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DVRPC Year 2020: Land Use and Transportation Plan, The Policy Agenda
Click HERE for graphic. DVRPC YEAR 2020 USE AND TRANSPORTATION PLAN THE POLICY AGENDA Direction 2020 Report No. 21 Delaware Valley Regional Planning Commission The Bourse Building - 8th Floor 111 South Independence Mall East Philadelphia, PA 19106-2515 DECEMBER 1994 The preparation of this report was funded through federal grants from the U.S. Department of Transportation's Federal Highway Administration (FHWA) and Federal Transit Administration (FTA), as well as by DVRPC's member governments. The authors, however, are solely responsible for its findings and conclusions, which may not represent the official views or policies of the funding agencies. Created in 1965, the Delaware Valley Regional Planning Commission (DVRPC) is an interstate, intercounty and intercity agency which provides continuing, comprehensive and coordinated planning for the orderly growth and development of the Delaware Valley region. The region includes Bucks, Chester, Delaware, and Montgomery counties as well as the City of Philadelphia in Pennsylvania and Burlington, Camden, Gloucester, and Mercer counties in New Jersey. The Commission is an advisory agency which divides its planning and service functions between the Office of the Executive Director, the Office of Public Affairs, and three line Divisions: Transportation Planning, Regional Information Services Center, which includes Regional Planning Office, and Finance and Administration. DVRPC's mission for the 1990s is to emphasize technical assistance and services and to conduct high priority studies for member state and local governments, while determining and meeting the needs of the private sector. The DVRPC logo is adapted from the official seal of the Commission and is designed as a stylized image of the Delaware Valley. The outer ring symbolizes the region as a whole while the diagonal bar signifies the Delaware River flowing through it. The two adjoining crescents represent the Commonwealth of Pennsylvania and the State of New Jersey. The logo combines these elements to depict the areas served by DVRPC. DELAWARE VALLEY REGIONAL PLANNING COMMISSION Publication Abstract TITLE Date Published: December 1994 DVRPC Year 2020 Land Use and Transportation Plan: The Policy Publication No. 94028 Agenda Direction 2020 Report No. 21 Geographic Area Covered: Nine-county Delaware Valley region: Bucks, Chester, Delaware, Montgomery and Philadelphia in Pennsylvania; Burlington, Camden, Gloucester and Mercer in New Jersey Key Words: Goals; Policies; Actions; Implementation; Strategies, DIRECTION 2020; land use, congestion, environment; air quality; economy; freight; mobility; housing ABSTRACT This report provides the goals, policies, actions and implementation strategies of DIRECTION 2020, DVRPC's long-range land use and transportation plan for the Delaware Valley region. Implementation strategies are presented for each of 55 specific action steps previously identified by the DVRPC Board. Significant new implementation tools are boxed on each page and summarized in the last chapter. For More Information Contact. Delaware Valley Regional Planning Commission Barry Seymour, Office of Regional Planning or Don Shanis., Transportation Division The Bourse Building - 8th Floor 111 South Independence Mall East Philadelphia, PA 19106-2515 (215) 592-1800 TABLE OF CONTENTS Page INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .III GLOSSARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VII PHYSICAL FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF-1 TRAFFIC CONGESTION. . . . . . . . . . . . . . . . . . . . . . . . . . TC-9 ENVIRONMENTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . ENV-15 AIR QUALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AQ-25 ECONOMIC DEVELOPMENT. . . . . . . . . . . . . . . . . . . . . . . . .ED-33 FREIGHT MOVEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . .FM-43 MOBILITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOB-51 HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOU-59 SUMMARY OF SIGNIFICANT NEW INITIATIVES. . . . . . . . . . . . . . . SUM-67 I INTRODUCTION As we approach the 21st Century, the way we deal with the issues of land use and development, transportation access, and environmental protection will not only determine the quality of our lives, but the lives of generations to come. Since 1965, the Delaware Valley Regional Planning Commission has addressed the emerging needs of the region through long-range plans which considered the land use and transportation issues of the day. In response to changing conditions and the new federal mandates, DVRPC is preparing a long- range LAND USE AND TRANSPORTATION PLAN FOR THE YEAR 2020 that will provide a framework for state, county and municipal governments, enabling them to better plan for their communities. This "future vision" will help public and private sector decision- makers to make planning related choices which will prevent many of the problems associated with the region's past development practices. Municipalities can maintain or improve the quality of life within their communities and the region by designing local policies, plans and ordinances which are consistent with the goals of the region's long-range plan. Over the past two decades, dramatic changes have occurred in the Delaware Valley which present significant opportunities and challenges for the region's future. Between 1970 and 1990, the number of housing units increased by almost 400,000; the number of jobs increased by 28%, from 2.2 million in 1970 to over 2.8 million in 1990; and the population loss of 2% in the 1970's was reversed by the more than 3% gain in the 1980's. However, it is the pattern of growth and change that is most striking. Suburban and rural areas at the region's fringe grew at a rapid pace during this time, while urbanized areas such as Philadelphia, Trenton and Camden lost both residents and jobs. Regional forecasts prepared by DVRPC for the year 2020 predict continued growth in suburban areas and slow or no growth in the region's cities. A continuation of these trends in the cities would - mean a shrinking tax base, increased social costs, and underused infrastructure. In the suburbs, traffic congestion, limited mobility, the loss of open space and farmland, and a diminishing supply of affordable housing are already major concerns. The challenge now facing public officials, planners and citizens in the Delaware Valley is to create a more efficient, competitive and sustainable region by providing equal access to opportunities. Fundamental to this challenge is the need to improve the linkage between land use and transportation planning and facilities in both city and suburb. In addition, the region must consider such critical issues as the supply and cost of housing; the environmental protection of critical natural resources; the loss of farmland and open space; economic development in older communities; and the preservation of the region's existing infrastructure. The 2020 Plan builds upon DVRPC's previous long-range regional plans to create a vision of the future. The regional development goals and policies are designed to address these critical issues and provide the policy direction for the functional and facility plans to follow. The regional goals create the framework for the 2020 Plan. III NEW SUPPORT FOR LONG-RANGE PLANNING Two recently enacted federal laws mandate the integration of long-range land use and transportation planning ... the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) and the Clean Air Act Amendments (CAAA) of 1990. While these new laws support regional planning, they also place stringent requirements on the Delaware Valley to meet certain mandates within a specific timeframe. ISTEA - A NEW VISION ISTEA establishes a new vision of surface transportation in America. The purpose of the act is to develop a national intermodal and multi-modal transportation system that is economically efficient, environmentally sound, moves people and goods in an energy efficient manner, and provides the foundation for the nation to compete in the global economy. The act provides a unique opportunity for DVRPC as the region's metropolitan planning organization (MPO) to take on a new role in programming transportation dollars directed toward the Philadelphia area. Funds allocated under the Surface Transportation Program will be administered by DVRPC, including prioritization of projects on a regional basis. In cooperation with member governments from Pennsylvania and New Jersey and participating transit operators, the Commission will produce both a long-range facilities plan and a Transportation Improvement Program (TIP) for the region. This planning process must incorporate such overarching considerations as land use, intermodal connectivity, methods to enhance transit service, other needs identified through management systems, and the attainment of national air quality standards. THE CLEAN AIR ACT AMENDMENTS The CAAA establish an aggressive program and timetable for improving the nation's air quality. Compared with previous amendments, the 1990 law places greater emphasis on mobile sources of emissions, such as automobiles and trucks, and sets penalties which the Environmental Protection Agency will invoke if states fail to submit an adequate plan to attain standards. The amendments divide the urban non-attainment areas of the country into several categories depending upon the severity of violations. The Philadelphia area is classified as "Severe 15," which means the region has until the year 2005 to attain the mandated standards through emissions reductions. The amendments place the responsibility for developing and activating implementation plans directly on the states. DVRPC will play an important role in helping to shape many of the programs that relate to transportation sources of pollution and are required by the act. The 2020 long-range transportation and land use plan must conform with these requirements. IV GOALS FOR 2020 This report provides the specific goals, policies and actio needed to advance the Delaware Valley into the 21st Century. Within each of eight primary issue areas, a goal statement defines the broad vision for the future. A number of policies define the various components of each issue area and provide further specificity. These policies, in turn, are to be implemented through a series of action steps and implementation strategies. There are a total of 8 goals, 26 policies and 55 action steps presented. The goals of the 2020 Plan give priority to promoting sustainable development by preserving and strengthening the existing resources of the region in order to create a more efficient and compact pattern of development. Investment in infrastructure will be used to encourage development within existing communities and appropriate growth areas, rather than further dispersing land uses. Economic development strategies to stabilize and encourage growth in the urban centers of Philadelphia, Camden, Chester, Trenton and other established communities are an essential element of the plan. The region's highway and transit network will be maintained and improved toward the goal of providing the efficient movement of both people and goods. Strategies to reduce traffic congestion by creating alternative travel modes or reducing the number of single- occupant vehicles are given priority over capacity increases or new facilities. New development must be sensitive to the critical natural resources of the region, such as woodlands, wetlands, stream corridors, groundwater recharge areas and habitat areas. The goals and policies support strategies which preserve open space and productive farmland, and provide the park and recreational facilities needed for the future. Development around centers, along corridors and within existing communities is a primary land use objective. The goals for 2020 encourage concentrating new development within a hierarchy of existing and emerging centers, and along those highway or transit corridors that link a mix of land uses with transportation facilities. By concentrating development into existing and designated new growth centers and corridors, scarce resources will be better utilized and preserved, and existing rural character can be maintained. Concentrating development in centers and corridors will provide a better link with transportation facilities, while preserving open space, natural resource areas, and farmlands. Providing economic opportunities and a diversity of housing choices in these centers will ensure the future health of the region. In order to be successful, these areas must have a sufficient mix of residential, commercial, employment and recreational opportunities to attract both residents and workers. Densities must be sufficient to make public transit such as bus or rail feasible, and should be compact enough to accommodate pedestrians and bicycles, thus alleviating the need for many vehicle trips. Alternatives to the automobile will become possible, reducing traffic congestion and improving the region's air quality. IMPLEMENTING THE GOALS For each action step included with the eight primary issue areas - 55 in all - a series of implementation strategies to achieve that action step have also been identified. These implementation strategies include the specific legislative, administrative, fiscal or policy changes needed to make each action a reality. Included are recommendations for changes at the federal, state, regional, county and municipal levels, as well as strategies for transit operating agencies, bi-state agencies, regional authorities, non- profit organizations, farmers and real estate developers.. These implementation strategies include both incentives and deterrents, and range from continuing use of certain planning tools and programs through simple changes in existing programs to dramatic changes in policy or state enabling legislation. As such, while some of these actions will be easy to achieve through