energy efficiency. The increased use of renewable energy sources, such as wind and solar, generates much less air and water pollution than nonrenewable coal, gas, and oil. Energy efficiency also benefits the climate.


The Region's Energy
Electricity. The region's electricity suppliers face the
challenge of meeting peak load demands without acquiring
greater production capability. As a result, energy-generating
companies have begun to develop wind and other power
sources. Between now and 2040, we will likely see more
advancements in energy conservation and the further
development of alternative energy sources, particularly in the
areas of solar, wind power, tidal, and perhaps even
geothermal energy, all of which are currently being used on
some scale.

In 2006, Washington voters passed Initiative I-937, which
establishes targets for energy conservation and the use of
renewable resources by the state’s electric utilities (that
serve more than 25,000 customers). These utilities, both
public and private, must secure 15 percent of their power
supply from renewable resources by 2020. The utilities must
also set and meet energy conservation targets starting in
2010.

Natural Gas. Three providers supply most of the region’s natural gas: Puget Sound Energy, Cascade Natural Gas, and Williams. Northwest Pipeline delivers wholesale gas to providers, which distribute the product to retail consumers in the region. There is only a single main bidirectional pipeline serving the Puget Sound region with lateral feeders.

Petroleum. Most of the growth in energy consumption in our
region is due to transportation and the use of fossil fuels.
Several factors influence consumption of fuels for travel,
including the number of trips made by automobiles, vehicle
idling, and the mix of vehicles using the system. Petroleum,
gasoline, and diesel are projected to continue to be critical to
nearly all forms of regional vehicular mobility — cars, trucks,
buses, trains, and ferries. Given continued U.S. dependence
on foreign oil imports, international oil supply and demand
has implications for both public and private transportation in
our region.







VISION 2040 - February 14, 2008






Public Safety and Emergency Services. Fire, safety,
police, and other emergency services are provided by
cities, counties, and special purpose districts
throughout the region, and by the state highway patrol. Each county in the region also provides a variety of health care facilities and other social services.
The region’s communities and service providers also depend on coordinated and reliable access to emergency communications. An emergency can be anything from an everyday incident, such as a traffic accident, to major incidents or disasters, such as plane crashes or earthquakes. Effective services are needed to facilitate emergency calls, warning systems, communication among various authorities and organizations, and notifications to citizens.

Telecommunications. Telecommunication allows for distant communication by electronic transmission of signals, including by cable, telephone lines, or airwaves. As the region’s economy continues to center more and more on the exchange of information, it is important for our homes, our businesses, and our communities to maintain and improve our electronic communication
connections. Future computer and Internet
connectivity - both within the region and worldwide -
will rely increasingly on wireless technology.


Law and Justice Services. In Washington, county
governments provide much of the staffing and facilities for
the state’s trial court system and for nearly all of its criminal
justice system. On average statewide, counties now spend
more than 70 percent of their general fund dollars on law
and justice. Adequate funding for criminal justice services is
an ongoing concern. In some instances, counties have
established innovative agreements for the provision of
intergovernmental services that share costs and benefits.

Water Supply. Water is often taken for granted as a
readily renewable resource in the Pacific Northwest.
Yet some of our supplies of water, particularly aquifers,
are not as renewable as we once thought. The
development of land in our major watersheds and
adjacent to other water sources can affect critical water
supplies that are necessary, or may become necessary,
to serve the needs of a growing population. Climate
change threatens to alter traditional water sources from
winter snow pack in the nearby mountains. Climate
experts warn of low water levels in the summer,
drought, and competition among water uses.

Improved coordination in water supply planning will
help the region better accommodate growth by:
(1) taking steps to ensure reliable long-term water
supplies, (2) managing water demand, and
(3) increasing the efficiency of water use. Key steps
include coordinating water planning, improving


94








conservation and supply management, and acquiring,
constructing, and managing essential water
infrastructure. Water utility providers could meet
increased demand through strategies such as additional conservation, water reclamation and reuse, surface and groundwater storage and release, and inter-ties between water systems and sharing supplies. One example is the installation of dual piping for business or home plumbing. One pipe supplies potable water and the second one provides reclaimed water for uses other than human consumption.


GOAL AND POLICIES






Preservation of Utility Corridors. Many utility
services, including water supply, sewer treatment, stormwater systems, and energy supply, operate as part of networks that require vast systems of infrastructure connections and lines to function. It is important for both existing and future utility corridors to be preserved to ensure reliable and efficient service delivery as the region grows.

MPP-PS-7 Develop conservation measures to reduce solid waste and increase recycling.
MPP-PS-8 Promote improved conservation and more efficient use of water, as well as the increased use of reclaimed water, to reduce wastewater generation and ensure water availability.

MPP-PS-9 Serve new development within the urban growth area with sanitary sewer systems or fit it with dry sewers in anticipation of connection to the sewer system. Alternative technology to sewers should only be considered when it can be shown to produce treatment at standards that are equal to or better than the sewer system and where a long-term
maintenance plan is in place.
MPP-PS-10 Replace failing septic systems within the urban growth area with sanitary sewers or alternative technology that is comparable or better.

MPP-PS-11 Use innovative and state-of-the-art design and techniques when replacing septic tanks to restore and improve environmental quality.

MPP-PS-12 Promote the use of renewable energy resources to meet the region’s energy needs.
MPP-PS-13 Reduce the rate of energy consumption through conservation and alternative energy forms to extend the life of existing facilities and infrastructure.

MPP-PS-14 Plan for the provision of telecommunication infrastructure to serve growth and development in a manner that is consistent with the regional vision and friendly to the environment.

MPP-PS-15 Coordinate, design, and plan for public safety services and programs.
MPP-PS-16 Encourage health and human services facilities to locate near centers and transit for efficient accessibility to service delivery.

Goal: Residents of the region will have access to high quality drinking water that meets or is better than federal and state requirements.

MPP-PS-17 Identify and develop additional water supply sources to meet the region's long-term water needs, recognizing the potential impacts on water supply from climate change and fisheries protection.
MPP-PS-18 Promote coordination among local and tribal governments and water providers and suppliers to meet long-term water needs in the region in a manner that supports the region's growth strategy.
MPP-PS-19 Reduce the per capita rate of water consumption through conservation, efficiency, reclamation, and reuse.

MPP-PS-20 Protect the source of the water supply to meet the needs for both human consumption and for environmental balance.



VISION 2040 - February 14, 2008 95







Siting Facilities

Regional capital facilities are transportation, recreation,
education, human services, water, sewer, and similar
facilities. While capital facilities are essential to our
communities, our commerce, and our quality of life,
they often affect the environment and adjacent areas.

It is often difficult to locate major facilities, such as airports and landfills, due to the potential for substantial impacts on residences and other nearby uses. Less intensive facilities, such as libraries and schools, are not always located in a manner that supports key growth management principles.

VISION 2040 calls for strategically locating major
capital facilities so that they support the Regional Growth
Strategy. It stresses the importance of investment in
capital facilities and amenities to support urban centers
and manufacturing/industrial centers. For example,
adding amenities that attract people, such as
performing arts centers, plazas, parks, and other
recreational facilities, is an excellent way to support the
vitality of urban centers. VISION 2040 discourages
the placement of urban facilities in rural and resource
areas.
VISION 2040 stresses equity to ensure that the
benefits of regional capital facilities are shared by communities throughout the region. Facilities that generate adverse impacts should not be sited in a manner that unduly burdens certain communities or population groups. Reducing adverse impacts can be addressed not only by avoiding them, but also by providing amenities, such as collocating parks with wastewater treatment plants.

Siting School Facilities. In the central Puget Sound
region, school districts own, operate, and maintain the
public schools. School district boundaries have been
long established and, in many instances, districts that

POLICIES

were historically rural have become major suburban
education providers, with a host of buildings, facilities, and programs. As a result, there are some districts throughout the four counties that provide school services to both urban and rural populations.


School Siting and Transportation. Over the past several decades, it has been the practice of many school districts in suburbanizing areas across the United States to site new schools on large, undeveloped acreages that are neither easy to walk to nor accessible by transit. Districts then either operate large programs to transport students to school sites, or end up requiring students to drive or be driven to school. Source: Issue Paper on Rural Areas

A careful examination of resources and their optimal
allocation could lessen adverse effects of - and to -
schools. In some cases, this could mean reassessing
current school district boundaries. Schools should be
encouraged to become the cornerstones of their
communities by locating in more urban settings and
designing facilities to better integrate with their urban
neighborhoods.
Other Institutions and Community Facilities.
Other cultural, civic and religious facilities - including
libraries, performing arts centers, sports facilities, and
houses of worship - also contribute to creating a sense
of community. They better serve their populations
when they locate in more centralized places, which
people can reach by walking, biking, or using transit.
In the long-term, there is increased efficiency and cost-
effectiveness by siting and operating facilities that serve
a primarily urban population within the urban growth
area. At the same time, those facilities and services that
primarily benefit rural populations provide a greater
benefit when they are designed and scaled to fit within
an adjacent town or established rural community.

MPP-PS-21 Site schools, institutions, and other community facilities that primarily serve urban populations within the urban growth area in locations where they will promote the local desired growth plans.
MPP-PS-22 Locate schools, institutions, and other community facilities serving rural residents in neighboring cities and towns and design these facilities in keeping with the size and scale of the local community.
MPP-PS-23 Site or expand regional capital facilities in a manner that (1) reduces adverse social, environmental, and
economic impacts on the host community, (2) equitably balances the location of new facilities, and (3) addresses regional planning objectives.
MPP-PS-24 Do not locate regional capital facilities outside the urban growth area unless it is demonstrated that a nonurban site is the most appropriate location for such a facility.




