july 2010

PUBLIC REVIEW DRAFT
WAshIngTon TRAnsPoRTATIon PLAn 2030







ConneCting
WASHINGTON
Communities FoR A PRosPeRous FutuRe

CONTENTS 
Introduction & Overview                                                1
About WTP 2030                                                   1 
Plan Framework                                                     2 
Foundational Themes                                                 2 
Strategic Drivers                                                               3 
How to Read this Plan                                                     4 
Economic, Financial and Policy Context for this Plan                         6 
WTP 2030 Strategic Policy Plan                                         10
WTP 2030 Vision                                                     10
Summary of Policy Goals                                               10 
Goals, Strategies & Action Plans                                         11
ECONOMIC VITALITY                                          11
Background and Policy Context                                         11
Strategies                                                                   12 
Preliminary Action Plan                                                   14 
PRESERVATION                                          15
Background and Policy Context                                         15 
Strategies                                                                   16 
Preliminary Action Plan                                                   17 
SAFETY                                               18
Background and Policy Context                                         18
Strategies                                                                   19 
Preliminary Action Plan                                                   20 
MOBILITY                                                   21
Background and Policy Context                                         21
Strategies                                                                   22 
Preliminary Action Plan                                                  24 
ENVIRONMENT                                          25
Background and Policy Context                                         25
Strategies                                                                   26 
Preliminary Action Plan                                                   28 
STEWARDSHIP                                         29
Background and Policy Context                                         29
Strategies                                                                   29 
Preliminary Action Plan                                                   32

INTRODUCTION & OVERVIEW
Transportation is at the beginning of a new era that brings both great challenges and opportunities that will
have an impact on how people travel and goods move over the next twenty years. Because we are in a time
of transition, it is more difficult than ever to accurately predict what our transportation network will look like
in 2030. Looking back only a few years, we can identify billions of dollars in transportation investments made
in our state, whether highways, light rail, bicycle paths, or airport terminals. Although we have invested a
lot, we know that much more investment is needed. At the same time, we can see fuel tax revenue  the
primary source of transportation revenue in our state  declining as the vehicles we use become more fuel
efficient, people find new ways of traveling, and some choose to drive less.
By 2030, the Washington State Transportation Commission envisions a statewide transportation network
connecting people and communities, fostering commerce and operating seamlessly across boundaries and
modes as an environmentally and financially sustainable system.
There are seven key themes and drivers behind WTP 2030: 
The state's transportation system needs to work as an integrated network, effectively connecting across
modes and jurisdictions 
Preservation and maintenance of the existing transportation system is critical 
Washington faces a structural transportation funding problem; every mode needs additional revenue 
Transportation policy should support and reinforce other state policy objectives 
The relationship between land use and transportation is key 
There are significant differences across regions and one size does not fit all 
Continue to move toward performance-based programs 
About WTP 2030 
The Washington Transportation Plan (WTP) is the overarching state policy framework intended to guide
transportation policy and investment decisions. It is a high-level policy plan, providing policy guidance and
strategic recommendations across all transportation modes and areas in the state. WTP 2030 is a transitional
plan, crafted at the beginning of a new era. The next four years1 are likely to see broad changes and policy
transitions. Federal transportation policy is evolving, as are environmental and economic policies that will
influence the direction of transportation and funding investments. This Plan sets the stage for many
conversations and decisions still to come in future years.
There are significant transportation needs statewide; the existing 2007-2026 WTP identifies a need to invest
more than $67 billion over 20 years (2005 dollars), most of which is unfunded. The Washington State
Transportation Commission and the Washington State Department of Transportation (WSDOT) are working
at the state and local level to develop more current estimates on the total investment need. Already we
know the investment needs systemwide over the next twenty years will be significantly higher.

1 State law requires the WTP to be updated every four years.

1

To meet these challenges effectively requires an integrated, systemic view of the state's transportation
network. This systemic view recognizes the central role that transportation plays in our economic and social
well-being and establishes a policy platform against which projects and investments can be assessed and
prioritized. 
WTP 2030 is the Commission's comprehensive and balanced statewide transportation plan.2 It does not
replace the 2007-2026 Washington Transportation Plan, but will serve as a policy update to that Plan. The
Plan will be submitted to the Governor and the Washington State House of Representatives and Senate
standing committees on transportation. By itself, this Plan does not change transportation policy. New or
revised statewide transportation policies must be enacted by state or local legislative bodies or agencies.
Plan Framework 
WTP 2030 is intended to be a useful Policy Plan, one that directly addresses the challenges and opportunities
facing the state's policy makers. The Plan is grounded in three Foundational Themes, the big ideas that
matter most, and four Strategic Drivers , the major influencing factors that have shaped the Plan's strategies
and recommendations. 
Foundational Themes 
Three major themes serve as the foundation upon which WTP 2030 has been developed: 
Theme #1: The State's Transportation System Needs to Work as an Integrated
Network, Effectively Connecting Across Modes and Jurisdictions 
A fundamental goal of the statewide transportation system over the next 20 years must be to work towards
achieving system connectivity and integration. The system includes modes (aviation, rail, roads, trails,
waterways), facilities (airports, ferry terminals, bus shelters, rest areas, information technology systems,
weigh stations, etc.) and services (aviation fuel, charters, emergency response, traffic alerts, traffic cameras)
that are owned, operated or managed by transportation providers in both the private and public sector. As
part of this objective, we must focus on moving people and goods in the most efficient and cost effective
manner, with system connectivity serving as a critical factor in investment decision-making.
Theme #2: Preservation and Maintenance of the Existing Transportation
System is the Most Critical Need 
A safe and effective transportation system is fundamental to a sustainable economy and livable communities
and must be made a top priority. Washington's economy depends on moving goods to the state, through the
state and within the state, and making our recreational and cultural opportunities available to a strong
tourism market, all of which make a properly functioning system essential. With limited resources, the focus
should be on preservation and maintenance, with a lower priority placed on building new facilities.