simple changes in procedure, others present much more complex political challenges and additional financial commitments. Significant new initiatives have been boxed on each page and are summarized in the final chapter. Identifying the appropriate implementation strategies for inclusion in the plan is essential for the ultimate use and success of DIRECTION 2020. DVRPC is currently working to develop the physical portion of the plan - the land use, open space and transportation facilities recommended for the future. The physical plan is based on a "Centers and Corridors" approach, which focuses on channeling new development into and along existing and emerging centers and corridors, to create the mix of uses and density patterns that can be efficiently served through intermodal transportation choices. Local area plans have been developed that utilize many of the strategies contained within this report, applied based on local needs and conditions. Change will be necessary. If we wish to change our patterns of development, our transportation choices, and our environmental and economic future, then changes in our current policies and practices cannot be avoided. The goals, policies, action steps and implementation strategies identified here represent the collective input of DVRPC, its member governments and operating agencies, and the region's citizens. This agenda for action charts the course for changes in state enabling legislation, changes in agency operating procedures, changes in administrative policy, and changes in attitude about what can be accomplished through cooperative efforts. It also provides the framework for the detailed planning elements of DIRECTION 2020, including the local area corridor plans, the regional land use plan, and the regional transportation plan. Additional work at the Commission will focus on further defining and prioritizing these implementation strategies to set a clear regional agenda for the future. VI GLOSSARY KEY ACTORS AND IMPLEMENTORS AAA - American Automobile Association CDC - Community Development Corporation DCA - Department of Community Affairs DOT - Department of Transportation DRBC - Delaware River Basin Commission DRPA - Delaware River Port Authority DVRPC - Delaware Valley Regional Planning Commission EPA - Environmental Protection Agency FHWA - Federal Highway Administration FRA - Federal Railway Administration FTA - Federal Transit Administration GMTF - Goods Movement Task Force HUD - Housing and Urban Development (Department of) NJDEP - New Jersey Department of Environmental Protection NJDOT - New Jersey Department of Transportation NJT - New Jersey Transit NOAA - National Oceanic and Atmospheric Administration NTSB - National Transportation Safety Board PADER - Pennsylvania Department of Environmental Resources PATCO - Port Authority Transit Corporation PennDOT - Pennsylvania Department of Transportation RAQC - Regional Air Quality Committee RCC - Regional Citizens Committee RTC - Regional Transportation Committee SEPTA - Southeastern Pennsylvania Transportation Authority TMA - Transportation Management Association VII GLOSSARY TECHNICAL TERMS APO - Average Passenger Occupancy CAAA - Clean Air Act Amendments of 1990 CAFE - Corporate Average Fuel Economy CDBG - Community Development Block Grant CWA - Clean Water Act CZM - Coastal Zone Management ETRP - Employer Trip Reduction Program HOV - High Occupancy Vehicle ISTEA - Intermodal Surface Transportation Efficiency Act of 1991 IVHS - Intelligent Vehicle Highway Systems JTPA - Jobs Training Partnership Act MSW - Municipal Solid Waste NPDES - Non-Point Discharge Elimination System NPS - Non-Point Source PDR - Purchase of Development Rights RIRA - Recreation Improvement and Rehabilitation Act SIP - Statewide Implementation Plan TIP - Transportation Improvement Program TCM - Transportation Control Measures TDR - Transfer of Development Rights UGB - Urban Growth Boundaries VIII PHYSICAL FORM Click HERE for graphic. GOAL 1: ENCOURAGE LAND USE PATTERNS THAT ENHANCE COMMUNITY CHARACTER, PROVIDE FOR A MIX OF RESIDENTIAL, COMMERCIAL, EMPLOYMENT AND RECREATIONAL OPPORTUNITIES; AND LINK THESE ACTIVITIES WITH TRANSPORTATION FACILITIES POLICY 1.1 CONCENTRATE DEVELOPMENT WITHIN EXISTING AND EMERGING CENTERS AND CORRIDORS ACTION 1.1.a. Encourage population and employment stability or growth in urbanized areas ACTION 1.1.b. Encourage suburban growth in designated areas with adequate infrastructure POLICY 1.2 MAINTAIN RURAL CHARACTER OF PORTIONS OF REGION ACTION 1.2.a. Limit new infrastructure in rural areas ACTION 1.2.b. Limit rural or farmland acreage developed POLICY 1.3 PROVIDE SUFFICIENT PUBLIC OPEN AND RECREATIONAL SPACE ACTION 1.3.a. Provide new land for open space and recreational facilities to meet forecasted population's needs POLICY 1.4 UPGRADE OR EXPAND PUBLIC SERVICES AND INFRASTRUCTURE IN APPROPRIATE GROWTH AREAS ACTION 1.4.a. Provide adequate capacity for water and sewer systems and other services as measured against residential and commercial needs in designated growth areas ACTION 1.4.b. Preserve and enhance key elements of the existing transportation system PHYSICAL FORM POLICY 1.1: Concentrate Development within Existing and Emerging Centers and Corridors ACTION 1.1.a. ENCOURAGE POPULATION AND EMPLOYMENT STABILITY OR GROWTH IN URBANIZED AREAS IMPLEMENTATION While the regional population and employment base has grown over the past two decades, the urban centers of the region, such as the core cities of Philadelphia, Trenton, Camden and Chester, have lost both residents and jobs. Creating a healthy, viable, efficient and growing region into the future will be impossible unless these urban centers are stabilized and encouraged to grow. To encourage growth in the urban areas: 1. Counties and municipalities should utilize all available state and federal funding programs in conjunction with a local capital improvements program to revitalize residential neighborhoods in urbanized areas. Social services programs should be linked with neighborhood preservation and housing assistance programs to encourage homeownership opportunities. Municipal zoning regulations should encourage infill development and mixed-uses where appropriate, stressing good urban design and creation of local parks and green spaces. 2. Urbanized areas should expand their work with business groups (such as Chambers of Commerce and merchants associations) to promote business districts. These organizations can be a source of funding for business district improvements, and can prioritize and carry out the goals of the business community. Public/private development opportunities should be pursued. 3. City and State agencies should continue to provide incentives to employers and developers to locate or develop in industrial or commercial districts of urbanized areas and combine those incentives with the job training and marketing efforts needed to make these projects work. Federal "empowerment" zone designation should be pursued for Philadelphia and Camden. Other urban centers should pursue state or federal "enterprise" zone designation. 4. Municipal and county governments should seek funding and give priority to maintaining/revitalizing urbanized areas, increase urban forestry and local park development, and investigate available programs designed to promote historic preservation and promote Main Streets. Congress should restore the Historic Preservation Tax Credit to encourage investment in urban areas. 5. State and federal regulatory agencies should provide priority funding for infrastructure maintenance and improvements, including sewer, water, roads and parks in urbanized areas and seek to locate public offices, employees and facilities in the urban areas. Local governments must provide adequate services, including police, fire, sanitation, recreation and school systems. 6. States should adopt legislation and federal and state regulatory agencies should adopt or revise regulations aimed at encouraging the reuse of old industrial sites rather than new development in inappropriate areas. Clear guidelines for cleanup measures based on the risks and the use of the property should be set that protect surrounding residents; the liability of innocent parties not responsible for the pollution but involved in its cleanup should be limited; and a loan fund and industrial land recycling fund to aid industrial site cleanups should be established. 7. Counties in the region should organize to consider the adoption of a dedicated regional wage tax in lieu of a reduced property tax to fund education, public services and infrastructure improvements and to level the playing field between Philadelphia and the suburban counties. Such a regional tax may require State authorization. PF-2 PHYSICAL FORM POLICY 1.1: Concentrate Development Within Existing and Emerging Centers and Corridors ACTION 1.1.b. ENCOURAGE SUBURBAN GROWTH IN DESIGNATED AREAS WITH ADEQUATE INFRASTRUCTURE IMPLEMENTATION Within the Delaware Valley, growth pressure is primarily felt in the suburban counties of the region. This growth pressure must be managed and directed so that the goal of concentrating new development in existing and emerging centers and corridors can be achieved through coordinated planning efforts among the state, county and municipal levels of government. To encourage orderly suburban growth in designated areas with adequate infrastructure: 1. State agencies, counties and municipalities in New Jersey should adhere to the stated goals and strategies of the State Development and Redevelopment Plan. The Office of State Planning, DVRPC and county planning offices should provide technical planning assistance to municipalities. 2. SEPTA, NJ TRANSIT and other transit providers should improve their existing services, and expand into areas designated for future suburban growth. State DOTs should work to reduce local congestion conditions in center and corridor areas in order to make those areas more attractive for residents and employers. Municipal zoning ordinances should require pedestrian, bicycle and transit-friendly urban design. 3. Municipal zoning regulations must be revised to encourage residential growth and development of employment centers within existing and emerging centers and corridors, by incorporating techniques such as density bonus provisions, village zoning, station area overlay zones, and more efficient and expedited permitting. Municipalities should work with their neighbors to form joint plans and zoning ordinances. 4. The Commonwealth of Pennsylvania should implement growth management legislation, (which now exists in New Jersey) that would provide a legal underpinning for counties and municipalities to adopt growth management land use policies that are coordinated with county, regional and state planning goals. DVRPC and county planning offices should provide technical assistance to local governments. 5. Local plans should be consistent with state, regional and county plans. Counties and municipalities should review and revise their comprehensive plans and zoning regulations to direct future development to areas with adequate infrastructure. State legislation should assign counties a stronger role in reviewing, approving or denying projects with regional impacts. 6. Counties should designate urban growth boundaries (UGB) or Community Development Boundaries within their comprehensive plans that contain only those land areas served or projected to be served by adequate infrastructure and ensure that development policy is consistent with those plans. 7. The States of New Jersey and Pennsylvania should enact, and counties and municipalities should implement, county-level Transfer of Development Rights (TDR) legislation that designates appropriate rural areas and areas without infrastructure as sending areas and emerging and existing center and corridor areas with adequate infrastructure as receiving areas. Municipal TDR is now authorized in Pennsylvania but only within Burlington County in New Jersey. 8. State legislatures should consider tax reform to reduce the municipal dependence on real estate taxes and to provide additional revenue options for local governments, as proposed for Pennsylvania. Reducing the reliance on real estate taxes will reduce the desire to zone for commercial development in inappropriate areas in order to increase local revenues. PF-3 PHYSICAL FORM POLICY 1.2: Maintain Rural Character of Portions of Region ACTION 1.2.a. NEW INFRASTRUCTURE IN RURAL AREAS IMPLEMENTATION The rural character of portions of the Delaware Valley is an essential element in the image, quality of life, and economic stability of the region as a whole. Rural areas maintain a tradition, provide a lifestyle choice, and permit farming activities to continue. Key to maintaining these rural areas are limits on the new infrastructure extending outward from the developed areas of the region. To limit new infrastructure in rural areas: 1. Municipalities can encourage higher density development in designated growth areas while preserving the remainder of the rural area, by amending zoning ordinances to use village extension, clustering and planned unit development design approaches to concentrate infrastructure improvements in designated centers. These centers should serve the retail and service needs of the surrounding rural area. 2. Municipal governments should amend zoning ordinances to preserve prime agricultural land in rural areas. These lands should be zoned exclusively for agriculture rather than large- lot residential or commercial. Sliding scale or net-lot averaging techniques could be used to permit limited development. Existing agricultural preservation programs, such as Agricultural Security Districts and purchase of development rights, should be expanded in priority areas. 3. Municipalities, with technical assistance from counties, should investigate the use of Transfer of Development Rights (TDR) programs as a means to maintain agricultural viability and rural character and limit new infrastructure development. Receiving areas should be established in areas with adequate existing water, sewer and transportation infrastructure, while sending areas should be those prime agricultural and rural areas without the necessary infrastructure to support development. While TDR is authorized in Pennsylvania, the New Jersey legislature should authorize TDR beyond Burlington County. 