VISION 2040 - February 14, 2008 96







VISION 2040 ACTIONS
The following VISION 2040 actions have been developed to help implement the public services policies. Detailed information on specific measures that will be used to monitor implementation and performance is contained in Part IV: Implementation.
REGIONAL ACTIONS
Communication with Legislature Regarding Special Service Districts
PS-Action-1 The Puget Sound Regional Council, on behalf of its member jurisdictions, will communicate to the
Legislature that special service districts should be required to comply with the Growth Management Act. (short-term) (MPP-PS-4 through 6, 21 through 24)
Results and Products: Letter (or other reporting) to Legislature
Water Issues
PS-Action-2 The Puget Sound Regional Council will determine its role in addressing regional water issues - including water supply. (mid-term) (MPP-PS-17 through 20)
Results and Products: Report and recommendations to Growth Management Policy Board and Executive Board
Communication with Energy Providers
PS-Action-3 The Puget Sound Regional Council will relay to energy providers the goals and objectives of the regional vision. Providers are encouraged to identify tools and practices to address energy supply and conservation for local jurisdiction planning purposes. (short-term) (MPP-PS-12, 13)
Results and Products: Letter (and/or other correspondence) to energy providers
Telecommunications Report
Action-PS-4 The Puget Sound Regional Council will work with its member jurisdictions and telecommunication providers to monitor the availability of high-speed data communication services. (mid-term) (MPP-PS-14)
Results and Products: Report and recommendations to PSRC’s policy boards
LOCAL ACTIONS
Special Service Districts Planning
PS-Action-5 Counties, in their review of special service districts' plans, will identify any inconsistencies with local
growth management goals and objectives, as well as the regional vision. As part of this review, counties, in consultation
with pertinent cities, will work with special service districts to provide guidance for facilities and service planning to
ensure that districts develop long-range plans that implement the regional vision. (short-term) (MPP-PS-4 through 6, 21
through 24)
Results and Products: (1) Consistency report (or similar) to special districts, (2) Recommendations and examples to districts concerning the
regional vision
Facilities Siting and Design
PS-Action-6 Counties and cities will collaborate with special service districts to review district location and design criteria for new schools, libraries, and other such public facilities - to ensure that growth management goals and the regional vision are addressed. (short-term) (MPP-PS-21 through 24)
Results and Products: Report (or similar) and recommendations on siting and design criteria
Facilities Location
PS-Action-7 Counties and cities will collaborate with special service districts to identify opportunities for co-location of facilities and services - such as parks adjacent to schools. (short-term) (MPP-PS-4 through 6, 21 through 24)
Results and Products: Recommendations to districts and local governments for facility siting criteria
Coordinated Planning and Programming for Facilities
PS-Action-8 Counties and cities will submit a consistency assessment of their capital facilities programming processes to the Regional Council as part of the Policy and Plan Review process. This assessment should address consistency of
capital improvement programs and facility plans with adopted growth management objectives, the comprehensive plan, and the regional vision. The Puget Sound Regional Council will provide guidance and assistance. (short-term, ongoing)
(MPP-PS-1 through, 3, 23)
Results and Products: Consistency Assessment Report as part of material submitted for review of local plans



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VISION 2040 - February 14, 2008 98










Part IV: Implementation

Since VISION 2020 was first adopted in 1990, cities and counties, agencies, businesses, community
groups, and individuals have made real progress in implementing its core strategies. For example,
regional growth centers have been identified as locations for concentrated urban growth. Redevelopment
and infill has occurred in communities throughout the region, strengthening many of our downtown areas
and town centers. Sound Transit was formed and has been working to build and operate a high-capacity
regional transit system. Local transit agencies have expanded service, providing people with more
transportation choices. New roadways, high-occupancy vehicle lanes, and bicycle paths have been built,
providing better connections and improving mobility. The Regional Council and other agencies have
streamlined the administrative framework for prioritizing transportation projects and programs that support
the Regional Growth Strategy.
The plans and policies of local governments and agencies, and the actions that implement them, will continue to be critically important to carrying out VISION 2040. Strategic regional actions will also play a major role.

The Regional Council will conduct a number of efforts to implement VISION 2040. Four primary efforts
are described in this section: (1) actions for implementing the multicounty planning policies, (2) the policy
and plan review process, (3) the regional transportation improvement program, and (4) regional
implementation and performance monitoring.

































VISION 2040 - February 14, 2008 99







VISION 2040 ACTIONS

As part of the process to develop VISION 2040, the Puget Sound Regional Council’s boards have developed detailed sets of actions designed to implement the multicounty planning policies. While many of the actions are directed at the Regional Council, others are geared to counties or countywide planning bodies, and others to cities and towns. The Regional Council and/or the counties will make efforts to assist smaller cities and towns in addressing those actions for which local jurisdictions are responsible.
For those items directed to the Regional Council, it is anticipated the Council's policy boards and Executive Board will routinely identify which should be advanced and worked on in any given work program and budget cycle. The boards themselves will likely make refinements and adjustments to how the actions are carried out. While amendments to the multicounty policies will require action by the Regional Council's General Assembly, actions can be modified and amended regularly through the Regional Council's Executive Board.

More detailed information on the implementation actions is provided at the end of each policy section in Part III.

POLICY AND PLAN REVIEW
The Regional Council has established a process for the review of local, countywide, and transit agency plans guided by:
(1) the consistency provisions in the Growth Management Act, (2) state requirements for establishing common regional
guidelines and principles for evaluating transportation-related provisions in local comprehensive plans, and (3) directives
for coordination in the Regional Council’s Interlocal Agreement and Framework Plan. (For additional information, see
Appendix 1.)

Review of Local Comprehensive Plans, Certification of Transportation-Related Provisions
Local jurisdictions are asked to incorporate a brief report in future updates to their comprehensive plans that addresses:
(1) conformity with requirements in the Growth Management Act for comprehensive plan elements, (2) consistency
with the Metropolitan Transportation Plan (including consistency with established regional guidelines and principles, physical
design guidelines for centers, and compliance with federal and state clean air legislation), and (3) consistency with the
multicounty planning policies. Information provided in this report will be a primary tool for developing the Regional
Council’s certification recommendation regarding the transportation-related provisions for the Council’s boards to
consider.


Regional Guidelines and Principles. State law requires regional
guidelines and principles to be established for regional and local
transportation planning purposes (RCW 47.80.026). Among the
factors these guidelines and principles are to address are:
concentration of economic activity, residential density, development
and urban design that supports high-capacity transit, joint- and mixed-
use development, freight movement and port access, development
patterns that promote walking and biking, transportation demand
management, effective and efficient transportation, access to regional
systems, and intermodal connections. Within VISION 2040, the
multicounty planning policies are adopted to serve as the region's guidelines and principles. Many of the sidebars throughout the policy sections of VISION 2040 provide examples to serve as guidance for local planning efforts, especially related to transportation.











VISION 2040 - February 14, 2008 100







Review of Subarea Plans for Designated Regional Growth Centers and Regional Manufacturing/Industrial Centers
Jurisdictions that have regionally designated centers - either regional growth centers or regional manufacturing/industrial centers - are asked to prepare a subarea plan for each center. The subarea plan should be adopted within four years of the designation of the center. The plan should include a brief report (similar to the one prepared for the jurisdiction-wide comprehensive plan) that outlines how the plan satisfies Growth Management Act requirements for subarea plans, as well as regionally established criteria for center planning. This report will be a primary tool for developing the Regional Council’s certification recommendation for the Council’s boards to consider.
Review of Countywide Planning Policies and Multicounty Policies, including Certification of Countywide Policies for Consistency with the Regional Transportation Plan
Countywide planning bodies are asked to include a report in updates to the countywide planning policies that addresses:
(1) consistency of countywide planning policies and multicounty planning policies, and (2) consistency with the Metropolitan Transportation Plan. This report will be a primary tool for the Regional Council to develop a certification recommendation for consideration by the Council's boards. According to Policy MPP-G-2, countywide planning policies are to be updated to reflect revised multicounty planning policies by December 31, 2010.
Consistency Review of Transit Agency Plans
To coordinate transit planning with local and regional growth management planning efforts, transit agencies are requested to
incorporate a report in their long-term strategic plans that addresses: (1) conformity of the strategic plan with state planning
requirements for transit planning, (2) consistency with the Metropolitan Transportation Plan, (3) compatibility of the strategic plan with multicounty planning policies, (4) compatibility of the strategic plan with the countywide planning policies for the county or counties in which the agency provides service, and (5) coordination with local governments within the agency's service area. The report should be considered and approved by the governing authority of the transit agency, and then transmitted to the Regional Council's boards for review and comment.
Certification of Plans Prepared by the Regional Transit Authority (Sound Transit)
Washington state law requires the Regional Council to formally certify that the regional transit system plan prepared by the
Regional Transit Authority - known as Sound Transit - is consistent with the regional transportation plan (RCW 81.104).
Regional Council staff, together with Sound Transit staff, prepares a draft consistency report for review and comment. This
report will be forwarded to the Regional Council’s policy boards, which will transmit a recommendation to the Executive
Board for action.

TRANSPORTATION IMPROVEMENT PROGRAM
The regional Transportation Improvement Program (TIP) provides a list of current transportation projects within King,
Kitsap, Pierce, and Snohomish counties. These projects are funded with federal, state, or local funds, including federal grants
awarded and managed through the Regional Council's triennial project selection process. As required under federal and state
legislation, the region's Transportation Improvement Program spans a multiyear period and must be regularly updated.
In addition to the list of projects, the regional Transportation Improvement Program also contains the following information:
• The adopted Policy Framework for PSRC's federal funds containing the adopted policy guidance, based on the
multicounty planning policies, for the distribution of these funds.
• A description of the project selection process for these funds.
• A discussion of the interagency coordination and the public review process.
• The findings of the air quality conformity analysis.
Each transportation project undergoes a comprehensive review by Regional Council staff to ensure it meets certain requirements.
• Projects must be part of, or consistent with, the region's long-range Metropolitan Transportation Plan, including the
multicounty planning policies.
• Projects must demonstrate that the funds being programmed are secured or there are reasonable expectations to
acquire those funds.
• If an existing or proposed roadway project is using federal funds, the roadway must also be part of the federally
classified roadway system.
• Projects are also evaluated to determine if they are incorporated in the current air quality conformity finding; projects
cannot be included in the Regional Transportation Improvement Program until this step has been completed.



VISION 2040 - February 14, 2008 101






MEASURES AND MONITORING
The primary purpose of monitoring VISION 2040 is to provide policymakers and the public with answers to the following four key questions.
• Is our region developing in a manner that is consistent with our Regional Growth Strategy?
• Do our activities in this region minimize harm to and protect and sustain the natural environment?
• Is our economy strong, and does it provide opportunity for all?
• Do we have a variety of efficient and safe transportation choices that support our growth strategy and offer greater options and better
mobility?
Regional monitoring is based upon two major components: implementation monitoring and performance monitoring. Implementation monitoring assesses whether we are doing what we said we would do. Performance monitoring assesses whether we are achieving the desired results.