2 RCW 47.01.071 requires the Commission to prepare a statewide transportation plan. 

2

Theme #3: Washington Faces a Structural Transportation Funding Problem
and Additional Revenue is Needed 
The statewide transportation system needs continue to grow, while revenues are declining. As a result, the
ability to effectively maintain and operate the statewide transportation system is at risk. New road projects
and maintenance of the existing system are threatened by reductions in gas tax revenue. Transit agencies
are struggling to meet record demand for services with a revenue base that is largely tied to sales tax
revenues, which declined with the economic downturn. Air, rail and water-borne transportation are largely
market-driven. The bottom line is that additional revenue is needed to maintain the state's existing
transportation system.

Strategic Drivers 
Four strategic drivers inform this Plan. These are key influences that reflect the current political, policy and
economic environment within which this Plan was developed:
TRANSPORTATION POLICY SHOULD SUPPORT AND REINFORCE OTHER STATE POLICY OBJECTIVES. A
strategic transportation policy plan must embrace goals, principles, and policies that support broad policy
outcomes for the state, beyond the transportation system. Fostering economic development, supporting
healthy communities, reducing energy consumption, and addressing climate change are all broad policy
outcomes influencing WTP 2030.
THE RELATIONSHIP BETWEEN LAND USE AND TRANSPORTATION IS KEY. The transportation system is a
direct reflection of the way in which land is developed and used. The movement of people and goods
changes in relation to residential, commercial, industrial, and other land uses; the land use provides the
reason for movement and the why for travel. The availability of transportation often influences development
and land use plans. WTP  2030 acknowledges this critical relationship and recommends strengthening
linkages between desired outcomes in both land use development and the transportation system. 
THERE ARE SIGNIFICANT DIFFERENCES ACROSS REGIONS AND ONE SIZE DOES NOT FIT ALL. WTP 2030
recognizes that transportation needs and challenges vary across the state, between urban and rural areas,
and based on the size of a community. While the Plan takes a systems approach to addressing state
needs, it is expected that local jurisdictions and agencies should approach local planning and decisionmaking
in a way that fits within the statewide framework for funding and priorities and best meets the
unique needs of their communities. 
POLICY PLANNING MUST CONTINUE ITS EVOLUTION TO PERFORMANCE BASED PROGRAMS. WTP 2030
supports the state's focus on performance-based investments, based on measurable results and
outcomes. This direction follows from the Priorities of Government process and the performance
measurements approach of Government Management Accountability and Performance (GMAP). It is also
consistent with the evolving federal focus on performance-based funding. Continued development of a
performance-based investment approach should position Washington well for emerging federal programs
and funding. 



3

How to Read this Plan 
Overview of WTP 2030 
WTP 2030 was developed by the Washington State Transportation Commission with the ongoing
engagement and input from a diverse stakeholder Advisory Group and other partners around the state.
Throughout the 18-month planning process, the team worked to involve and integrate the issues,
accomplishments  and  needs  of  WSDOT,  regional  transportation  planning  organizations  (RTPOs),
metropolitan planning organizations (MPOs), counties, cities, tribal governments, transit agencies, ports,
economic development agencies, and the general public into this comprehensive and balanced statewide
blueprint for our transportation future.
WTP 2030 will serve as an overarching strategic transportation policy plan to provide policy guidance and
recommendations across all transportation modes and regions in the state. Given the Legislature's interest
in potential investment needs and transportation funding options, this Plan is organize d to help inform
future policy discussions by state leaders. 
What WTP 2030 Is and Is Not: A Short Guide 
WTP 2030 is an overarching policy plan that builds from the existing 2007-2026 Washington Transportation
Plan. It also integrates multiple plans, reports, and data sets, including: 
WSTC Annual Reports                              OFM's Attainment Report 
WSDOT's Gray Notebook                           RTPO and MPO Plans 
Government Management Accountability and          WSDOT Statewide Plans, Studies and Reports 
Performance (GMAP)                               The State Strategic Highway Safety Plan:
The State's Priorities of Government                      Target Zero 