4. Counties and municipalities should require that developers conduct a full impact analysis of significant development proposals, including the fiscal impacts of providing new services and infrastructure to the proposed development. Reasonable and equitable impact fee programs should be established where appropriate to pay the necessary cost of these improvements such as the transportation improvements permitted under Pennsylvania's planning code and the roads, water, sewer and drainage improvements authorized under New Jersey's land use law. 5. State enabling legislation should assign counties the authority to review, approve or deny projects of regional significance and to establish Urban Growth Boundaries (UGB) or Community Development Boundaries to preserve rural areas. New or expanded infrastructure facilities would not be built outside the UGB until development opportunities within the UGB are depleted. 6. PADER and NJDEP could halt the spread of leap-frog development by strengthening the rules for on-lot treatment or preventing new residential development if existing sewer and water facilities have insufficient capacity to treat the new development. Local sewage facilities plans need to be coordinated with comprehensive and master plans to limit growth in areas without adequate infrastructure. 7. PADER, NJDEP and municipal governments should prohibit the use of package sewage treatment plants in rural areas unless maintenance and oversight responsibilities are clearly defined. These facilities cannot be expanded and often are poorly managed resulting in below standard performance. Local governments often have to assume control of the facility and all associated costs. Groundwater protection programs are essential, particularly in areas without public water systems. PF-4 PHYSICAL FORM POLICY 1.2: Maintain Rural Character of Portions of Region ACTION 1.2.b. LIMIT RURAL OR FARMLAND ACREAGE DEVELOPMENT IMPLEMENTATION Current development patterns have consumed a vast amount of farmland, woodlands, and other rural landscapes. Continuing trends threaten agricultural heritage and rural vistas of the region as prime farmland and farmsteads, hamlets and villages are replaced by new subdivisions and commercial centers. However, if supported by the implementation of appropriate tools, farmland, villages and the rural landscape can be preserved for future generations. To limit rural or farmland acreage developed: 1. Local governments with existing viable farmland should adopt a resource based comprehensive plan that considers farming to be an integral part of a community's economic portfolio. The plan should concentrate development in appropriate town centers while preserving critical farmland. Techniques within the plan may include Purchase of Development Rights (PDRs), Transfer of Development Rights (TDRs), sliding scale and other effective agricultural zoning (zoning that enables the landowner to realize some development potential of the site while still promoting effective agriculture production), adequate public facilities ordinances, capital improvement programs, growth staging plans, joint municipal zoning ordinances, and urban growth boundaries that limit extension of municipal services. Municipalities should also use these tools to preserve viewsheds around village boundaries to protect village character. 2. Counties should continue to promote cluster and mixed-use village development ordinances where appropriate which reduce development pressures on farms and help to preserve the critical mass needed to support continued farming or more significant natural resources on the tract. 3. DVRPC and/or county planning commissions should undertake a local fiscal impact analysis comparing the costs of farmland and residential growth. The American Farmland Trust in their report "Does Farmland Protection Pay," showed that residential development can cost communities as much as a third more in public services than they raise in revenue, whereas with farmland, a community only pays a range of 2 to 33 cents in services for every dollar raised from agricultural property taxes. 4. Counties should encourage joint municipal planning and zoning ordinances and promote Transfer of Development Rights programs within and between those municipalities, as authorized in both Pennsylvania and New Jersey but not now used. Counties and states should form TDR banks through creative mechanisms such as dedicated funding from real estate transfer taxes or sin taxes. Alternatives to local property taxes should be explored to reduce the pressure to zone for commercial development in order to pay for local services. 5. Congress should: 1) enforce the Farmland Protection Policy Act of 1981, which requires federal agencies to review federally- supported development proposals and avoid certain farmland conversions; 2) adequately fund the 1990 Farms for the Future Act, which authorizes federal cost-sharing for state and local programs that buy agricultural conservation easements; and 3) modify the inheritance tax laws to increase the value of farmland that can be passed between generations without excessive inheritance tax payments. PF-5 PHYSICAL FORM POLICY 1.3: Provide Sufficient Public Open Space and Recreational Space ACTION 1.3.a. PROVIDE NEW LAND FOR OPEN SPACE AND RECREATIONAL FACILITIES TO MEET FORECASTED POPULATION'S NEEDS IMPLEMENTATION Adequate recreational and public open space is extremely important to the image and perceptions that residents have of their community. Counties and municipalities within the region have excellent opportunities to provide greater amounts of open and recreational spaces within their communities to serve both current residents as well as forecasted needs. However, reserving undeveloped land for these purposes requires careful and creative planning. To provide new land for open space and recreational facilities to meet forecasted population's needs: 1. Counties and municipalities in the region should continue to take advantage of all available state and federal programs to assist in open space efforts, including ISTEA; the Pennsylvania Department of Community Affairs' Keystone Recreation Park and Conservation Fund Program; the New Jersey Green Acres, Bureau of Green Trust Management program; and individual county bond programs. 2. The States of Pennsylvania and New Jersey should encourage counties and municipalities to prepare Recreation Master Plans that evaluate the current and forecasted demographic characteristics of the community as well as the physical conditions. Local plans should support and serve to implement DVRPC's regional open space planning recommendations, including multi-municipal and multi-county "greenways and blueways." 3. Pennsylvania counties and municipalities in the region should provide and/or expand bicycle paths, picnic areas, hiking trails, jogging/fitness trails, natural/wild areas and outdoor theaters, as identified within Pennsylvania's Recreation Plan 1991-97. The Pennsylvania Bureau of State Parks should work with the National Park Service to implement the Pennsylvania Trail Plan, including rails-to-trails opportunities. 4. Counties and municipalities in New Jersey should adhere to the "Balanced Land Use Guidelines" of the State Outdoor Recreation Resources Plan which states that 7% of developed and developable county land, and 3% of developed and developable municipal land should be set aside for recreational purposes. 5. Private landowners should be encouraged to donate conservation easements over the land to qualified conservation organizations for preservation and/or recreational use. These organizations should promote the tax advantages of such easements to property owners. 6. Counties and municipalities should require developers to prepare an impact analysis identifying the recreational needs created by that development and a plan for mitigating impacts of their development, if any, upon the public open and recreational spaces and natural resources of the community. Impact fee programs should be authorized by the states as a means to either acquire new parkland (based on a project's impacts) or to pay for other recreational improvements necessitated by the project. 7. Counties and municipalities should use the offlcial map technique to identify the public open and recreational spaces needed for forecasted needs. They should also prepare and adopt a capital facilities plan that budgets for and acquires sufficient lands over time to meet those needs. 8. Counties in the region should initiate bond issue programs for the acquisition and development of open space and recreational lands and facilities to meet their forecasted needs. Pennsylvania should further expand its bond program (most recently Key 93) to finance the acquisition of public open space in this region. PF-6 PHYSICAL FORM POLICY 1.4: Upgrade or Expand Public Services and Infrastructure in Appropriate Growth Areas ACTION 1.4.a. PROVIDE ADEQUATE CAPACITY FOR WATER AND SEWER SYSTEMS AND OTHER SERVICES AS MEASURED AGAINST RESIDENTIAL AND COMMERCIAL NEEDS IN DESIGNATED GROWTH AREAS IMPLEMENTATION The provision of adequate infrastructure and community services is extremely important to the proper functioning and daily life of a community. As communities grow and respond to pressures for growth it is important that they direct that growth to appropriate areas as determined by comprehensive planning analyses. These analyses should determine the infrastructure and public service needs of both the residential and commercial community. The communities will need to match the anticipated needs of the growth areas with appropriate levels of water and sewer capacity and other public services. To provide adequate infrastructure capacity and services in designated growth areas: 1. The State of Pennsylvania and county planning commissions should continue to encourage all municipalities to develop and implement an Act 537 Plan for their existing and future sewage disposal needs. The Act 537 Plan should be consistent with and linked to the comprehensive plan of the municipality and the county. 2. New Jersey municipalities should continue to ensure that their Master Plans are in conformance with the 208 Water Quality Management Plan governing their land area. Specifically, areas designated for growth by municipal master plans must be within the 208 Plan's designated public sewage disposal service areas. 3. Counties and municipalities should review and revise existing zoning regulations, using density bonuses as necessary to attract development to growth areas, and establish impact fee regulations to provide for infrastructure and public services concurrent with estimated future residential and commercial needs. 4. States, counties and municipalities should work with SEPTA, PATCO, NJTRANSIT and other transit providers to expand and improve their services in appropriate growth areas thereby attracting growth and the required supporting sewer and water infrastructure and public services. 5. Counties should encourage municipalities to utilize existing infrastructure capacity before constructing new capacity. They should also initiate comprehensive planning analyses to determine the location of growth areas and the anticipated residential and commercial needs for infrastructure and public services within. These plans should be consistent with county and regional plans. State regulatory agencies should not permit expansion of services into inappropriate areas as defined on State, county or regional plans. 6. The Pennsylvania and New Jersey state governments should give priority to public investments in those areas designated for growth in regional, county and municipal comprehensive land use plans because of their existing adequate capacity for transportation, sewer and water systems and other public services. 7. Pennsylvania and New Jersey should enact enabling legislation permitting counties and municipalities to adopt and implement an Adequate public Facilities Ordinance. Such ordinances could act as an enforceable legal instrument requiring that necessary water and sewer infrastructure, schools, and other public services are provided for and in place at the time of development. PF-7 PHYSICAL FORM POLICY 1.4: Upgrade or Expand Public Services and Infrastructure in Appropriate Growth Areas ACTION 1.4.b. PRESERVE AND ENHANCE KEY ELEMENTS OF THE EXISTING TRANSPORTATION SYSTEM IMPLEMENTATION Identifying appropriate growth areas of the region starts with those areas that are already developed. These areas may either have excess capacity in their infrastructure that can support additional development, or infrastructure which can be expanded cost effectively. The transportation system is a major component of an area's infrastructure. The region should establish a program of replacing or rehabilitating transportation assets at the optimal replacement cycle. Improvements include resurfacing, restoration, and rehabilitation, and transit facility and fleet replacement or modernization. ISTEA required each state, in cooperation with its MPOS, to develop six management systems to preserve the nation's transportation infrastructure. Key elements of the existing infrastructure are recognized in those systems as those elements necessary from a regional perspective, to insure the safe and efficient movement of people and goods. Strategies to achieve preservation of the system include: 1. State DOTs in cooperation with DVRPC and transit agencies should establish the six management systems required by ISTFA. These include: Bridge Management Traffic Congestion Management Intermodal Facilities and Management Pavement Management Public Transportation Facilities and Equipment Management Highway Safety Management 2. State DOTs and transit operators should preserve unused rights of way (e.g., abandoned railroad corridors) for future transportation improvements. 