The Regional Council will periodically report on additional environmental, growth management, transportation, and economic issues, based on the region’s adopted goals and multicounty planning policies. This includes assembling and reporting on major analysis and findings developed by state and regional environmental organizations. The Regional Council will also convene a technical advisory group to evaluate additional measures for use in monitoring reports that will build on and refine the measures presented in this chapter.

Tracking Implementation Actions
The region’s monitoring program will track whether the VISION 2040 actions are being addressed and report back findings to the region and to decision-makers. An understanding of whether these actions are being accomplished will help decision-makers know whether we are making progress toward achieving the regional VISION. A State of the Region report will be produced on a regular basis. It will document progress in addressing these adopted VISION 2040 implementation actions.

Implementation and Performance Measures
Local governments and regional and state agencies all play an important role in the implementation of the region’s
VISION. To see whether the region, cities, counties, and agencies are taking the specific steps necessary to implement
VISION 2040, the Regional Council will track key areas of agreement associated with regional policy and other related
issues.

The second major focus of the region’s monitoring efforts will focus on performance, which is intended to show whether the region is achieving desired outcomes, based on adopted goals and multicounty planning policies. Once specific actions have been taken, such as designating a regional growth center, performance monitoring will assess whether the policies and related actions are producing the desired results. While establishing direct cause and effect relationships can be difficult, it is important to track progress toward achieving regional goals.
By laying out key measurable objectives for each of the VISION 2040 policy areas, identifying corresponding
performance measures, and specifying what the region hopes to achieve for these indicators, the region will be able to
establish specific performance goals for its adopted policies. The region will also be able to assess whether it is achieving
the future envisioned by VISION 2040. In addition, the performance measures will help to provide a snapshot of
environment, development, housing, economic, transportation, and public services conditions that are important to the
region. Together, these components of performance monitoring will provide additional structure and guidance for
regional monitoring.










VISION 2040 - February 14, 2008 102







Regional Measures

Environment
Implementation Measure
Has the region developed a mechanism to coordinate stakeholders and to address environmental issues more comprehensively?
En-Measure-1 Existence of a coordinating mechanism and environmental strategy
Performance Measures
Outcome: Natural systems and designated critical areas are protected and preserved

En-Measure-2 Change in type and distribution of land cover, and related to designated critical areas Source: LANDSAT land cover imagery and impervious surface analysis
Outcome: Water quality is maintained and improved

En-Measure-3 Water quality and impaired waters designations, by county Source: Washington Department of Ecology Water Quality Assessment

Outcome: Air pollutants and greenhouse gas emissions are reduced
En-Measure-4 Number of unhealthy air days
Source: Puget Sound Clean Air Agency

En-Measure-5 Annual average emissions of greenhouse gases - as information becomes available Source: Puget Sound Clean Air Agency

En-Measure-6 Track local jurisdictions’ efforts to address climate change and other environmental policies

Development Patterns
Implementation Measure

Are local jurisdictions adopting city and regional center growth targets that are consistent with the Regional Growth Strategy? Has the region developed and supported strong employment centers with a variety of job opportunities distributed around the region?

DP-Measure-1 Adopted local population/housing unit and employment growth targets in countywide planning policies.
Source: Countywide Planning Policies

Performance Measures
Outcome: Designated natural resource and rural areas are permanently protected from incompatible growth

DP-Measure-2 Development densities and distribution and quantity of designated urban, rural, agriculture, forest, and mineral resource lands. This includes distribution of new issued permits by regional geography.
Sources: County urban, rural and resource land comprehensive plan designations; PSRC Housing Unit Permit Database; PSRC Employment Security Department Database

Outcome: The region’s residents are healthy
DP-Measure-3 Body Mass Index, by sex and race, by county
Source: Washington State Department of Health, U.S. Centers for Disease Control (Behavioral Risk Factor Surveillance System)


VISION 2040 - February 14, 2008 103







Housing
Implementation Measure
Has the region developed a coordinated housing program?
H-Measure-1 Existence of a coordinating mechanism and housing strategy Performance Measures
Outcome: Local jurisdictions are permitting housing units in a manner consistent with the Regional Growth Strategy

H-Measure-2 Distribution of issued housing permits by regional geography and by county, in order to assess jobshousing balance and other issues
Source: PSRC Housing Permit Database

Outcome: Housing in the region meets residents’ needs
H-Measure-3 Supply and distribution of ownership and rental housing units at all income levels by regional
geography and by county; affordable housing availability by amount and location; review of local housing elements and plans; tracking of implementation and outcomes; reporting on successes and challenges.
Sources: Dupre & Scott, U.S. Census American Community Survey
Note: Affordability as defined by Housing section of document

Economy
Implementation Measure

Is the region making progress in implementing its foundation and economic cluster initiatives and action items, as identified in the
Regional Economic Strategy? Are local jurisdictions incorporating economic development elements into their comprehensive plans?
Ec-Measure-1 Demonstrated progress in addressing foundation and cluster initiatives, action items; employer and job locations
Sources: Review of Prosperity Partnership progress, PSRC Employment Security Department database, local comprehensive plans
Performance Measures
Outcome: There are ample employment choices offering family-wage jobs
Ec-Measure-2 Number of jobs and real wages per worker by employment/industry categories and economic clusters by county, and unemployment rates at subarea level matching state database
Sources: Washington State Employment Security Department, PSRC
Note: Family-wage job defined in Economy section; Economic clusters defined by the Regional Economic Strategy

Outcome: The region’s residents are well trained and have access to higher education
Ec-Measure-3 Number of post-secondary degrees awarded per 1,000 individuals of targeted population groups, and high school completion rates
Sources: National Center for Education Statistics, Integrated Postsecondary Education Database System, Washington State Board for Community and Technical Colleges, Office of the Superintendent for Public Instruction










VISION 2040 - February 14, 2008 104







Transportation
Implementation Measure

What types of transportation is the region investing in and where? How much is the region investing, in which locations, and for what types of projects? Is the region developing an efficient multimodal transportation system that connects regional centers?

T-Measure-1 Metropolitan Transportation Plan project priorities, funded projects, and completed projects
Sources: PSRC Metropolitan Transportation Plan (Destination 2030), Transportation Improvement Program databases
Performance Measures
Outcome: The region’s residents have a variety of transportation choices and improved mobility
T-Measure-2 Travel mode splits, travel times, and delay by county and major corridor, and by regional geography (including designated centers)
Sources: U.S. Census, PSRC Household Travel Survey, Washington State Department of Transportation
T-Measure-3 Traffic volumes, transit boardings, and delay by major corridor, by county and regional geography (including designated centers)
Sources: U.S. Census, PSRC Household Travel Survey, Washington State Department of Transportation
T-Measure-4 Total and per capita vehicle miles traveled, by region, county and major corridor, and by regional geography (including designated centers)
Sources: U.S. Census, PSRC Household Travel Survey, Washington State Department of Transportation

Public Services
Performance Measure
Outcome: The region’s urban service providers have the financial and other resources to support growth
PS-Measure-1 Adequacy of infrastructure capital and operating financial resources
Sources: Washington State Department of Transportation, PSRC, Association of Washington Cities



























VISION 2040 - February 14, 2008 105















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VISION 2040 - February 14, 2008 106






Glossary of Terms
The following terms are defined according to their intended use in this document.


Accessibility

Action


Active Living


Adaptive Management


Affiliated Area



Affordable Housing


Air Toxics


Annexation


Armoring


Best Available Science


Bioregion



Brownfield



Buildable Lands Analysis



Built Environment




Carbon Footprint





VISION 2040 - February 14, 2008


A measure of the ability to travel easily among various origins and destinations.

A provision or task to implement adopted policies.

Promotion of physical activity, including walking and bicycling, to address health and personal
well-being, focusing on how the built environment — including neighborhoods, transportation
systems, buildings, parks and open space — can contribute to more daily movement and activity.
A planning framework for decision-making based on information that exists today, which can be modified and refined later as new information becomes available.

An area within the designated urban growth area that has been identified by an adjacent city as an area for future annexation and/or joint planning and the provision of municipal services. (See also Potential Annexation Area.)

The cost of housing as a percentage of household income. Housing is considered unaffordable when housing costs exceed a threshold percentage. Nationally that standard ranges from 25 to 33 percent of household income. (See also Housing Affordability.)

Airborne chemicals found to be harmful to human health, as well as to plants and animals. Examples include toluene, xylene, benzene, and formaldehyde.

The assimilation of some territory into another political entity - usually the attachment of lands that were previously under county jurisdiction to a municipality.

Bank stabilization involving the placement of erosion resistant materials (such as, large rocks, pilings, or woody debris) or the use of bioengineering techniques along shorelines or streambanks to reduce or eliminate erosion.

The most up-to-date information available for planning and development decision-making. Defined and required by the Growth Management Act (RCW 36.70A.172).

A distinct collection of plant and animal ecosystems in a geographic area that functions in certain
ways and has particular needs for survival. Temperature and precipitation primarily determine
most bioregions - with elevation, soils, watersheds, and microclimates as contributing factors.

A previously developed property or site - often having been used for industrial activity - that now is underutilized or not in active use, on land that is either contaminated or perceived as contaminated.

An assessment of the amount of land needed for commercial, industrial, and housing development, as required by the Growth Management Act (RCW 36.70A.215). Buildable lands programs are to determine whether a county and its cities are achieving urban densities within the urban growth area by comparing adopted provisions with actual growth.

Refers to the human-created surroundings that provide the setting for human activity, ranging from large-scale civic districts, commercial and industrial buildings, to neighborhoods and individual homes.

A measure of the amount of carbon dioxide (CO2) emitted through the combustion of fossil
fuels. In the case of an organization, business, or enterprise, the measure is based on routine
operations. For an individual or household, it is a measure related to day-to-day living. A carbon
footprint is often expressed as tons of carbon dioxide or tons of carbon emitted, usually on a
yearly basis.



G-1








A defined focal area within a city or community that has a mix of housing, employment, retail

Centers



Certification


City in the Rural Area

Clean Air Act (CAA)



Climate Change



Cluster (also: Industry Cluster)


Commute

Commute Trip Reduction (CTR) Act


Compact Urban Communities


Complete Street


Comprehensive Plan


Concurrency



Congestion


Congestion Management System (CMS)

Conservation


Conservation Easement







VISION 2040 - February 14, 2008

and entertainment uses. It is pedestrian-oriented, which allows people to walk to different
destinations or attractions. Regional centers are formally designated by the Puget Sound Regional Council.

