BTS Navigation Bar

NTL Menu


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