3. State DOTS, DVRPC and transit operators should establish performance standards for use with data from the management systems to identify those elements of the system which fail to meet standards. 4. State DOTS, DVRPC and transit operators should establish a prioritization methodology for selecting improvements among those that are below accepted standards. 5. DVRPC, in consultation with FHWA and FTA, should establish a program that rewards transit and highway system operators for effective preventive maintenance and which discourages neglect of facilities. PF-8 TRAFFIC CONGESTION Click HERE for graphic. GOAL 2: EASE TRAFFIC CONGESTION THROUGH THE REDUCTION OF SINGLE OCCUPANT VEHICLES BY BETTER INTEGRATING AUTOMOBILE, PUBLIC TRANSIT, BICYCLE AND PEDESTRIAN FACILITIES; ENCOURAGING CHANGES IN COMMUTERS' TRAVEL HABITS; AND IMPROVING THE EFFICIENCY OF EXISTING TRANSPORTATION SERVICES POLICY 2.1 PROVIDE MORE NON-AUTO OPTIONS FOR COMMUTERS ACTION 2.1.a. Improve area coverage and operation of transit service ACTION 2.1.b. Increase the number of multimodal transportation centers and park and ride facilities ACTION 2.1.c. Encourage pedestrian, bicycle and transit-oriented land use and mixed-use development POLICY 2.2 USE TRANSPORTATION DEMAND MANAGEMENT TECHNIQUES FOR CORRIDOR AND SYSTEM PLANNING ACTION 2.2.a. Establish programs aimed at reducing the total number of vehicle trips POLICY 2.3 OPTIMIZE EFFICIENCY OF EXISTING TRANSPORTATION SYSTEMS ACTION 2.3.a. Reduce traffic congestion along travel corridors and at critical intersections through incident management, access controls and advanced technology systems TC-9 TRAFFIC CONGESTION POLICY 2.1: Provide More Non-Auto Options for Commuters ACTION 2.1.a. IMPROVE AREA COVERAGE AND OPERATION OF TRANSIT SERVICE IMPLEMENTATION Most transit systems today are collections of routes which have evolved over time through a series of small adjustments, each in response to a perceived need. Additional thought needs to be given as to how well the routes work collectively as a system, or whether the service is as competitive with the automobile as it might be. To increase market share, potential customers must be offered services that go where they want to go, when they want to go and at a price they are willing to pay in terms of fare, travel time, comfort and other perceived qualities. In many cases routes can be restructured to better match current trip patterns, reduce travel times and cut operating costs. Park-and-ride lots can extend the reach of express routes to lower density areas. Separate rights- of-way may be needed in high density corridors to allow transit vehicles to bypass highway congestion that slows autos. New technology can be used to improve communications, information systems, fare collection and generally improve the user friendliness of the system. Strategies to improve coverage and service include: 1. Transit operators should continue to restructure routes to increase efficiency of existing service, provide new intermodal connections and add new service where markets are available. 2. Transit operators should strive to reduce travel times in order to improve competitiveness with other modes. Strategies include: consolidation of stops, better use of express and local services, use of signal preemption by street vehicles where advanced traffic control is present and signaling and track improvements for rail vehicles. 3. Transit operators, TMAs and employers should use Geographic Information Systems to match commuters with existing service, to target their marketing efforts in a certain area, and to design new services where needed. 4. Transit operators should develop new information systems with better communications and graphics that are "user-friendly" and that make it easier for new or occasional riders to use public transportation. 5. Transit operators should use advanced fare collection systems to reduce time needed at stops and stations, to ease payment barriers, to permit fare structures that better match the service and to collect ridership data. SEPTA now operates an extensive pre-paid pass and automatic fare reading system. 6. Transit operators should facilitate transfers through coordinated scheduling, improved pedestrian flow at transportation centers, better directional signage, simplified payment procedures and use of vehicle-to-vehicle communications. The last could reduce missed connections by alerting drivers when and where to expect transfers. 7. Transit operators should improve services in lower density areas through simplified, timed transfers at key transfer points, demand-responsive vehicles as circulators to feed routes and expansion of park-and-ride lots. 8. Transit operators should develop Intelligent Vehicle/Highway Systems (IVHS) programs to provide guidance in the implementation of these emerging technologies in their operations. Such programs should include both near term and long term projects to recognize current initiatives and the wide variety of systems. TC-10 TRAFFIC CONGESTION POLICY 2.1: Provide More Non-Auto Options for Commuters ACTION 2.1.b. INCREASE THE NUMBER OF MULTI-MODAL TRANSPORTATION CENTERS AND PARK AND RIDE FACILITIES IMPLEMENTATION Transportation centers are facilities where a number of different transit lines, including rail and/or buses, come together in an area of land use activity so that the transit service is linked directly and conveniently to the adjoining land uses. Park and ride lots are facilities whereby drivers or bicyclists can park one vehicle in order to transfer to another for carpools, vanpools or transit vehicles. Both facilities serve to reduce single occupant vehicles and congestion. In order to increase the number of multi- modal transportation centers and park and ride facilities: 1. DVRPC and County planning agencies should assist PennDOT and NJDOT in identifying potential park and ride sites at focal intersections or highway interchanges that can intercept single occupant vehicles and provide for a convenient transfer to a train, bus, carpool, vanpool or other transit service. Potential sites should be situated in proximity to the regional transportation network, have the potential to attract a significant number of travelers, and be in areas to reduce congestion. Sites that can link residential neighborhoods with expressways, rail lines and/or express bus routes have the greatest likelihood of success. Where linked to a bicycle network, the sites should provide secure bicycle lockers and storage. 2. PennDOT and NJDOT should conduct market area evaluations of potential sites to determine expected demand. Evaluations must consider overall travel distance, travel time, travel cost, proximity to transportation services, transit frequency and locational factors, such as land availability, cost, adjacent land uses, environmental constraints and neighborhood acceptance. Select sites with greatest market viability and design for projected demand. State departments of transportation should enroll regional transit agencies and private interests in the design, funding, construction, marketing and maintenance of these facilities. 3. SEPTA, NJ TRANSIT and PATCO should continue to explore joint development projects with municipalities and private developers on land surrounding transit stations. A higher- density mixed use development, which could include parking structures, will serve to increase ridership while providing an economic benefit to these communities. 4. DVRPC, county planning agencies and transit operators should work to implement identified potential transportation centers that facilitate movement of people into and out of activity areas and link transit service with surrounding land uses. A hierarchy of transportation centers should be established, representing both urban and suburban densities. Transportation centers work best when served by several transit lines and surrounded by a mix and density of residential, retail and employment activity within convenient walking and bicycling distance. 5. Municipalities should enact appropriate zoning and land use controls to encourage an appropriate land use mix and density in the area of transit centers. Guidelines for transportation centers should specify appropriate land uses and densities, as well as circulation, parking, bicycle and pedestrian improvements needed to link transit with nearby activities. TC-11 TRAFFIC CONGESTION POLICY 2.1: Provide More Non-Auto Options for Commuters ACTION 2.1.c. ENCOURAGE PEDESTRIAN, BICYCLE AND TRANSIT-ORIENTED LAND USE AND MIXED-USE DEVELOPMENT IMPLEMENTATION The Delaware Valley region has a well-established network of existing transit service, including commuter rail, light rail and bus systems. However, for the transit system to maintain its ridership or expand service to other areas, it is essential to improve the links between land uses and surrounding development. To encourage transit oriented land use and mixed-use development: Municipalities responsible for local area planning decisions should: 1. Utilize existing planning tools to encourage higher densities and different uses at existing transit stations and create new developments that are sensitive to and can accommodate expanded transit service. 2. Require cluster development where possible, to reduce the walking distance between each of the buildings and the nearest bus stops or transit facility. Zoning and subdivision regulations should also require developers to provide a mix of uses within a development at appropriate locations, such as restaurants, banks, daycare and convenience stores. This will reduce the number of off-peak automobile trips. 3. Establish site design standards within a subdivision and land development ordinance that require new commercial or residential developments to be oriented toward streets with bus service or require preferential parking for carpools and vanpools adjacent to building entrances. If a development is in proximity to a rail station, the amount of required parking could be reduced, and developers given incentives or bonuses to operate connecting shuttle services. Municipal design standards should also address the layout and arrangement of streets, bikeways and sidewalks, by including provisions for walkways, fighting, benches and bus turn-off facilities. 4. Grant density bonuses for developer improvements, such as a transit center or locating adjacent to a regional rail station. An overlay zone or special district may be created at an intersection or around a rail station, to allow more intense and efficient use of land, a unique mix of uses, or to require the provision of amenities such as bus stops or shelters. Planned unit developments should be encouraged to coordinate development of larger tracts of land with new or expanded transit service and a mix of compatible uses. Regional transit agencies should work with municipalities to: 5. Recognize and respond to emerging land use patterns and plan for system changes to accommodate new needs. 6. Be accessible and responsive to municipalities, to help municipal officials and planners encourage the types of density and center designs which are most compatible with transit service. 7. Consider joint development proposals with municipalities on land surrounding a rail station. Higher density development can both increase ridership on the transit line and provide an economic stimulus to the older communities along the rail fines. TC-12 TRAFFIC CONGESTION POLICY 2.2: Use Transportation Demand Management Techniques for Corridor and System Planning ACTION 2.2.a. ESTABLISH PROGRAMS AIMED AT REDUCING THE TOTAL NUMBER OF VEHICLE TRIPS IMPLEMENTATION Three ways to reduce total trips include combining trips, ridesharing, and eliminating the need for trips. Eliminating trips can be done through telecommuting (working from home with the aid of computers, modems and fax machines or from a neighborhood telework center), compressed work weeks (working the same hours per week or biweekly period in fewer, longer days), and land use strategies (siting of residential development and services within walking or bicycling distance of employment centers). The following actions will reduce the total number of trips: 1. PADER, NJDEP, DVRPC and local advocacy groups should conduct a public education campaign to promote carpooling, bicycling, as well as other commuting options and combining auto driver trips (e.g., combining various errands rather than taking discrete trips). NJDOT currently airs radio spots to encourage alternate modes of transportation. 2. State and county governments, transit operators and interest groups should conduct and support public education efforts designed to promote the idea that pollution can be reduced by driving less. 3. Pennsylvania and local governments should provide tax incentives to employers who offer telecommuting and compressed work week programs. Benefits and incentives for employees who carpool or rideshare should also be identified. New Jersey currently provides a state tax deduction. 4. State, county and municipal governments should provide tax incentives to employers who offer appropriate incentives to employees to locate near their workplace or near convenient transit service. Employers should also consider housing assistance projects to provide opportunities for their employees closer to the job site. 5. Municipalities should revise zoning ordinances to allow a mix of land uses and pedestrian scale activity centers. For example, commercial uses should be permitted in office parks so employees can walk or bike to lunch, banks and stores instead of having to drive to them. Residential, commercial and office uses should be permitted in the same areas so employees can live nearby, thus allowing them to walk or bike to work and to their errands instead of having to drive. Site design standards should be revised to make it easier to walk or bike to work: buildings should be located and oriented toward the street, sidewalks, bus passenger shelters and bicycle parking should be provided and parking lots should be located behind buildings. 