Formal process by which the Puget Sound Regional Council recognizes the consistency of local transportation-related planning provisions with the Metropolitan Transportation Plan and conformity with state planning mandates.

A free-standing municipality that is physically separated from other cities or towns by designated rural lands.

Federal legislation that establishes standards for air quality in the United States.

Refers to the variation in the earth’s global climate (or in regional climates) over time. It
describes changes in the variability or average state of the atmosphere. Climate change may result from natural factors or processes (such as changes in ocean circulation) or from human activities that change the atmosphere’s composition (such as the burning fossil fuels or
deforestation). (See also Global Warming.)

A geographical concentration of industries that gain economic advantages by their location.


Regular travel between home and a fixed location (e.g., work, school).

A state law mandating that affected jurisdictions enact ordinances requiring major employers to implement programs reducing commuting vehicle miles traveled and rates of their employees driving alone. (RCW 70.94.521-551).

Urban locations which offer transportation, housing, and shopping choices that reduce the need for automobile travel and support an efficient development pattern.

Designed and operated to ensure safe travel for all users - pedestrians, cyclists, transit-riders, and motorists. Typically, complete streets include sidewalks, crosswalks, bike lanes, and other
features and amenities.

A document that guides growth and development for a local jurisdiction.

A state planning requirement to ensure that needed services and facilities are in place by the time development is completed and to be occupied, or that funding has been committed to provide such services within six years.

A condition characterized by unstable traffic flows that creates stop-and-go movement on a transportation facility. Nonrecurring congestion is caused by actions such as special events, weather, and/or traffic accidents. Recurring congestion is caused by problematic facility design at a key location or constant excess volume compared with capacity.

A federally mandated program directed at specific urbanized areas to address traffic congestion.

The management of resources - such as water and energy - in order to eliminate waste or maximize efficiency of use.

A restriction on the use of land that is voluntarily sold or donated by a landowner to a private land trust or governmental agency.







G-2








The degree of compatibility or agreement among planning provisions. The Growth Management

Consistency



Context-Sensitive Design



Core City




Countywide Growth
Management Planning Group




Countywide Planning Policy



Critical Area



Density Bonus



Ecoregion



Ecosystem



Enhance





Environmental Justice





Estuary






VISION 2040 - February 14, 2008

Act addresses consistency in three ways: (1) internal consistency of comprehensive plans,
(2) consistency of zoning and regulations with the comprehensive plan, and (3) consistency with other jurisdictions.

A concept in transportation planning that addresses the physical setting of the project and the preservation of scenic, aesthetic, historic, and environmental resources.


A regional geography within VISION 2040 that refers to a city that contains one or more regionally designated centers - outside of the five metropolitan cities.

A body of elected officials set up in each county to coordinate growth management planning efforts among the county and its cities.
King County: Growth Management Planning Council
Kitsap County: Kitsap Regional Coordinating Council
Pierce County: Pierce County Regional Council
Snohomish County: Snohomish County Tomorrow

An adopted provision developed collaboratively between the county government and the local cities and towns within that county. Countywide planning policies provide a common framework for individual comprehensive plans prepared by each local jurisdiction.
Lands that perform key functions that enhance the natural environment and built environment, as well as protection from hazards. According to the Growth Management Act, such areas
include wetlands, floodplains, aquifer recharge areas, wildlife conservation areas, and certain
geologic areas.
An incentive that permits developers to increase the number of housing units or commercial floor area ratio allowed by right on a property in exchange for rent restrictions, lowered sales prices, public or other benefit defined by the permitting jurisdiction.
An ecological area, sometimes called a bioregion that covers a relatively large area of land or water, and contains a characteristic, geographically distinct mix of natural communities and species. The biodiversity of flora, fauna and ecosystems that characterize an ecoregion tend to be distinct from that of other ecoregions.

The diversity of plant and animal species in a geographic area and how they interact. Biodiversity is the variety of plant and animal species within an ecosystem or geographic area.


To make better or augment. In environmental planning, to improve environmental features, especially those that have been damaged or altered.

The fair distribution of costs and benefits, based on a concern for social equity. Environmental justice is concerned with the right of all people to enjoy a safe, clean, and healthy environment, and with fairness across income, ethnic, and racial groups in the siting and operation of
infrastructure, facilities, or other large land uses, such as power plants or landfills. Presidential Executive Order 12898 (1994) directs federal agencies - and those receiving federal funds - to make environmental justice part of their missions by identifying and addressing the effects of all programs, policies, and activities on minority and low-income populations.


A water passage where the saltwater tide meets a freshwater river current with a free connection to the open sea.





G-3








The wage required to meet the basic needs and costs of supporting a family independently.

Family Wage



Farmland Preservation



Flexible Zoning



Flood Storage


Forecast


Fragmentation of Habitat


Fugitive Dust



Functional Plan




Global Warming



Green Building (also: Green Design)



Green Street



Greenhouse Gas



Greyfield


Goal


Habitat




VISION 2040 - February 14, 2008

Factors for determining family wage include housing, food, transportation, utilities, health care,
child care, and recreation.

The purchase of development rights or a conservation easement from a farmer so that the land can be used only for farming or as open space.

A practice that permits land uses and density of buildings and structures different from those which might otherwise be allowed by right. The intent is to be more adaptable and to streamline the development process for achieving a desired land use outcome.

The interception, capture, and retention of water, primarily in wetlands associated with rivers and
lakes, to reduce the duration and severity of floods. Storage areas can also be used to intercept
surface water flow and slow it down, reducing the potential for floods and minimizing drought.

Projection of population or employment for a given future year.


The division of an ecological system or habitat that once was continuous.


Air pollutants blown from land surfaces, such as unpaved roads, agricultural cropland and construction sites. Increasingly a health concern.

A specialized plan focusing on a single topic area. It may contain more detailed information on actions, projects and programs - based on the policies and provisions of a more generalized overall plan. The Metropolitan Transportation Plan (Destination 2030) and the Regional Economic
Strategy are both functional plans of VISION 2040.

The increase in the average temperature of the earth’s near-surface air and oceans in recent decades and its projected continuation. Global warming can occur from a variety of causes, both natural and human induced. The term often refers to the warming that can occur as a result of increased emissions of greenhouse gases from human activities. (See also Climate Change.)

Building design that yields environmental benefits, such as savings in energy, building materials, and water consumption, or reduced waste generation. Green development minimizes energy consumption, pollution, and the generation of wastes, while maximizing the re-use of materials and creating healthful indoor environments.

A street designed and constructed to integrate a system of stormwater management within its right-of-way in order to reduce the amount of water piped directly to streams and rivers. Green streets typically incorporate green infrastructure, such as street trees and landscaped amenity zones, both for aesthetics and to enhance the environment.

Components of the atmosphere which contribute to global warming, including carbon dioxide, methane, nitrous oxide, and fluorinated gases. Human activities have added to the levels of most of these naturally occurring gases.

An older, economically obsolete retail or commercial area. Greyfield malls may have outdated buildings and large areas devoted to parking lots. Many fail to generate the revenue that would justify continued use in their current form.

In the planning process, a goal identifies a desired end state.


The natural home of a plant or animal.




G-4









High-Occupancy Vehicle
(HOV)

Highway of Statewide
Significance


Housing Affordability



Impact Fees



Impervious Surface


Incompatible Land Uses


Infill Development


Intelligent Transportation Systems (ITS)


Intermodal


Invasive Species


Jobs-Housing Balance


Joint Planning


Landscape Ecology


Landscape Scale Ecological Processes


Larger City







VISION 2040 - February 14, 2008







A motor vehicle with two or more people traveling in it. Includes carpools, vanpools, and
transit. A high-occupancy vehicle lane refers to a highway and arterial lane restricted to vehicles carrying multiple occupants or passengers (with the exception of motorcycles).

A roadway, route, or interstate highway designated by the State Transportation Commission, the Washington State Department of Transportation, or the Legislature.

The balance (or imbalance) between housing costs and income within a defined area, such as an urban region. (See also Affordable Housing.)


Costs imposed on new development to fund public facility improvements required by new development and ease fiscal burdens of providing services on localities.

Surfaces - such as rooftops, sidewalks, roads, and parking lots - covered by impenetrable materials, including asphalt, concrete, brick, and stone. These materials seal surfaces, repel water and prevent precipitation and runoff from infiltrating into soils.

Facilities or activities on a site that have negative effects on adjacent properties.


Projects that use vacant or underutilized land in areas that were previously developed.


The application of advanced technology to current transportation problems, including incident detection, signal coordination, real-time information, and other technology.


Accommodation or interconnection of various transportation modes for the movement of both people and goods. (See also Multimodal.)


An introduced species or non-indigenous species that expands outside of its native range, often in a detrimental way to local species.


A planning concept which advocates that housing and employment be in relative proximity so as to reduce the length of commute travel or vehicle trips altogether.


Cooperative planning between two or more jurisdictions or agencies.

The study of how multiple ecosystems fit together into an interconnected and interdependent mosaic within a region.

Consideration of maintenance, function, and relationship of various subregional ecosystems. An approach that considers a more detailed set of both aquatic and land use processes within an
ecosystem.

A regional geography in VISION 2040 that refers to a city without a regionally designated center that has a combined total population and employment of 22,500 or greater.







G-5










Leadership in Energy and
Environmental Design (LEED)



Level-of-Service Standard



Location Efficient Mortgage



Low-Impact Development


Manufacturing/Industrial Center

Measure



Metropolitan City


Metropolitan Planning
Organization (MPO)


Metropolitan Transportation Plan (MTP)


Metropolitan Transportation System (MTS)



Mixed-Use Development


Mobility

Mode


Mode Split








VISION 2040 - February 14, 2008








A rating system for green buildings, developed by the U.S. Green Building Council, which
provides standards for sustainable construction, including a number of energy and environmental measures.


A mechanism used to determine if a given facility or service is operating efficiently. Innovations in level-of-service for transportation now take into account overall people-moving performance, rather than focusing on traditional assessments of vehicular volume and capacity.

A program that allows consumers to qualify for certain mortgages based on potential
transportation cost savings by living in a denser urban area with transit service, or closer to places of employment.

An approach to environmentally friendly land use planning. Includes a number of landscaping and design techniques to maintain the natural, pre-developed ability of a site to manage stormwater. More broadly, it refers to a range of development techniques that have minimal environmental or energy-related impacts.