6. The region should study the impacts of adopting a tax on new parking facilities to be borne by automobile commuters which would provide funding for ETR and travel demand reduction programs. TC-13 TRAFFIC CONGESTION POLICY 2.3: Optimize Efficiency of Existing Transportation Systems ACTION 2.3.a. REDUCE TRAFFIC CONGESTION ALONG TRAVEL CORRIDORS AND AT CRITICAL INTERSECTIONS THROUGH INCIDENT MANAGEMENT, ACCESS CONTROL, AND ADVANCED TECHNOLOGY SYSTEMS IMPLEMENTATION Nationally, over 50 percent of the delay on the highway system can be attributed to incidents or accidents. Incident management, including incident detection, emergency response and managing traffic flow, with significantly minimize vehicle delays. Advanced technology systems are also being used to manage recurring congestion through advanced traffic control systems, ramp metering, and traveler advisory systems. In order to implement incident management, access controls, and advanced technological systems: 1. State DOTs should continue implementing ramp metering systems and traFFIC operations centers to maintain satisfactory traffic operating conditions on expressways. 2. Toll authorities should implement automatic vehicle identification (AVI) to expedite vehicle movement. 3. Counties and municipalities should develop corridor access management plans to identify the appropriate conditions and locations for access onto roadways as a means to improve safety and capacity. 4. State DOTs should broaden the scope of plans to facilitate traffic movement through/around work zones to address incident management requirements where applicable. 5. State DOTs and Importation authorities should continue installing loop detectors, surveillance cameras, weather monitoring equipment, highway advisory radio (HAR) transmitters and changeable message signs on all limited access highways. 6. State DOTS, transit agencies, toll authorities, county and municipal emergency response agencies and local media should establish a Transportation Operations Coordinating Committee (TRANSCOM) for the region to coordinate traffic information. 7. DVRPC should identify corridors appropriate for advanced traffic control systems. State DOTs and transportation authorities should determine system requirements, costs, benefits and priorities. 8. State DOTs and counties in conjunction with affected localities should develop traffic management plans for major highways with pre-arranged detour routes, signing, radio announcements and traffic control points. 9. State DOTs should station roadside assistance vehicles at strategic locations adjacent to all heavily traveled routes during peak travel periods. 10. State DOTS, state and local police departments, transit operators and traffic reporting firms should collectively institute a televised information service on regional highway and transit travel conditions. 11. State DOTS, toll authorities and transit agencies should design and implement special bus and HOV access gates and lanes at toll plazas to reduce delays and thereby travel times for these vehicles. 12. State DOTs should develop a prioritized list of candidate maintenance projects on a biennial basis for problem locations stemming from poor geometric and pavement conditions. TC-14 ENVIRONMENT Click HERE for graphic. GOAL 3: ASSURE A CLEAN AND SUSTAINABLE ENVIRONMENT FOR EXISTING AND FUTURE RESIDENTS OF THE REGION, AND INTEGRATE ENVIRONMENTAL PROTECTION OBJECTIVES IN ALL PLANNING ACTIVITIES POLICY 3.1 ENCOURAGE THE USE OF SAFE AND EFFICIENT WASTE MANAGEMENT AND REDUCTION PROGRAMS ACTION 3.1.a. Encourage recycling programs in all communities and the growth of recycling industries ACTION 3.1.b. Reduce amount and percentage of waste going to landfills ACTION 3.1.c. Provide additional facilities if needed, for waste disposal POLICY 3.2 PROTECT, MAINTAIN AND IMPROVE QUALITY AND SUPPLY OF WATER ACTION 3.2.a. Improve surface water quality for fishing and swimming ACTION 3.2.b. Meet goals of "Water Quality 2000" to protect and enhance the quality of drinking water supplied by surface and ground sources POLICY 3.3 PROTECT AND PRESERVE CRITICAL NATURAL RESOURCES ACTION 3.3.a. Promote permanent protection of identified critical natural resource areas, including no net loss of wetlands ACTION 3.3.b. Increase river miles protected under state and federal scenic river designation, where appropriate POLICY 3.4 USE ENERGY EFFICIENTLY ACTION 3.4.a. Reduce per capita energy usage ACTION 3.4.b. Encourage the use of alternative fuels, efficient equipment and facility design concepts ENV-15 ENVIRONMENT POLICY 3.1: Encourage the use of safe and efficient waste management and reduction programs ACTION 3.1.a. ENCOURAGE RECYCLING PROGRAMS IN ALL COMMUNITIES AND THE GROWTH OF THE RECYCLING INDUSTRY IMPLEMENTATION Recycling - the removal and reuse of materials from the waste stream - has long been viewed as a practical solution to the problems of solid waste management. In 1987, New Jersey passed the Statewide Mandatory Source Separation and Recycling Act, requiring New Jersey's 21 counties to provide a system for the collection of designated recyclables and develop markets for recyclables. New Jersey has established a 60% recycling goal to be attained by 1995. In Pennsylvania, The Municipal Waste Planning Recycling and Waste Reduction Act (Act 101) was signed in 1988, giving counties the primary responsibility for planning how municipal solid waste (MSW) will be disposed in each county. Curbside recycling programs are required in all of Pennsylvania's larger communities, with a goal of 25% recycling by 1997. The degree to which a community can attain this goal is determined by the strength of recycling markets. Therefore, the stronger the recycling industry, the more materials a community can recycle. 1. State and local laws should require that all levels of government apply and recycle to the use of all products and services and give priority to buying recycled materials. 2. States should fund positions for county recycling coordinators to assist individual municipalities to establish recycling programs. Recycling coordinators should also ensure that waste reduction programs are fully integrated with recycling programs. 3. The states, in conjunction with the counties and DVRPC, should establish a comprehensive inventory and library of recycling industries and organizations throughout the region. 4. States should offer job training and development assistance (such as low-interest business loans) to the recycling industry as part of state sponsored job training and business assistance programs. 5. PennDot and NJDOT should continue to use Rubber Modified Asphalt and Glassphalt in certain highway projects in Pennsylvania and New Jersey, and experiment with other materials such as roofing shingles or incinerator fly ash. County and local road projects should also use these recycled materials. 6. Pennsylvania counties should encourage communities to establish voluntary drop-off centers or curbside recycling programs, if not affected by mandatory recycling requirements. 7. PennDOT and NJDOT should allow the use of the recycling symbol on directional signs that are located on state routes to help residents locate recycling sites in Pennsylvania and New Jersey. 8. Local governments should establish recycling market enterprise zones to provide tax breaks or other incentives for new recycling companies where appropriate within the region. 9. Federal incentives should be developed to encourage manufacturers to reduce wastes and develop capacity and technology for using more recyclables instead of virgin raw materials. Tax deductions or credits for acquiring recycling equipment such as containers, bailers or compactors at commercial sites would further encourage recycling. 10. Federal legislation should establish minimum recycled content standards for newspaper with consideration for paper alternatives as the technology emerges. ENV-16 ENVIRONMENT POLICY 3.l: Encourage the use of safe and efficient waste management and reduction programs ACTION 3.1.b. REDUCE AMOUNT AND PERCENTAGE OF WASTE GOING TO LANDFILLS IMPLEMENTATION The EPA estimates that the amount of waste generated in the United States has more than doubled since 1960 and is projected to continue to grow throughout the rest of the century. As of 1990, EPA estimates that 64 percent of garbage was disposed in landfills, 18 percent was recycled and 18 percent incinerated. Currently, the region is not doing all that it can to decrease the amount of materials being discarded through both source reduction and recycling. Efforts should be undertaken to promote source reduction, recycling and reuse of products. 1. At the state and county level, programs should continue to educate consumers about environmentally correct packaging. 2. Low density communities should encourage home composting of yard waste and non-animal foodstuffs. High density communities should provide a central location for composting of yard waste and all foodstuffs and provide that compost for use by residents for gardening. 3. Large appliances should be diverted from the waste stream through locally sponsored large appliance recycling and reuse programs. 4. Both Pennsylvania and New Jersey should continue to explore markets for recyclables and consider b certain types of packaging. 5. Both states should require all offices and business to recycle high quality office paper and expand recycling to include asphalt and demolition waste. 6. Permanent county household hazardous waste collection programs or facilities should be established, as now exists in several counties in the region. These programs should be accessible and well promoted. 7. Pennsylvania should follow New Jersey's lead and ban white goods, nickel cadmium batteries, tires and scrap metal from landfills. Both states should explore additional landfill bans on plastics, telephone directories and tin cans. 8. More communities should consider introducing variable rate pricing for garbage collection, including bag based recycling, volume based recycling and weight based recycling. 9. Local municipalities should establish battery collection programs in their communities where the private market has not served this function. Act 101 in Pennsylvania requires sellers of automotive batteries to provide for the collection, reuse and recycling of this product. New Jersey requires manufacturers of dry cell batteries to make provisions for the collection of discarded batteries. 10. Local communities should encourage or support individual service station participation in waste oil collection programs. To assist in this effort, states should pass legislation requiring manufacturers of hazardous products make provisions for collecting and recycling them after they have been used. ENV-17 ENVIRONMENT POLICY 3.l: Encourage the use of safe and efficient waste management and reduction programs ACTION 3.1.c. PROVIDE ADDITIONAL FACILITIES, IF NEEDED, FOR WASTE DISPOSAL IMPLEMENTATION During the 1970's, approximately 300 to 400 municipal landfills were built each year. By the 1980's, this number dropped to between 50 and 200, while almost 70% of all landfills closed. Nationally, however, the amount of waste produced per person continues to increase. If per capita waste generation does not decrease or the degree of recycling does not expand, it may be necessary to site new waste disposal facilities or expand existing facilities. 1. Each state should require more uniform waste planning and permitting within its borders in order to achieve regional balances between supply capacity and expected trash generation. 2. Counties should ensure adequate disposal capacity through the timely update of county solid waste plans. New Jersey currently requires plan updates every two years. 3. The EPA, PADER and NJDEP should ensure that landfill or resource recovery facility siting complies with all local, state and federal regulations and ensure that the public is provided a realistic and responsible role in the process. 4. DVRPC, in conjunction with the counties and the states, should examine the cumulative impact of individual permits and solid waste plans in order to aid policy makers in understanding the use of and need for disposal capacity within the region. Data collected by the States should be used to develop regional waste generation disposal models to determine disposal capacity. 5. Landfill operators and managers should maximize existing landfill space through the use of safe and efficient technology. In addition, the use of enhanced landfill compaction and alternative daily covers can create significant capacity savings. 6. landfill operators and managers should explore the option of retrofitting existing facilities that are located in appropriate areas, into solid waste facilities (such as converting a power plant to a cogeneration facility that incinerates solid waste while producing electricity). 7. When choosing municipal solid waste (MSW) facilities, local governments should consider technologies that can give something back to the community, such as landfill gas reclamation and waste to energy facilities that reclaim energy from MSW. ENV-18 ENVIRONMENT POLICY 3.2: Protect, maintain and improve quality and supply of water ACTION 3.2.a. IMPROVE SURFACE WATER QUALITY FOR FISHING AND SWIMMING IMPLEMENTATION Surface water of good quality is one of the region's most valuable natural resources. It is not only the source of sustenance for countless forms of plant and animal life, it also serves as a water source for man's continually increasing domestic, agricultural industrial and recreational needs. Addressing non-point pollution is essential to improve surface water quality for fishing and swimming: 1. EPA should continue to closely monitor NPDES Quarterly Noncompliance Reports to determine the number of facilities in the region not in compliance. 2. Pennsylvania and New Jersey NPDES (Non-Point Discharge Elimination System) permits should be analyzed by EPA to determine the adequacy of enforcement actions against those facilities that have violated their NPDES permits. 3. County conservation districts, local governments and private conservation groups should consider adopting streams under the Pennsylvania Fish Commission's "Adopt a Stream Program." Such programs are aimed at alleviating stream bank erosion and nutrient pollution problems. 4. PADER and NJDEP should develop and submit to EPA and NOAA, Coastal Nonpoint Pollution Control Programs in compliance with Section 6217 of the U.S. Coastal Zone Management Act, which are at least as effective as EPA's measures. 5. The Delaware Estuary Program, together with the States, DRBC and DVRPC should identify land use management practices which result in non point source pollution and develop nonpoint source education programs to educate the public about the effects of NPS pollution. 6. Municipalities should recognize that under municipal code, they possess strong legal capabilities to regulate and govern pollution - causing activities within their boundaries. Land use planning, zoning and subdivision review (including requirements for narrower roads, less paving and retention of more vegetation) are also means to protect surface water quality. 7. Municipalities should determine whether existing state and Federal water pollution control laws are adequate to meet the needs of their communities. Municipalities, under law may adopt ordinances that supplement or increase required state and federal water pollution controls. 8. Pennsylvania DER should develop NPS model ordinances as an educational tool for local governments, as New Jersey has already done. 9. EPA, together with PADER and NJDEP, should develop a region- wide inventory and assessment or Best Management Practices for nonpoint source pollution control in the region. 10. The DRBC should examine the feasibility of delineating regional watershed management districts throughout the region that would require local governments to implement specific land use planning measures and best management practices to control nonpoint source pollution. 11. DRBC, DVRPC or the counties should utilize stream watch funds available through the EPA to implement a region-wide stream watch program to assist regulatory monitoring efforts and identify possible means of non-point source pollution management. ENV-19 ENVIRONMENT POLICY 3.2: Protect, maintain and improve quality and water supply ACTION 3.2.b. MEET GOAL OF "WATER QUALITY 2000" TO PROTECT AND ENHANCE THE QUALITY OF DRINKING WATER SUPPLIED SURFACE AND GROUND SOURCES IMPLEMENTATION The United States currently has no unified national policy that observes the principles of integrated land and water resource planning and management. Current water policies are often narrow and conflicting. "Water Quality 2000" represents an effort by more than 70 private, public and nonprofit organizations to identify water quality problems and craft comprehensive solutions. The report calls for the creation of a unified national water resource policy that integrates both land and water planning. 1. All levels of government should increase resources devoted to public education. Elementary and secondary schools and colleges and universities should incorporate environmental education into their curriculums in order to ensure the public is informed of and sensitive to water quality issues. 2. PADER and NJDEP, working with the DRBC, should continue to be the principal focal points for the implementation of water quality improvement programs. EPA should assume a lead role in helping state and local governments overcome barriers to successful implementation of water quality programs. The EPA should also take the lead in coordinating cooperating federal agencies including the Department of Agriculture, Transportation, Housing and Urban Development, and NOAA. 3. PADER, NJDEP, other state agencies, and local conservation district programs that focus on agriculture pollution prevention should, at the minimum, contain the following elements: education, program assessment, research, monitoring, technical assistance, financial incentives, regulation and penalties for noncompliance. 4. U.S. Army Corps of Engineers should expand its beneficial uses of dredged material initiative in order to provide the best and most efficient use of resources to provide water resources benefits. 5. County and municipal governments should adopt, implement and enforce land use policies that are compatible with the maintenance and restoration of high-quality water resources and suited to the watershed. 6. State and federal economic development assistance programs should assure that all loan or grant recipients are in conformance with environmental regulations or have established individual pollution prevention plans. 7. Congress should establish a federal policy that recognizes the vulnerable nature of ground and surface water resources and commits to reducing pollution at the source, whether point or nonpoint. Amend the Clean Water Act as needed to integrate land and water resource planning. Congress and state legislators should also seek to improve the Incentives for industry to implement effective pollution prevention programs. 8. DVRPC, DRBC, DER and the counties should explore the establishment of regional watershed authorities in Pennsylvania to set policies and review new development proposals affecting ground and surface water resources. Such a regional watershed authority, similar to the Tri-County Water Quality Management Board in New Jersey, should also establish and maintain a regional water quality management plan. These agencies should also work together to identify regional solutions to monitor and mitigate damage caused by Zebra mussels, which are responsible for clogging many water intake pipes. ENV-20 ENVIRONMENT POLICY 3.3: Protect and Preserve Critical Natural Resources ACTION 3.3.a. PROMOTE PROTECTION OF IDENTIFIED CRITICAL NATURAL RESOURCE AREAS INCLUDING NO NET LOSS OF WETLANDS IMPLEMENTATION Because growth and change will continue to occur in the region, it is important that measures be undertaken to ensure that the region's resources are protected from the impacts associated with growth. In order to permanently protect critical natural resources: 1. Local Comprehensive and Master plans should define and map natural resource areas, woodlands, watersheds and wetlands and include provisions for protecting significant resources in local zoning and subdivision ordinances. 2. Municipalities should continue to adopt special zoning and subdivision ordinances to control development in 100 year floodplains, areas with steep slopes, and critical habitat areas. 3. Counties and municipalities should promote and support park and greenway proposals which aim to preserve sensitive areas as open space or to restore degraded urban areas back to useable open space. Local governments should act to implement county and DVRPC regional open space plans. 4. Municipalities, counties and conservancies should acquire and manage wetlands and important woodlands and other natural areas to ensure that they are protected. 5. PADER and NJDEP should develop state-wide data bases with the goal of determining both qualitatively and quantitatively the effect of the cumulative destruction of wetlands and other environmentally important habitats. 6. PADER and NJDEP should conduct an evaluation of the compatibility/incompatibility of the states' economic development and environmental protection policies with respect to wetlands and habitat protection issues. 7. Municipalities should develop and enforce zoning and subdivision ordinances to control the indiscriminate cutting of trees or require the replacement of cut trees at a minimum of one to one size replacement. 8. States should sponsor a wetlands delineation training program for local government staff and the interested public. Federal and state agencies should agree to use the same wetlands delineation manual and methods. 9. PADER and NJDEP should design state or region-wide surveillance monitoring programs to document incidence of habitat/wetland loss. 10. Pennsylvania and New Jersey should modify the state planning codes to require county and local governments to identify and inventory local natural resources and critical habitat areas in their comprehensive plans. 11. DRBC, PADER, NJDEP and the regional EPA offices should investigate the feasibility of developing a regional wetland mitigation banking system. ENV-21 ENVIRONMENT POLICY 3.3: Protect and preserve critical natural resources ACTION 3.3.b. INCREASE AREAS PROTECTED UNDER STATE AND FEDERAL SCENIC DESIGNATION, WHERE APPROPRIATE IMPLEMENTATION Scenic River Programs exist at both the federal and state level.These programs are designed to protect rivers and related lands that offer outstanding aesthetic and recreational value in order to ensure that the benefits provided by these resources are available to present and future generations. Currently federal and state programs e)&t independently. Federal funding is available for initial feasibility studies. On the state level Scenic River designation is dependent upon completion of a detailed river study. The purpose of the study is to: 1) recommend resource management and protection strategies; 2) document resources; 3) evaluate impacts; 4) recommend legislation necessary for designation. Pennsylvania's Scenic Rivers Program has designated the following rivers within the region: Schuylkill River, French Creek, Octararo Creek and Lower Brandywine. New Jersey has not developed a Scenic Rivers Program. 1. Municipalities should identify, within their master plans, rivers and adjacent lands within their jurisdictions that possess outstanding aesthetic and recreational values of present and potential benefit to the people of the region. The Heritage Parks program in Pennsylvania has recognized both the Delaware and Lehigh Heritage Park and the Schuylkill Heritage Park. 2. More local governments should involve the public and private sector in identifying river segments for environmental protection, general recreational enjoyment and recreational benefits. 3. Municipalities, with the help of other interested parties, should identify rivers that are currently not eligible, but could be eligible if corrective measures were initiated. The goals of such programs should include: restoring the river, improving habitat, and providing recreational opportunities. 4. Conservation districts, local governments and private conservation groups should participate in programs such as the Pennsylvania Fish Commission's "Adopt A Stream" a program designed to help alleviate stream bank erosion and nutrient pollution problems. Other programs that provide planning grants to municipalities include the PADER Scenic Rivers Grant Program. 5. Municipal zoning ordinances should be modified where necessary to protect lands abutting rivers that currently are, or could be listed as scenic river candidates. Setback buffers or conservation easements along the river's edge will prevent development and may provide additional waterfront public access. 6. The State of New Jersey should enact a State Scenic Rivers Act in order to manage and protect rivers exhibiting significant aesthetic, ecological and cultural values. ENV-22 ENVIRONMENT POLICY 3.4: Use Energy Efficiently ACTION 3.4.a. REDUCE PER CAPITA ENERGY USAGE IMPLEMENTATION The rate at which all forms of energy are consumed has major implications to the economic health, quality of life and quality of the environment of the Delaware Valley region. Energy usage is inextricably linked to the numerous policies and actions required for the efficient growth of the region. Central to the efficient use of energy is reducing consumption at the lowest common denominator - the individual consumer. According to the U.S. Department of Energy, Energy Information Administration, per capita energy usage in 1989 was 276 million Btu's in New Jersey and 298 million Btu's in Pennsylvania. In order to reduce per capita energy use, the region must adopt energy conservation strategies at all levels of government as well as in the home, at the workplace, in transportation and in land development patterns. To reduce per capita energy use: 1. States, counties, municipalities and transportation providers should continue to encourage the use of public transit, car pools, van pools, bicycling, walking and HOV while simultaneously discouraging the use of single occupancy automobile travel. 2. States, counties and municipalities should encourage urban development and redevelopment and the attraction of public and private investment to areas where mass transit systems exist and where higher density mixed-use centers reduce the need to travel. Municipal site design standards should encourage the use of solar heating and natural lighting through proper site orientation. 3. States, counties, municipalities and energy service providers should encourage the education of consumers on life-cycle costing of equipment and appliances, as well as basic energy conservation and efficiency. 4. University architecture programs should mandate curriculum that teaches ecologically supportive and energy-efficient siting and construction techniques. 5. The Pennsylvania Energy Office, the New Jersey Department of Environmental Protection, counties, municipalities and energy service providers should provide technical assistance and low- interest loans to encourage weatherization and insulation of residences and buildings to reduce energy usage. 6. States, counties and municipalities should review and revise the building codes so that greater energy efficiency can be built into new residences and buildings, thereby reducing energy consumption in the longterm. Also, the building codes should require greater energy efficiency for residences and buildings undergoing rehabilitation or expansion. Building codes should also encourage the use of solar energy for space and hot water heating and the planting of additional trees for summertime shade and cooling. 