An area of intensive manufacturing and/or industrial activity.


An indicator used in determining how adopted provisions are performing. (See also Monitoring.)


A regional geography in VISION 2040 that refers to one of the area’s five central cities: Bellevue, Bremerton, Everett, Seattle, and Tacoma.


The federally mandated forum for cooperative transportation decision-making in a metropolitan
area.

A detailed long-range transportation plan that guides future regional investments and responds to
legal mandates contained in federal transportation legislation, the Clean Air Act Amendments,
the Washington Growth Management Act, and Regional Transportation Planning Organization
legislation.

The system of regionally significant transportation facilities in a metropolitan planning area used to identify regional transportation problems, develop solutions, and monitor system
performance.

Projects or districts that include residential, commercial, and business accommodations. Vertical mixed-use development refers to buildings that have multiple uses in a single structure, such as ground-floor retail, offices, and residences. Horizontal mixed-use development refers to districts where zoning allows for different uses to be in adjacent buildings and complexes.

The ability of people to move about the region from one location to another.

A particular form of travel (e.g., walking, bicycling, driving alone, carpool or vanpool, bus, train, ferry, or airplane).

A term that describes the relative number of people using various forms - or modes - of transportation. Frequently used to describe the percentage of people using private automobiles as opposed to the percentage using transit.







G-6








An organized process for gathering and assessing information related to achieving established
goals and policies. The process uses performance indicators to show progress toward, movement

Monitoring



Multimodal



Multimodal Concurrency


Multicounty Planning Policy (MPP)


Nonmotorized


Office of Financial
Management (OFM)


Open Space



Orderly Development



Ozone



Paratransit




Particulate Matter




Pedestrian-Oriented
Development



Physical Design Guidelines



Potential Annexation Area




VISION 2040 - February 14, 2008

away from, or static state in policy implementation or policy achievement. Implementation
monitoring tracks whether agreed-upon actions are taking place. Performance monitoring assesses whether desired results are achieved.

Those issues or activities which involve or affect more than one form - or mode - of transportation, including transportation connections, choices, cooperation, and coordination of various modes. (See also Intermodal.)

Addressing transportation system performance by taking into account land development and transportation solutions that provide alternatives to driving alone. Moves beyond the assessment of vehicle travel to focus more on the people-moving capacity of the system.

An official statement, adopted by two or more counties, used to provide guidance for regional decision-making, as well as a common framework for countywide planning policies and local comprehensive plans.

Generally refers to bicycle, pedestrian, and other modes of transportation not involving a motor vehicle.

State agency responsible for preparing population forecasts used by counties and their cities in development of local comprehensive plans.


A range of green places, including natural and resource areas (such as forests), recreational areas (such as parks and trails), and other areas set aside from development (such as plazas).

Well-planned development that is typically contiguous and can be served as efficiently as possible. The Growth Management Act requires multicounty planning policies to address orderly development.

An air pollutant that is a toxic, colorless gas which is the product of the reaction of hydrocarbons (HC) and oxides of nitrogen (NOx) in the presence of sunlight in the atmosphere. Automobile emissions are the primary source of ozone.

Transit service that is scheduled or dispatched upon demand, providing “point-to-point” travel. Normally used in specialized applications with user eligibility limitations (e.g., elderly and/or handicapped) or where demand is not sufficient to support fixed-route service.

A pollutant consisting of liquid and solid particles in the air, such as soot, dust, and smoke.
Particulate matter pollution includes inhalable coarse particles of 10 micrometers or less in
diameter (PM10), and fine particles of 2.5 micrometers or less in diameter (PM2.5). These particles may pose serious health problems, such as heart and lung ailments, as well as environmental consequences, such as reduced visibility. Automobiles, particularly those fueled with diesel, are a significant source of particulate matter.

The development and siting of housing, commercial space, services, and job opportunities in a manner that accommodates walking. Such development is intended to create more vibrant urban areas and to reduce dependency on automobile travel.

Destination 2030 formally established provisions to advance fundamental design principles and site development characteristics for regionally designated centers to achieve successful integration of land use and transportation. (Destination 2030 identifies these as being additional
guidelines and principles established pursuant to RCW 47.80.)

An urban area adjacent to an existing city that the municipality has identified for future inclusion as part of the city. (See also Affiliated Areas.)




G-7









Preserve


Pricing



Prosperity Partnership


Protect


Public Services




Puget Sound Clean Air Agency



Purchase of Development Rights

Recycling

Redevelopment


Regional Economic Strategy



Regional Geography



Regional Growth Strategy


Regional Service Provider


Regional Transportation
Planning Organization (RTPO)


Renewable Energy



Renewable Resource





VISION 2040 - February 14, 2008







To maintain intact or unchanged. In environmental planning, to set aside an environmental
feature or natural resource to prevent its alteration.

A strategy for directly charging users of transportation systems. It may be used to manage demand for the facility, cover costs, and/or achieve other policy objectives, such as optimizing facility use. Also known as congestion pricing, value pricing, and variable pricing.

A coalition of more than 200 government, business, labor and community organizations working
to make the four-county region more competitive in the national economy, as well as the global
economy.

To keep from injury, harm, or damage. In environmental planning, to prevent and, where possible, reverse environmental degradation or pollution.

Facilities and infrastructure, including sanitary and storm sewer systems, water supply, energy,
telecommunications, public safety and emergency services, schools, libraries, and other facilities.

A special purpose agency serving King, Kitsap, Pierce, and Snohomish counties and their
respective cities and towns to ensure the residents of the region have clean air to breathe.
Chartered by state law in 1967 (RCW 70.94), the agency works in partnership with the U. S.
Environmental Protection Agency, the Washington State Department of Ecology, and the Puget Sound Regional Council.

Programs through which local governments restrict development by purchasing rights to develop from private landholders.

The process by which waste materials are collected and reused for new products.

The restoration or improvement of an existing structure or property.

The functional economic strategy for VISION 2040. It also serves as the federally required
comprehensive economic development strategy for the four-county central Puget Sound region.

Groupings of cities, along with the unincorporated urban growth area, rural areas, and designated resource lands, that are used for planning and growth distribution purposes in VISION 2040’s Regional Growth Strategy. Regional geographies for incorporated jurisdictions include Metropolitan Cities, Core Cities, Larger Cities, and Small Cities.

An approach for distributing population and employment growth within the four-county central Puget Sound region.

A district that provides a service to a multicounty area, countywide, or to an extensive subarea within a county.

Under state law, the body responsible for long-range, region-wide transportation planning. PSRC serves as the Regional Transportation Planning Organization for the four-county central Puget Sound region.

Energy sources that can be regenerated and that are much less polluting than nuclear power or fossil fuels, such as wind, solar power, biomass, and hydropower.


A natural resource that is able to regenerate, either by itself or with human help, over a short to moderate time horizon, such as fish, food crops, and trees.





G-8








Lands that support resource-based industries, such as timber harvesting and farming. Under the

Resource Lands



Rural Area


Safe, Accountable, Flexible,
Efficient Transportation Equity Act: A Legacy for Users
(SAFETEA-LU)


Sending Area


Single-Occupancy Vehicle
(SOV)


Shadow Platting


Small City


Solid Waste


Special Needs Housing



Special Service District



Stewardship


Stormwater Management System

Sustainability


Target (also Growth Target)


Telecommunications






VISION 2040 - February 14, 2008

Growth Management Act, the collective term for forest, agricultural, and mineral lands.
Sometimes shorelines are included - especially where fish and other aquatic species are harvested.

Outside the urban growth area, rural lands contain a mix of low-density residential development, agriculture, forests, open space and natural areas, as well as recreation uses. Counties and adjacent small towns provide a limited number of public services to rural residents.

The federal surface transportation program for highways, highway safety, and transit for the five-
year period between 2005 and 2009. The core provisions of the program address safety, equity, innovative finance, congestion relief, mobility, efficiency, environmental stewardship, and
environmental streamlining.

Part of a transfer of development rights program, sending areas are locations where landowners are enabled to sell the development rights on their property for transfer to more appropriate or other areas where development is desired. Sending areas often include properties with
agricultural, environmental or historic importance.

A motor vehicle occupied by the driver only.

A document or other device on showing a configuration of potential future land use parcels consistent with anticipated future development and density requirements. This serves as a guide for future development, especially in unincorporated areas.

A regional geography in VISION 2040 that refers to those cities without a regionally designated center that have a combined total population and employment of less than 22,500.

Refuse generated by individual households and businesses.

Housing arrangements for populations with special physical or other needs. These populations include: the elderly, disabled persons, people with medical conditions, homeless individuals and families, and displaced people.

Limited purpose local governments separate from a city, town, or county government. Generally they perform a single function, though some do perform a limited number of functions. School districts and transit districts are examples of special service districts.

Taking responsibility for actions affecting the natural or built environment. Stewardship
demonstrates acceptance of this responsibility through the continuous improvement of
environmental performance by individuals, communities, the private sector, and governmental
agencies.

An infrastructure system that collects runoff from storms and redirects it from streets and other surfaces into facilities that store and release it - usually back into natural waterways.
Commonly defined as "meeting the needs of the present without compromising the ability of future generations to meet their own needs." Encompasses environmental, economic, social, and institutional factors.

The number of either residents, jobs, or both that a jurisdiction is expected to plan for in its comprehensive plan.

The conveyance of information by electronic means. Examples include the telephone, interactive cable facilities, computer networks, and video conference centers.






G-9








A system that gives landowners the option of selling the rights to further develop the land. By

Transfer of Development Rights



Transit-Dependent


Transit-Oriented Development


Transportation Demand Management

Transportation Improvement Program (TIP)


Transportation System
Management



Triple Bottom Line



Unincorporated Urban Growth
Area


Universal Design




Urban Growth Area (UGA)





Vehicle Miles Traveled


Water Resource Inventory Area (WRIA)

Workforce Housing

Working Landscape








VISION 2040 - February 14, 2008

selling development rights, a landowner gives up the right to develop his/her property, but the
buyer could use the rights to develop another piece of land at a greater intensity than would otherwise be permitted.

Individual(s) dependent on public transit to meet personal mobility needs (e.g., unable to drive, not a car owner, not licensed to drive).

The development of housing, commercial space, services, and job opportunities in close
proximity to public transportation. Such development is intended to reduce dependency on
automobiles, as well as to improve mobility and access between residences, jobs, and services.