7. Energy service providers should encourage public and private sector investment in conservation, such as by expanding utility rebate incentive programs, modifying rate schedules and terms and conditions of service to both residential and commercial/industrial consumers for the replacement of inefficient space and water heating equipment, refrigerators, air conditioners and other energy-intensive appliances and equipment. 8. The federal government should initiate the establishment of a standard Home Energy Rating System to evaluate the energy efficiency of homes and identify those needing improvements. ENV-23 ENVIRONMENT POLICY 3.4: Use Energy Efficiently ACTION 3.4.b. ENCOURAGE THE USE OF ALTERNATIVE FUELS, EFFICIENT EQUIPMENT AND FACILITY DESIGN CONCEPTS IMPLEMENTATION The commercial industrial, institutional and transportation entities of the Delaware Valley consume massive amounts of energy each day and together represent the greatest potential for improving the efficient use of energy in the region. According to the New Jersey Department of Environmental Protection, the transportation, industrial and commercial sectors consumed 75% of all energy used in the state in 1989. Some examples of these entities include large commercial and government office buildings, industrial manufacturing plants, public transit systems, freight transport systems, hospitals, schools, universities and corporations and businesses that operate large fleets of cars and trucks. To encourage these entities to use alternative fuels, install more energy efficient equipment and implement more efficient facility design concepts: 1. States, counties and municipalities should continue to encourage increased energy efficiency on public transit vehicles, encourage HOV arrangements and make better use of the existing roadway systems to improve mobility, reduce congestion and improve air quality. 2. The Federal and state governments should continue to encourage the use of electric vehicles or compressed natural gas for their vehicle and truck fleets, as well as for commercial, industrial and institutional fleets so that emissions are reduced. 3. The states should continue to encourage participation in their respective "Institutional Conservation Programs" which assist in implementing cost-effective energy conservation improvements. 4. States, counties, municipalities and energy service providers should encourage the use of shared-savings arrangements whereby several facilities share a common power and/or heating source which reduces energy costs and increases energy efficiency. 5. The Pennsylvania Energy Office, the New Jersey Department of Environmental Protection, counties, municipalities and energy service providers should expand monetary incentives such as tax breaks, rebates on equipment purchases and service cost reductions to invest in high efficiency commercial lighting technology, encourage the use of daylighting and weatherization in new or retrofitted buildings, and the use of thermal storage and natural gas air conditioning to reduce energy consumption and cut costs; and to improve the efficiency of high-use electrical equipment, motor drives, and gas and oil fired space and water heating equipment. 6. The federal government and the states should encourage the use of cogeneration technology (the simultaneous generation of power and heat) in large facilities so that emissions are reduced. 7. The federal government should increase the Corporate Average Fuel Economy (CAFE) standards and consider encouraging state incentives to raise the fuel efficiency of cars and trucks. 8. The federal government should consider a significantly higher gasoline tax to encourage the automobile industry to meet higher CAFE standards, encourage the development of less- polluting fuels, and to facilitate use of HOV, public transit and more efficient land use patterns. 9. The federal government should provide a temporary exemption from the Motor Fuels Tax for the use of natural gas or other alternative fuels as a way to stimulate the production and marketing of these fuels and to encourage the public's use and demand for these fuels. ENV-24 AIR QUALITY Click HERE for graphic. GOAL 4: IMPROVE THE REGION'S AIR QUALITY BY REDUCING THE NUMBER OF SINGLE OCCUPANT VEHICLES, PROMOTING ALTERNATIVE TRAVEL MODES AND ENCOURAGING OTHER MEASURES WHICH WILL CUT EMISSIONS FROM MOBILE SOURCES POLICY 4.1 FACILITATE REGIONAL COMPLIANCE WITH THE CLEAN AIR ACT AMENDMENTS OF 1990 ACTION 4.1.a. Coordinate regional air quality improvement programs ACTION 4.1.b. Integrate air quality standards into the Transportation Improvement Program POLICY 4.2 ENCOURAGE THE USE OF ALTERNATIVE TRANSPORTATION MODES ACTION 4.2.a. Promote the use of public transit and ridesharing ACTION 4.2.b. Improve and expand bicycle and pedestrian facilities POLICY 4.3 ENCOURAGE THE USE OF TRANSPORTATION CONTROL MEASURES THROUGHOUT THE REGION ACTION 43.a. Expand the use of Employer Trip Reduction Programs ACTION 43.b. Maximize the use of low emission vehicles and low polluting fuels ACTION 43.c. Increase the effectiveness of measures such as enhanced inspection and maintenance AIR QUALITY POLICY 4. 1: Facilitate Regional Compliance with the Clean Air Act Amendments of 1990 ACTION 4.1.a. COORDINATE REGIONAL AIR QUALITY IMPROVEMENT PROGRAMS IMPLEMENTATION The Philadelphia Non-attainment Area for Ozone includes the nine counties in the DVRPC region. Salem and Cumberland counties in New Jersey, New Castle and Kent counties in Delaware and Cecil County in Maryland. The CAAA require the four states to write and administer air quality implementation plans within their portion of the non-attainment area. Coordinated air quality improvement programs throughout the non-attainment are -a with maintain an equitable distribution of requirements among the residents of the region. Specific measures to promote coordination include the following: 1. DVRPC should continue to support the Regional Air Quality Committee (RAQC) which includes representatives from a variety of agencies throughout the non-attainment area. The RAQC could also be expanded to include representatives of the environmental community. The RAQC should be continued to facilitate information exchange and, to the extent possible, coordination of State Implementation Plan (SIP) requirements. 2. States should continue to participate in the deliberations of the Ozone Transport Commission, an organization established by the CAAA of 1990 to foster cooperation among the Northeastern states. The Ozone Transport Commission is considering, among other issues, whether a low emission and zero emission vehicle program should be established in the northeast states, including this region. 3. DVRPC and RAQC should maintain a close association with the Departments of Environment and Transportation in each state in order to assure that similar reduction targets are adopted for each of the sources of ozone precursors. 4. DVRPC and other appropriate planning agencies should strive to maintain a high level of public participation, including random surveys and educational outreach efforts to assure that proposed measures taken to limit emissions will be effective and acceptable. 5. States should require that emission reductions from both stationary and mobile sources are the most efficient in terms of costs to the region. AQ-26 AIR QUALITY POLICY 4.1: Facilitate Regional Compliance with the Clean Air Act Amendments of 1990 ACTION 4.1.b. INTEGRATE AIR QUALITY STANDARDS INTO THE TRANSPORTATION IMPROVEMENT PROGRAM IMPLEMENTATION Air quality concerns are an integral component in the region's TIP process. The TIP document undergoes a conformity analysis, required by the EPA, to demonstrate that constructing the projects in the TIP will result in acceptable levels of emission reductions. Many TIP projects will reduce automobile trip making, delay, mitigate and reduce congestion and decrease vehicle miles of travel (VMT) thus reducing emissions and improving air quality-In order to further integrate air quality standards into the TIP, the following are recommended: 1. DVRPC should insure that all TCMs receive highest priority for implementation In the TIP. 2. DVRPC should revise the TIP programming process to include a ranking process that provides some degree of scoring preference for projects or programs which provide the most benefit to regional air quality. 3. DVRPC should require that all TIP projects are drawn from an adopted long range plan that conforms to all applicable federal air quality guidelines. DVRPC should further insure that all TIPs provide for timely reductions in emissions in accordance with adopted emissions budget for the region. 4. DVRPC should pursue a Memorandum of Understanding outlining its working relationships with all other agencies involved in assessing regional conformity with federal air quality guidelines. 5. DVRPC should provide for innovative programs and technologies in the TIP that lead to reduced emissions. A placeholder should be used as a method to assure funding before the programs are specifically defined. AQ-27 AIR QUALITY POLICY 4.2: Encourage the Use of Alternative Transportation Modes ACTION 4.2.a, PROMOTE THE USE OF PUBLIC TRANSIT AND RIDESHARING IMPLEMENTATION Congestion on the region's highways has increased considerably in the past decade, partially negating the advances in air quality attributable to today's cleaner fleet of automobiles. Reducing auto travel cannot only limit the direct emissions from vehicles, but can also reduce emissions by increasing average speeds (at which emission rates are lower). Promoting the use of ridesharing and high occupancy vehicles can be an effective means to reduce congestion and improve air quality. Several steps can be taken for the region to increase the use of high-occupancy vehicles: 1. DVRPC and transit operators should continue to promote TRANSITCHEK(tm) as a means to reduce the cost of commuting and encourage more workers to use transit. 2. Transit operators and municipalities should coordinate transit station improvement proposals with municipal development plans and zoning requirements. 3. Transit agencies should pursue partnerships with civic and community groups to develop and oversee transit facility improvements in their communities, particularly those which are intended to bolster ridership. 4. DVRPC should conduct studies to determine the incremental benefits of increased funding for ridesharing programs, particularly for promotion and ride-matching services, to meet the anticipated increase in ridesharing. 5. DVRPC and transit operators should conduct studies to determine the incremental benefits of increased operating assistance to transit agencies to minimize fares and increase transit ridership. 6. State DOTS, municipalities and counties should introduce pedestrian, bicycle and transit-friendly design to public works projects, particularly highway improvements. 7. Municipalities and counties should design and adopt regulations which encourage the use of transit through development controls. 8. State and county governments and transit operators should address travel needs in areas where transit services have been discontinued due to insufficient funds and other reasons beyond local opposition. 9. Transit operators, DVRPC and interest groups should advocate changes in impact fee laws to give priority to transit improvements where transportation related improvements are needed from developers to mitigate the impact of the project. In Pennsylvania, this would require amendment of the existing Impact Fee law. 10. DVRPC, together with the states and the counties, should use the flexible funding provisions of ISTEA to provide additional funding for transit operators, particularly SEPTA, while maintaining and meeting highway needs and working within the financial constraints of the TIP. AQ-28 AIR QUALITY POLICY 4.2: Encourage the Use of Alternative Transportation Modes ACTION 4.2.b. IMPROVE AND EXPAND BICYCLE AND PEDESTRIAN FACILITIES IMPLEMENTATION Bicycle and pedestrian access and facilities should be an integral component of the region's transportation network. Providing convenient pedestrian access and safe facilities for bicycles can provide options for nonautomobile travel and help to improve air quality. Both the Pennsylvania and New Jersey Departments of Transportation have recognized the importance of these alternate modes of travel by establishing State Bicycle and Pedestrian Coordinators in their offices. For the region to improve and expand bicycle and pedestrian facilities: 1. SEPTA, NJ Transit and PATCO should provide facilities for bicycle locking and storage at regional rail stations and transit stops and establish a policy to permit bicycle transport, where feasible, on transit vehicles. SEPTA has a policy for transporting permitted bicycles on their Broad Street, Market-Frankford and Regional Rail lines during off peak hours as well as collapsible bicycles during all periods. 2. Projects in regional bicycle and pedestrian plans should be implemented, with both short and long-range policies and projects identified. DVRPC has begun such a plan for the five Pennsylvania counties and is working with New Jersey on their statewide planning process. 3. DVRPC and the counties should identify specific pedestrian or bicycle projects eligible for federal transportation funding and include those projects in the region's Transportation Improvement Program (TIP). 4. PennDot and NJDOT should establish policy for bicycle access on the roads, highways, streets and bridges of the region where such access is appropriate, compatible and safe for both cyclists and motorists. Identify existing roadways where access is feasible and the types of roadways or facilities where access should be accommodated as a component of future improvements. 5. DVRPC should identify and map existing trails and facilities with the information made available widely throughout the region to encourage the active usage and upkeep of such facilities. 6. The DVRPC long range plan should identify potential future facilities that create an integrated and coordinated network of bicycle and pedestrian mobility. Linkages should be focused on the major origins and destinations of trips, such as population centers, employment centers, shopping centers, schools, parks and transportation centers. 7. Regional employers should encourage the use of bicycles for commuting through employer incentives such as storage facilities, showers, lockers, emergency roadside assistance, guaranteed rides home in case of emergencies or inclement weather, or employee benefits. 8. Municipalities should utilize zoning and site design standards in subdivision ordinances to require pedestrian and bicycle access and facilities in new or expanded developments. AQ-29 AIR QUALITY POLICY 4.3: Encourage the Use of Transportation Control Measures throughout the Region ACTION 4.3.a. EXPAND THE USE OF EMPLOYER TRIP REDUCTION PROGRAMS IMPLEMENTATION ETRPs are one of the key strategies to reduce the number of single occupant vehicles in the region. The mode of travel for work-based trips can be greatly influenced by employer policies and actions. An employer's decision about work place location, for example, determines if employees can take mass transit to work or if they can walk to nearby locations at lunch to eat or run errands. If an employer fully subsidizes employees' parking costs but does not subsidize any costs for employees who take mass transit or bicycle to work, employees will be more inclined to drive their cars to work. The following actions will improve the effectiveness of ETRPS: 1. States, counties and DVRPC should continue to support and encourage the development of TMAs where they are viable as a means to assist employers. 2. DVRPC should become a regional clearinghouse for ETRP mechanisms and develop an awards program for employers in order to recognize successful efforts and encourage employers to develop commuter trip reduction programs. 3. State and local governments should implement commuter trip reduction programs for their personnel. 4. Pennsylvania, DVRPC, transit operators and Pennsylvania TMAs should provide technical assistance to employers for the development of their commuter trip reduction programs. New Jersey and New Jersey TMAs currently provide this assistance. 5. States and DVRPC, in cooperation with TMAS, should establish van pool incentive programs, which will assist employers to organize van pools. DVRPC and the TMAs could also provide technical assistance to regional employers to establish bicycle commuting programs. 6. Pennsylvania and local governments should provide tax incentives for employers who implement commuter trip reduction programs. New Jersey currently provides a state tax deduction. 7. Transit operators and DVRPC, in cooperation with TMAs and regional employers, should develop a regional guaranteed ride home program. 8. Employers, developers, homeowners' associations, states, local governments, civic groups and TMAs should establish local community transit services in residential areas surrounding employment centers. Community transit services need to be carefully coordinated with regional transit services. 9. Change Pennsylvania legislation to establish a means to coordinate the brokering of APO credits in order to maximize the cost effectiveness of employer trip reduction programs. New Jersey legislation is conducive to this type of arrangement. PADER, PennDOT and DVRPC should work together to implement such a program. AQ-30 AIR QUALITY POLICY 4.3: Encourage the Use of Transportation Control Measures throughout the Region ACTION 4.3.b. MAXIMIZE THE USE OF LOW-EMISSION VEHICLES AND LOW-POLLUTING FUELS IMPLEMENTATION Attaining the standard for ozone in large metropolitan areas requires a substantial decrease in the emissions of precursor pollutants. Typically these reductions cannot come through a decrease in demand alone and win require the use of cleaner vehicles and fuels. Currently, Northeastern U.S. state governments are deliberating over the adoption of the California car emissions standard as recommended by the Ozone Transport Commission. Although several requirements of the CAAA will bring cleaner vehicles and fuels to the region, more can be done through local initiatives such as those described below: 1. EPA, NJDEP and PADER should support the continued sale of gasoline with reduced volatility during the summer months when ozone exceedances are more common. 2. NJDOT and PADER should promote the use of credits in the Employer Trip Reduction Programs for the use of low-emission vehicles, particularly electric vehicles. 3. EPA, NJDEP and PADER should support the sale or reformulated gasoline required in the Philadelphia non-attainment area. 4. Transit operators and DVRPC, in cooperation with TMAs and energy companies should pursue a regional station car program. This program will provide alternative fueled vehicles and designated parking to transit patrons for travel between their homes and transit stations. SEPTA and PECO Energy are currently pursuing a pilot program through the National Station Car Association. Transit operators should also provide bicycle parking facilities at all stations. 5. All levels of government, as well as transit and paratransit agencies should promote the acquisition of cleaner vehicles for fleets. These acquisitions would take place ahead of the schedule mandated in the CAAA where applicable. Expand the Philadelphia "Clean Cities" program, which is advocating the use of alternative fuels for public and private sector fleets, to include all counties in the region. 6. State DOTS, fleet operators and gasoline retailers should increase the availability and visibility of alternative fuel refilling locations throughout the region. These groups should support the initiative to establish 1-95 and the New Jersey Turnpike as alternative fuels highways along the Northeast Corridor. 7. NJDEP and PADER should examine ways of retiring or minimizing the use of automobiles built before 1980, which emit hydrocarbons at much higher rates than newer vehicles. 8. State and county governments should consider implementation of a graduated regional gasoline tax to finance transportation improvements and provide an economic disincentive to conventionally powered automobile use. A graduated system would have the highest taxes in areas where transit is available and reduce the tax at the periphery of the region where transit is not a convenient option. 9. Congress should increase the cost of new vehicles which emit the most pollutants and decrease the cost of cleaner vehicles through a feebate program which provides a surcharge on more polluting cars and a bonus or tax break on more efficient vehicles. Each state should also consider a feebate program. AQ-31 AIR QUALITY POLICY 4.3: Encourage the use of Transportation Control Measures throughout the Region ACTION 4.3.c. INCREASE THE EFFECTIVENESS OF MEASURES SUCH AS ENHANCED INSPECTION AND MAINTENANCE IMPLEMENTATION In addition to the benefits derived from transportation control measures which alter the transportation infrastructure and/or the costs of travel, other measures such as vehicle inspection and maintenance programs should be strengthened. It is important that they be carried out, particularly where they represent a more efficient means of improving regional air quality. Some of the steps include: 1. Pennsylvania should expedite implementation of its enhanced inspection and maintenance program and other improvements which would make the programs more effective. 2. States and county governments in consultation with gasoline retailers should evaluate the costs and benefits associated with implementation of Stage II vapor recovery requirements for gas stations in the region. 3. States and DVRPC should support federal requirements for further improvements to the design and manufacture of motor vehicles in order to minimize emission rates. 4. State inspection programs should consider additional tests such as inspection of the fuel tank and intake line and air conditioning systems for vapor and coolant leaks, respectively, in older cars. AQ-32 ECONOMIC DEVELOPMENT Click HERE for graphic. GOAL 5: ENSURE A DIVERSE AND COMPETITIVE REGIONAL ECONOMY BY SUPPORTING THE RETENTION AND EXPANSION OF EXISTING BUSINESS AND BY ENCOURAGING NEW ENTERPRISES THAT CREATE EMPLOYMENT OPPORTUNITIES IN CLOSE PROXiMiTY TO THE LABOR FORCE POLICY 5.1 EXPAND THE REGIONAL MARKET FOR BOTH LABOR AND GOODS ACTION 5.1.a. Promote retention and expansion of existing businesses ACTION 5.1.b. Encourage the start-up of businesses in emerging growth sectors and the relocation of growing businesses to the region ACTION 5.1.c. Expand job training and labor force participation ACTION 5.1.d. Improve access to areas of major employment concentration POLICY 5.2 PRESERVE AND PROMOTE HISTORICAL AND CULTURAL RESOURCES ACTION 5.2.a. Increase number of designated historic districts and landmarks ACTION 5.2.b. Increase number and value of business and tourist visits POLICY 5.3 PRESERVE AND PROMOTE AGRICULTURAL LAND AND ACTIVITIES ACTION 5.3.a. Increase the acreage of productive farmland preserved for agriculture ACTION 5.3.b. Improve the conditions that accommodate and support local farming ED-33 ECONOMIC DEVELOPMENT POLICY 5.1: Expand the Regional Market for Both Labor and Goods ACTION 5.1.a. PROMOTE RETENTION AND EXPANSION OF EXISTING BUSINESSES IMPLEMENTATION State, regional and county economic development agencies focus a great deal of attention and resources on attracting new businesses to the area or on subsidizing the cost factors of production, but may not provide sufficient attention to existing businesses as an engine of economic growth. Existing businesses provide the employment base for area residents, contribute to the tax base of the locality, and can act as a catalyst for spinoff industries. They may also add to the identity and stability of certain areas. To promote the retention and expansion of existing businesses: 1. County and local governments should have a proactive approach to retaining businesses by setting up an office that builds ongoing relationships with existing businesses, concentrates on identifying problems before they become crises, conveys the message that the business is an asset to the community, and trouble-shoots for the business when problems arise. 2. Public agencies should continue and expand, where possible and warranted, business loan programs, bond financing, real estate tax abatements, neighborhood development funds, venture capital funds, incubator programs, export aid, technical assistance, and acquisition, improvement and disposal of land for business development. 3. DVRPC and economic development agencies in the region should coordinate their activities to avoid redundancies or unnecessary competition, and identify opportunities for collaborative ventures among existing businesses and serve as a clearinghouse to connect existing business services within the region. Encourage networking among firms to form partnerships, to present a fuller product line to new customers, or to share specialized equipment. 4. State and local resources should be applied to support industries with particular regional advantages, such as tourism, health care, and agriculture in certain areas of the Delaware Valley. 5. State, county and municipal governments should invest in infrastructure maintenance to improve productivity, and companies should invest in upgrading equipment and training to improve productivity. 6. Local school districts and community colleges should work with local businesses to improve the region's workforce through better school curriculums, training programs, apprenticeships and business/school partnerships. 7. Public agencies, along with vocational schools, colleges and universities, should sponsor job fairs and placement assistance programs that match local graduates with local companies. 8. Local governments should form special assessment districts or Main Street programs as needed to boost the level of services and promote activities in commercial areas. 9. State, county and municipal governments should contain the cost of doing business in the region with respect to regulations, mandated programs and tax policies. Increased competition among utilities and energy providers should be encouraged as a means to reduce utility rates. 10. The U.S. Department of Defense should facilitate the transition from defense related jobs to civilian high tech jobs by providing revolving loan pools and other assistance for defense conversions. ED-34 ECONOMIC DEVELOPMENT POLICY 5.l: Expand the Regional Market for Both Labor and Goods ACTION 5.1.b ENCOURAGE THE START-UP OF BUSINESSES IN EMERGING GROWTH SECTORS AND THE RELOCATION OF GROWING BUSINESSES TO THE REGION IMPLEMENTATION One of the signs of a healthy economy is the start-up of new businesses and the relocation of existing businesses to a region. A high level of new firm activity promotes hiring, investment and overall confidence in an area, all necessary ingredients for sustaining a dynamic economy. To attract start-ups and relocations of growth industry businesses, the region must aggressively market its strong points, seriously address its weak points, provide a climate conducive to doing business, and offer assistance to new small businesses in their incipient, most vulnerable years. To encourage new businesses in the area: 1. Chambers of commerce, economic development agencies and all levels of government in the region should promote the region's strongest advantages, such as its diverse economic base, buying power, strong financial resources, low poverty rate, low crime rate, large number of institutes of higher learning, doctors and hospitals, and overall quality of life. 2. Business and schools should work together to address the region's weak points, such as its low percentage of high school and college graduates and its low labor force participation rate, through improved school curriculums, training programs (including entrepreneurship education), apprenticeships and business/school partnerships to provide a more competitive workforce. 3. Economic development agencies should offer a regulatory trouble-shootin