A concept designed to reduce or eliminate vehicle trips, including a variety of programs and strategies, such as carpool/vanpool, flextime, working from home, and ride matching.

The multiyear program of transportation projects for highways, transit, and other modes. The regional TIP consists of projects and programs drawn from the Metropolitan Transportation Plan, as well as from local plans and the transportation programs of other agencies in the region.

Improvements to existing transportation facilities that increase the flow of travel, such as ramp metering and signal synchronization. Such improvements typically have a lower capital cost than major construction and can be implemented in a relatively short time.

An approach to decision-making that takes into account environmental and social performance, in addition to financial performance. This approach captures an expanded spectrum of values and criteria for measuring organizational and societal success: environmental, social, and
economic. Triple bottom line provides the context for the theme people, prosperity, and planet used in VISION 2040.

Areas under county jurisdictions within the designated urban growth area. Such areas are
expected to develop at urban densities, and annex to a city or potentially form a new city at some point in the future.

Designing products for the home and living environments to be usable by all people, regardless of special needs or age, without requiring special adaptation.

The area formally designated by a county, in consultation with its cities, to accommodate future
development and growth. Given that cities are urban, each city is within a county-designated
urban growth area. Cities may not annex lands outside an urban growth area, nor may they
formally identify additions to the urban growth area independently of the county designation
process. Development that is urban in character is to occur within the designated urban growth
area, preferably in cities. Development outside the designated urban growth area is to be rural in
character.

A measurement of the total miles traveled by all vehicles for a specified time period. For transit,
the number of vehicle miles operated on a given route, line, or network during a specified time
period.

Major watershed basins in Washington identified for water-related planning purposes.

Housing affordable to households with at least one full-time worker.

Lands that are used as farms, ranchlands, timberlands, and mines.








G-10










Appendix 1: VISION 2040 Legal Framework

VISION 2040 was developed under the authority and mandates of a variety of federal and state
statutes and regional agreements. This appendix provides an overview of this legal framework.
Growth Management Act
Washington's Growth Management Act provides the framework for planning at all levels in the state, including identifying and protecting critical environmental areas, developing multicounty and countywide planning policies, and crafting local comprehensive plans (Chapter 36.70A, Revised Code of Washington - RCW). Multicounty planning policies (and the related countywide planning policies) provide a common planning framework for local and regional planning in the central Puget Sound region. At a minimum, multicounty planning policies are to address the urban growth area, contiguous and orderly development, siting capital facilities, transportation, housing, joint planning, and economic development. The multicounty planning policies are included in Part III of VISION 2040.
Additional guidance is provided by the portion of state law that authorizes and directs the planning efforts and
responsibilities of regional transportation planning organizations (RTPOs) - see RCW 47.80. The Puget Sound Regional
Council is designated as the RTPO for King, Kitsap, Pierce, and Snohomish counties. This legislation related to the
Growth Management Act calls for RTPOs to develop and conduct a program to certify the transportation-related
provisions in local comprehensive plans. It mandates the development of regional guidelines and principles to guide both
regional and local transportation planning. These guidelines and principles are to address, at a minimum, the following
factors: concentration of economic activity, residential density, urban design that supports high-capacity transit, freight
transportation and port access, development patterns that promote pedestrian and nonmotorized transportation,
circulation systems, transportation demand management, joint and mixed-use developments, railroad right-of-way
corridors, and intermodal connections. Multicounty planning policies serve as the Regional Council’s regional guidelines
and principles under RCW 47.80. Certification of transportation-related provisions in local comprehensive plans
includes determining conformity with state requirements for transportation planning in local plans, consistency with
adopted regional guidelines and principles, and consistency with the regional transportation plan (RCW 36.70A.070 and
47.80.026). The legislation also addresses the certification of the regional transportation plan and countywide planning policies for consistency.
Interlocal Agreement
In 1992, the Puget Sound Regional Council and its member jurisdictions, including counties, cities, federally recognized Indian tribes, state agencies, ports, and associate members, adopted an interlocal agreement that provided the Puget Sound Regional Council with the authority to carry out the functions required under state and federal law. With regard to long-range planning, the interlocal agreement calls for the Regional Council to “maintain VISION as the adopted regional growth management strategy.”

SAFETEA-LU
In 2006, Congress enacted the latest authorization for the nationwide transportation program, titled the Safe, Accountable,
Flexible, Efficient Transportation Equity Act: a Legacy for Users (SAFETEA-LU). This legislation includes requirements for
planning by metropolitan planning organizations (MPOs). MPOs are charged with maintaining financially constrained long-
range transportation plans for their regions, which are certified by the Federal Highway Administration and the Federal
Transit Administration. Certified plans ensure that regions remain eligible to receive and administer federal funds and
grants for transportation projects. The Puget Sound Regional Council is the designated MPO for King, Kitsap, Pierce,
and Snohomish counties. Federal requirements and planning factors include supporting the economic vitality of the
region, increasing safety and security, improving mobility for people and freight, protecting the environment,



VISION 2040 - February 14, 2008 A1-1







coordinating transportation and land use, integrating and connecting the transportation system across all modes, and an emphasis on the preservation of existing investments in the transportation system. These planning factors have been incorporated into VISION 2040’s Regional Growth Strategy and multicounty planning policies, which in turn guide the development of the region’s more detailed Metropolitan Transportation Plan (Destination 2030), the functional transportation plan of VISION 2040.

Public Works and Economic Development Act
The Public Works and Economic Development Act (1965, amended in 1998)1 supports long-term economic development in
areas experiencing substantial economic distress through the creation, expansion, or retention of permanent jobs that
help raise income levels. Economic development funding programs support these goals with financial backing for
economic projects that support the construction or rehabilitation of essential public infrastructure and the development
of facilities that are necessary to generate private investments. To be eligible for these programs, the region must
develop a comprehensive economic development strategy to guide its economic development efforts. To satisfy this
requirement, the Regional Council and the Central Puget Sound Economic Development District have developed and
adopted the Regional Economic Strategy, which serves as the economic functional plan of VISION 2040.

Clean Air Act
VISION 2040 and its multicounty planning policies were developed in conformity with the guidelines and requirements of the federal and state Clean Air Acts and related amendments. These complementary pieces of legislation define a framework for maintaining air quality and human and environmental health through planning, project implementation, and regulation. Under federal and state regulations, the Regional Council is required to demonstrate that the long-range Metropolitan Transportation Plan (Destination 2030) and the region’s Transportation Improvement Program (TIP) -
which are guided by VISION 2040 - conform to the State Implementation Plan for Air Quality (SIP). This conformity requirement is a mechanism for ensuring that transportation activities - plans, programs, and projects - are reviewed and evaluated for their impacts on air quality prior to funding or approval. Required under the federal Clean Air Act, the SIP provides a blueprint of how maintenance and nonattainment areas such as the central Puget Sound region will meet or maintain the National Ambient Air Quality Standards. Positive conformity findings allow the region to proceed with implementation of transportation projects in a timely manner.
































1 The most recent comprehensive amendment to the Public Works and Economic Development Act is titled the Economic Development Administration Reform Act of 1998 (PL 105-393).


VISION 2040 - February 14, 2008 A1-2










Appendix 2: VISION 2040 Update Process

VISION 2040 is the result of a multiyear update process overseen by the Puget Sound Regional
Council’s Growth Management Policy Board. Successful completion of the process has
depended on extensive public outreach to other Regional Council boards, member counties and
cities, tribes, government agencies, organizations and interest groups, and individuals.
The update process has relied on an outreach effort intended to solicit early, continuous, and
widespread participation. It followed the guidance of the Public Participation Plan for the Puget
Sound Regional Council (adopted in April 2002), met the requirements of the State
Environmental Policy Act (SEPA), and followed the more specific VISION 2020 Update Public Involvement Plan (September 2004).
INTRODUCTION
The process began with recognition that VISION 2020 (adopted in 1995) was becoming out-of-date. Many things had changed since 1995, including the availability of new data, the adoption of local comprehensive plans under the state’s Growth Management Act, and new environmental information. The Act itself had been amended since 1995 to include many new or changed provisions, such as the requirement for buildable lands analysis, provisions for including economic elements in comprehensive plans, and directives for addressing health and nonmotorized planning in local land use and transportation elements.
Furthermore, there were a number of important concerns and emerging issues only partially addressed in VISION 2020 or not addressed at all. For example, VISION 2020 contained few environmental provisions, little guidance for implementation actions, and no specific measures for monitoring implementation progress.
In 2003, the Regional Council’s Executive Board decided to update VISION 2020. It asked the Growth Management Policy Board to lead the update process - with direct assistance from the Transportation Policy Board and Economic Development District Board. The Executive Board also asked the Regional Staff Committee1 to play a major role in advising the Regional Council staff and the boards.
The timeline below depicts the major phases of the update process. Specific information on each phase of the process follows.
VISION 2040 Update Timeline
2003 - 2005 2006 2007 2008
Scoping, Research Issues,
Develop Scenarios Final VISION 2040 and adoption
Draft Environmental Impact Statement
Supplemental DEIS and draft VISION

On-Going Outreach

Indicates Major Outreach Effort



1 The Regional Staff Committee consists of planning, public works, and economic development directors and other senior-level staff from the counties and cities in all four central Puget Sound counties.


VISION 2040 - February 14, 2008 A2-1








SCOPING, RESEARCH ISSUES, SCENARIOS
Scoping. In October 2003, the Growth Management
Policy Board launched a scoping process, which it
conducted pursuant to the State Environmental Policy
Act. The process spanned an eight-month period and
was designed to obtain comments and input regarding
the extent of the update, as well as to identify
significant issues that might require detailed
environmental analysis. In July 2004, the Executive
Board adopted the Scope of Environmental Review for the
Update of VISION 2020 (June 2004).

The Scoping Report described six key ideas for updating
VISION 2020:
• Build on the current vision
• Think long-range
• Be bold and provide leadership
• Broaden the vision to cover other important
regional issues
• Be specific when possible
• Add measurable objectives to the policies

The Scoping Report established assumptions that
planning would be based on:
• Forecast population and employment growth for
the year 2040
• The long-range transportation system defined in
Destination 2030
• Alternatives based on varying patterns of
population and employment distribution - from
very focused growth to dispersed growth
Issue Papers. The Growth Management Policy Board oversaw the preparation of a series of 12 issue papers (including two supplemental papers) and six information papers. The topics were selected based on the findings of the Scoping Report. These papers influenced the design of eight regional growth scenarios for sensitivity testing and provided information used to revise the multicounty planning policies.

Scenarios. Concurrent with the preparation of the issue papers, the Growth Management Policy Board worked through a series of eight possible growth scenarios for the year 2040. The scenarios depicted a wide range of population and employment distributions. The scenarios underwent an initial level of technical analysis and were compared and evaluated by the Regional Staff Committee and the Growth Management Policy Board.

Growth Alternatives. In September 2005, the Growth Management Policy Board took action to select four growth alternatives for detailed evaluation in the Draft Environmental Impact Statement (DEIS).

Outreach Activities for Scoping Process

• Two special issues of Regional VIEW
• A targeted “Request for Comments” mailing • An informational video titled: What's Next? • Development of a VISION 2020 Update poster • A public opinion survey
• Two public events
• Five public open houses


VISION 2040 - February 14, 2008

• An E-Vent poll of elected officials at the 2004
PSRC General Assembly
• 14 mini-workshops







A2-2








DRAFT ENVIRONMENTAL IMPACT STATEMENT
Review of the Draft Environmental Impact
Statement. The Draft Environmental Impact Statement
(DEIS) was released at a kick-off event in May 2006 for
a 60-day written comment period, which lasted until
July 31, 2006. In September, the Growth Management
Policy Board used four primary tools to develop a
single preferred growth alternative: (1) the findings in
the DEIS, (2) findings developed in the Public Review
and Comment on the VISION 2020 Update Draft
Environmental Impact Statement - Summary Report (October
2006), (3) the analysis and recommendations of an
interjurisdictional technical panel composed of staff
from each of the counties in the region, and
(4) application of evaluation criteria, published in the
DEIS and the report Evaluation Criteria for Selecting a
Preferred Growth Alternative (September 2006). As a
result, the Board developed a preferred growth alternative
that drew from each of the four DEIS alternatives.






Revised Multicounty Planning Policies. In October 2006, the Growth Management Policy Board began a new
phase of work to revise the multicounty planning polices. The Transportation Policy Board and Economic
Development District Board also reviewed and refined the transportation and economy sets of policies. In conjunction
with their policy review and recommendations, the boards also worked through related implementation actions and
measures.
Regional Design Strategy. A regional design team was created to link urban design to regional long-range planning and
to provide design assistance during the update process. The design team was a volunteer group of both public and
private sector design and planning professionals and interested individuals, including architects, planners, urban
designers, and academicians from the four-county region. This effort was funded through a grant by the Washington
State Department of Community, Trade and Economic Development. The goals of the team included: (1) developing
draft design-related policies and provisions for the update to be considered by the Growth Management Policy Board
and (2) crafting a Regional Design Strategy for jurisdictions in the four-county region, with statewide application. In June
2007, the team completed work on A Regional Design Strategy: In Support of VISION 2040 for the Central Puget Sound Region.
The Strategy includes recommendations for guiding principles, design strategies for implementation, and a compendium
of best practices.
Outreach Activities for the Draft Environmental Impact Statement
• One special issue of Regional VIEW
• A third public event: DEIS Kick-Off
• Distribution of the Draft Environmental Impact Statement and the DEIS Executive Summary
• Publication of display advertisements
• 70-plus presentations to cities, counties, interest groups and community organizations
• Five environmental justice workshops
• Two board coordination meetings - involving all three policy boards and the Executive Board
• Regional Design Strategy - complete report and executive summary






VISION 2040 - February 14, 2008 A2-3








DRAFT VISION 2040 AND SUPPLEMENTAL DEIS
During the first half of 2007, the Growth Management Policy Board continued to develop proposed revisions to the multicounty planning policies. The Transportation Policy Board and the Economic Development District Board also continued to participate in this work.

Release of Draft VISION 2040 and the Supplemental Draft Environmental Impact Statement. In July 2007, the
Regional Council released the Draft VISION 2040 and the Supplemental DEIS for public review. The extended written
comment period lasted from July 16 to September 7, 2007. Nearly 2,000 separate comments were received in the official
comment period. The Regional Staff Committee assisted PSRC staff with initial review and organization of the
comments for the Growth Management Policy Board. A Summary of the Public Comment Period on the Draft VISION 2040
and Supplemental Draft Environmental Impact Statement (October 2007, final December 2007) was produced to assist the
Growth Management Policy Board, Transportation Policy Board, and Economic Development District Board in their
review.

Outreach Activities for Supplemental DEIS and draft VISION 2040
• One special issue of Regional VIEW
• Distribution of the Draft VISION 2040 and the Supplemental DEIS
• Publication of display advertisements
• A video on Draft VISION 2040 and the Supplemental DEIS findings
• 70-plus presentations to cities, counties, interest groups, and community organizations
• Two board coordination meetings
• A fourth public event
• Four public open houses
• A VISION 2040 poster




































VISION 2040 - February 14, 2008 A2-4








PREPARATION OF FINAL VISION 2040 AND ADOPTION
In October and November 2007, the Growth Management Policy Board reviewed the comments received during public review and developed recommendations for potential edits to VISION 2040. Once again, the Transportation Policy Board and the Economic Development District Board participated in the review and developed recommended edits for their respective policy sections of VISION 2040.

The Summary of Public Comments was revised to include a summary of potential edits under consideration by the policy boards and distributed in advance of the three public hearings held in December 2007. The hearings - held in Edmonds, Auburn, and Port Orchard - gave the public a chance to review the recommended revisions the boards were considering before preparation of the final VISION 2040.
In January 2008, the Growth Management Policy Board received transcripts of the public hearings and worked on final revisions to the VISION 2040 document. On January 24, 2008, the Board took action to transmit the revised draft of VISION 2040 to the Executive Board for its consideration and action. The Executive Board took action on March 27, 2008 to transmit VISION 2040 to the General Assembly for its consideration. The Final Environmental Impact Statement was issued in March 2008 and provided to the General Assembly and interested parties. VISION 2040 was adopted by the General Assembly on April 24, 2008.












































VISION 2040 - February 14, 2008 A2-5





Reference Materials and Supporting Documents
These and other materials may be obtained by contacting the PSRC Information Center, 206-464-7532, infoctr@psrc.org


Appropriate Urban Densities in the Central Puget Sound Region: Local Plans, Regional Visions, and the Growth Management Act (Information Paper) - November 2005
At the Microscale: Compact Growth and Adverse Health Impacts (Information Paper) - November 2005 Central Puget Sound Region Environmental Justice Demographic Profile - October 2003
Central Puget Sound Regional Economic Profile - December 2003, revised June 2004
Cost of Sprawl (Information Paper) - December 2005
“Comparing High and Low Residential Density: Life-Cycle Analysis of Energy Use and Greenhouse Gas Emissions.”
Jonathan Norman, Heather MacLean, and Christopher Kennedy. Journal of Urban Planning and Development - March 2006.

Current and Future Land Uses in the Central Puget Sound Region's Regional Growth Centers (Information Paper) - May
2006
Destination 2030 Update - Metropolitan Transportation Plan for the Central Puget Sound Region - April 2007 Draft Environmental Impact Statement Kick-Off Public Event: Summary Report - May 2006
Draft VISION 2040 Supplemental Draft Environmental Impact Statement - July 2007
Draft VISION 2040 Public Event and Open Houses: Summary Report - August 2007
Environmental Justice and the VISION 2020 Update - August 2005
Evaluation Criteria for Selecting a Preferred Growth Alternative - September 2006
“Growing Cooler: The Evidence on Urban Development and Climate Change.” Reid Ewing, Keith Bartholomew, Steve Winkelman, Jerry Walters, and Don Chen. Urban Land Institute - October 2007.
Growth Management by the Numbers: Population, Household, and Employment Growth Targets in the Central Puget Sound Region - July 2005
Pre-GMA Vested Development in Rural Areas of the Central Puget Sound Region (Information Paper) - December 2005 Public Participation Plan for the Puget Sound Regional Council - April 2002
Public Review and Comment on the VISION 2020 Update Draft Environmental Impact Statement: Summary Report -
October 2006
Puget Sound Milestones - Population, Employment & Housing, 1995-2000 - August 2002, revised 2003 Puget Sound Milestones: Central Puget Sound Regional Growth Centers - December 2002
Regional Design Strategy: In Support of VISION 2040 for the Central Puget Sound Region - June 2007 Regional Economic Strategy for the Central Puget Sound Region - September 2005
Scope of Environmental Review for the Update of VISION 2020 - June 2004




VISION 2040 - February 14, 2008 A2-6







Summary of the Public Comment Period on Draft VISION 2040 and the Supplemental Draft Environmental Impact Statement - December 2007

VISION 2020 (1995 Update): Growth Management, Economic and Transportation Strategy for the Central Puget Sound Region - May 1995

VISION 2020 E-vent: Final Report - June 2004
VISION 2020 Scoping Survey: Final Report - February 2004
VISION 2020 Update Draft Environmental Impact Statement - May 2006
VISION 2020 Update Draft Environmental Impact Statement - Environmental Justice Public Outreach Summary Report - December 2006
VISION 2020 Update Policy Board Review of Existing VISION 2020 Policies and Strategies - February 2004 VISION 2020 Update Public Involvement Plan - September 2004, revised November 2005
VISION 2020 Update Scoping Workshop: Summary Report - January 2004
VISION 2020+20 Update Economic Issue Paper - November 2005
VISION 2020+20 Issue Paper on Environmental Justice - August 2005
VISION 2020+20 Update Issue Paper on Environmental Planning - August 2005
VISION 2020+20 Update Issue Paper on Health: What's Health Got to do With Growth Management, Economic Development and Transportation? - December 2004

VISION 2020+20 Update Issue Paper on Housing - August 2005
VISION 2020+20 Update Issue Paper on Regional Demographics and Growth Trends - August 2005 VISION 2020+20 Update Issue Paper on Rural Areas - August 2005
VISION 2020+20 Update Issue Paper on Subregional Centers: Town Centers, Secondary Centers, Activity Nodes, Redevelopment Corridors - March 2005
VISION 2020+20 Update Issue Paper on Transportation - January 2006
VISION 2020+20 Update Public Event: Summary Report - May 2005
VISION 2020+20 Update Supplemental Issue Paper on Energy Consumption and Infrastructure Capacities - July 2005 VISION 2020+20 Update Supplemental Issue Paper on Sewer Utility Status - July 2005
VISION 2040 Final Environmental Impact Statement - March 2008
VISION 2040 Supplemental Draft Environmental Impact Statement - July 2007










VISION 2040 - February 14, 2008 A2-7








































































VISION 2040 - February 14, 2008 A2-8






Regional Council Project Team


Executive Cabinet
Bob Drewel, Executive Director
Mark Gulbranson, Deputy Executive Director
Norman Abbott, Director of Growth Management Planning Charlie Howard, Transportation Planning Director
Bill McSherry, Director of Economic Development
Rick Olson, Director of Government Relations and Communications Maren Outwater, Director of Data Systems and Analysis

Growth Management Planning
Norman Abbott, Director - Project Lead
Ben Bakkenta, Principal Planner
Robin McClelland, Principal Planner
Ivan Miller, Principal Planner
Rocky Piro, Program Manager
Sheila Rogers, Administrative Assistant
Yorik Stevens-Wajda, Associate Planner
Steve Atkinson, Growth Management Intern (former staff)
Rogelio Batarao, Growth Management Intern (former staff)
John Dortero, Growth Management Intern
Talia Henze, Growth Management Intern (former staff)
Margarete Oenning, Planning Technician (former staff)
Matthew Peelen, Growth Management Intern (former staff)
Jeff Storrar, Growth Management Intern (former staff)
Michelle Zeidman, Growth Management Intern




































VISION 2040 - February 14, 2008


Contributing PSRC Staff
Sean Ardussi, Associate Planner
Anne Avery, Senior Communications Specialist
Larry Blain, Program Manager
Mark Charnews, Senior Modeler
Joan Chen, Project Manager
Doug Clinton, Senior Graphic Designer
Stefan Coe, Associate GIS Analyst
Mike Cummings, Program Manager
King Cushman, Regional Strategy Advisor (former staff) Stacy Haines, Associate GIS Analyst (former staff) Chris Johnson, Senior Modeler
Kirste Johnson, Senior Planner
Lindy Johnson, Senior Planner
Stephen Kiehl, Principal Planner
Matthew Kitchen, Principal Planner
Kristen Koch, Senior Planner (former staff)
Michele Leslie, Senior Communications & Pubic Involvement Coordinator
Andi Markley, Research Librarian
Robin Mayhew, Program Manager
Kelly McGourty, Principal Planner
Deana McLaughlin, Library/Information Center Manager
Timothy Michalowski, Associate Planner (former staff)
Kevin Murphy, Director of Data Systems and Analysis (former staff) Carol Naito, Principal Planner
Andy Norton, Principal GIS Analyst
Kris Overby, Associate Modeler
Karen Richter, Program Manager
Robin Rock-Murphy, General Counsel and Chief Administrative Officer (former staff)
Stephanie Rossi, Senior Planner
Eric Schinfeld, Senior Economic Policy Analyst
Mark Simonson, Principal Planner
Rebecca Stewart, Senior Graphic Designer
Margaret Warwick, Research Librarian



























A2-9






Transportation Policy Board

Councilmember Julia Patterson, King County - Chair
Councilmember Brenda Stonecipher, City of Everett - Vice Chair
Mayor Katrina Asay, City of Milton
Deputy Mayor Claudia Balducci, City of Bellevue
Shiv Batra, Bellevue Chamber of Commerce
Commissioner Steve Bauer, Kitsap County
Clifford Benson, Freight Mobility Strategic Investment Board Gordon Black, Bicycle Alliance of Washington
Mayor Cary Bozeman, City of Bremerton
Councilmember Kim Brackett, City of Bainbridge Island Don Briscoe, IFPTE Local 17
Commissioner Josh Brown, Kitsap County
Councilmember Jeanne Burbidge, City of Federal Way Councilmember Mike Cooper, Snohomish County
Commissioner John Creighton, Port of Seattle
Aubrey Davis, Community Representative
Councilmember Jan Drago, City of Seattle
Councilmember Reagan Dunn, King County
Representative Deborah Eddy, Washington State House Transportation Committee
Mayor Dave Enslow, City of Sumner

Economic Development District Board
Deborah Knutson, Snohomish County EDC - President
Councilmember John Chelminiak, Bellevue - Vice President
Commissioner Steve Bauer, Kitsap County
Mayor Cary Bozeman, City of Bremerton
Kathy Cocus, Kitsap EDA
Tom Flavin, enterpriseSeattle
Councilmember Dave Gossett, Snohomish County
David Graybill, Tacoma-Pierce County Chamber of Commerce Commissioner Lloyd Hara, Port of Seattle
Bruce Kendall, Tacoma/Pierce County EDB
Councilmember Connie Ladenburg, City of Tacoma
Executive John Ladenburg, Pierce County
Councilmember Kathy Lambert, King County
Mayor Pete Lewis, City of Auburn
Commissioner Bill Mahan, Port of Bremerton
Councilmember Richard McIver , City of Seattle






















VISION 2040 - February 14, 2008

Councilmember Pat Ewing, City of Bothell
Jessyn Farrell, Transportation Choices Coalition Councilmember Tim Farrell, Pierce County
Councilmember Jake Fey, City of Tacoma
Commissioner Richard Ford, Washington State Transportation Commission
Steve Gorcester, Washington State Transportation Improvement
Board
Lynne Griffith, Pierce Transit
Councilmember Bruce Harrell, City of Seattle
Senator Mary Margaret Haugen, Washington State Senate Transportation Committee
Senator Cheryl Pflug, Washington State Senate Transportation
Committee
Councilmember Paul Roberts, City of Everett
Councilmember Graeme Sackrison, City of Lacey
Brian Smith, Washington State Department of Transportation Chip Vincent, Pierce County
Elizabeth Warman, The Boeing Company
Mark Weed, Greater Seattle Chamber of Commerce Luella Wells, League of Women Voters of Washington Randy Witt, City of Bainbridge Island



Nate Miles, Eli Lilly and Co.
Mayor Greg Nickels, City of Seattle
Betty Nokes, Bellevue Chamber of Commerce Estela Ortega, El Centro de la Raza
Mayor Jim Pearman, City of Mercer Island
Commissioner Clare Petrich, Port of Tacoma
Andrea Rodgers, Snoqualmie Tribe
Executive Ron Sims, King County
Mayor Pro Tem Sue Singer, City of Auburn
Councilmember Chris Snow, City of Poulsbo
Stan Sorscher, SPEEA
Kris Stadelman, Seattle-King County Workforce Development
Council
Bill Stafford, Trade Development Alliance
Mayor Ray Stephanson, City of Everett
Juli Wilkerson, Washington State Department of Community,
Trade and Economic Development






















A2-10








Growth Management Policy Board


Councilmember Mike Lonergan, City of Tacoma - Chair
Councilmember Dave Somers, Snohomish County - Vice
Chair
Sam Anderson - Master Builders of King and Snohomish Counties
Commissioner Jan Angel, Kitsap County
Margot Blacker - Futurewise
Councilmember John Chelminiak, City of Bellevue
Councilmember Sally Clark, City of Seattle
Councilmember Tim Clark, City of Kent
Councilmember Dow Constantine, King County
Doug DeForest, Thurston Regional Planning Council Councilmember Tim Farrell, Pierce County
Councilmember Jean Garber, City of Newcastle
Councilmember Jane Hague, King County
Susan Hempstead, Municipal League of King County
Julie Langabeer, League of Women Voters of Washington
Karen Larkin, Washington State Office of Community
Development
Commissioner Bill Mahan, Port of Bremerton
Councilmember Will Maupin, City of Bremerton
Muckleshoot Tribal Council, Vacant
Rob Purser, The Suquamish Tribe
Councilmember Paul Roberts, City of Everett
Councilmember Dale Rudolph, City of Poulsbo
Mayor Tom Smallwood, Town of Eatonville
Bill Trimm, City of Mill Creek
Gail Twelves, Sierra Club
Bryan Wahl, Washington Association of Realtors
Councilmember Donna Wright, City of Marysville


Alternates:
Leonard Bauer, Washington State Office of Community
Development
Michael Cade, Snohomish County EDC
Mike Crowley, Master Builders of King/Snohomish County Mayor Grant Degginger, City of Bellevue
Mary Gates, Municipal League of King County (2ndAlt.) Steve Gerritson, Sierra Club
Councilmember Jennifer Gregerson, City of Mukilteo (1st
Alt.)
Alex Johnson, Bank of America
Councilmember Connie Ladenburg, City of Tacoma Councilmember Terry Lee, Pierce County
Roberta Lewandowski, Futurewise
Jeanette McKague, Washington Association of Realtors Councilmember Drew Nielsen, City of Everett Councilmember Lynn Norman, City of Auburn Thomas Ostrom, The Suquamish Tribe
Councilmember Larry Phillips, King County
Councilmember Tom Rasmussen, City of Seattle
Councilmember Matthew Richardson, City of Sumner
Councilmember Mike Shepherd, City of Bremerton
Lucy Steers, Municipal League of King County (1st Alt.)
Councilmember Brian Sullivan, Snohomish County
Councilmember Lisa Utter, City of Lynnwood (2nd Alt.)
Councilmember Nancy Whitten, City of Sammamish
Past Members:
Patricia Akiyama, Greater Seattle Chamber of Commerce Mayor Katrina Asay, City of Milton
Councilmember Richard Cole, City of Redmond
Councilmember Richard Conlin, City of Seattle
Roger Contraro, Suquamish Tribal Chairman (former)
Carolyn Edmonds, King County Councilmember (former)
Chuck Foisie, EDC of Seattle & King County
David Irons, King County Councilmember (former)
Commissioner Cheryl Kincer, Port of Bremerton
Councilmember John Koster, Snohomish County
Patty Lent, Kitsap County Commissioner (former)
Connie Marshall, City of Bellevue Mayor (former)
Nancy Ousley, WA State Office of Community Development
(former)
Bob Overstreet, Everett City Councilmember (former)
Peter Steinbrueck, Seattle City Councilmember (former)
Past Alternates:
Councilmember Julie Anderson, City of Tacoma David Della, Seattle City Councilmember (former) Councilmember Dick Muri, Pierce County
Mayor Jerry Smith, City of Mountlake Terrace
Hank Thomas, Issaquah City Councilmember (former)
Councilmember John Zambrano, City of Mountlake Terrace

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