WTP 2030 Is Not: 
A project list 
A replacement of the federally compliant 2007-2026 Washington Transportation Plan 
A substitute for the existing statewide modal plans, such as the Highway System Plan or the Freight Rail Plan 







4

Components of WTP 2030 
WTP 2030 is comprised of six transportation policy goals, each with accompanying background and policy
context, a set of priority Strategies, and an Action Plan. The definition of these terms is as follows: 
POLICY GOAL. The existing transportation policy goals are listed in the non-prioritized order they appear in
RCW 47.04.280. The goals are complementary and support the overall Vision for transportation in the state. 
BACKGROUND AND POLICY CONTEXT. This section presents relevant policy background information and
current challenges related to the Policy Goal. This section helps to define the existing opportunities and
problems to be addressed by the Strategies. 
STRATEGIES. Strategies are the recommended steps that will enable achievement of each Goal. Strategies
integrate multiple modes and jurisdictions. 
ACTION PLAN. These plans identify the necessary steps and actions to initiate key strategies in the context
of time: near-term ( initiate actions between 2011- 2017) and longer-term (initiate actions between 2017-
2030). 
As the Commission views it, there is overlap between the transportation policy goals, and many strategies
could easily fit under one or more policy goals. Implementation of the strategies will require the involvement
of state agencies, local governments, the Governor and the Legislature. Accomplishing some goals  such as
zero traffic deaths by 2030 or major reductions in greenhouse gas emissions  will depend more on
individual actions than those of the government.
Explanation of Action Plans 
The Action Plans consist of the priority near-term and longer-term actions that are recommended to achieve
the objectives of each of the six Policy Goals by 2030.  They reflect the three foundational themes and the
strategic drivers that frame this Plan: (1) the transportation system must be integrated and connect modes and
jurisdictions; (2) the most critical need facing us today is preservation of the existing transport capability; and
(3) not only is additional revenue needed, the transportation funding structure itself must be revised. 
Some of this work is already underway. These Action Plans recommend both that policies currently in place
be continued and that new actions be taken to do things differently in the future. Unless otherwise
specified, the recommended actions should be considered as on-going into future years. Finally, while
recognizing that each area of the state needs to adopt strategies specific to its economy and geography, the
near-term actions here emphasize the critical need to keep what we have that is still important. A focus on
preservation now will provide time to restructure and grow transportation funding sources to build the
system of the future.





5

Economic, Financial and Policy Context for this Plan 
Introduction 
WTP 2030 has been significantly influenced by current economic conditions, as well as shifts in federal
priorities and funding. There is uncertainty about future policy direction at both the state and federal level in
many public policy arenas, in particular energy and climate change. In the two years leading up to this Plan,
the price of a barrel of oil has ranged from a high of $140 to a low near $40. Recent experience in
Washington and the nation demonstrated that the price of gasoline has a significant impact on transit
demand and automobile use. When fuel exceeded $4 per gallon, operating costs for transit systems
increased and revenue for state, federal and local transportation programs dropped substantially. WTP 2030
was developed in the context of challenging economic conditions and competing needs. 
This section presents an overview of Washington's transportation revenue situation as relevant context for
the Plan's strategies, describing transportation revenues at the state and local government levels , and the
challenges associated with the recession and associated declines in revenues . This section also explores the
history of the state's major transportation revenue sources, identifies current state laws regarding revenue
sources, and assesses future revenue risks. 
Transportation Revenues: State Sources and Trends 
The revenue analysis is based on work done for the Washington State Legislature's Joint Transportation
Committee (JTC) in 2009, which used the Transportation Revenue Forecast Council's November 2009
projections for its analysis.3 The Washington State Legislature has developed a 16-year transportation
financial plan for the 2009-2025 period with estimated revenues of $46.7 billion.
As shown in Exhibit 1, for the 16-year period on average, the motor vehicle fuel tax is the largest source of
transportation revenues, comprising 38% of total funding and more than half of total direct revenue. Other
sources of revenue include licenses, permits, and fees (21%); bond sales (14%); federal funds (12%); ferry
revenues (7%); tolls (3%); vehicle sales tax (3%); and miscellaneous revenues (2%). Because debt service on 
bonds is repaid from the fuel tax and most federal transportation funds are generated from the federal fuel
tax, it is noteworthy that approximately 64% of current transportation funding is dependent on how much
fuel cars and trucks consume. 






3 Joint Transportation Committee, Implementing Alternative Transportation Funding Methods, 2010. 

6

Exhibit 1
State Transportation Funding: 2009-2025 Sources and Amounts 
2009-25 Totals     %2009-25       % 2009-25
Source
(billions)           Funding      Direct Revenue*
Motor Vehicle Fuel Tax - 37.5 per gallon**        $17.7                38%                52%
Licenses, Permits and Fees**                      $9.7                21%               28%
Bond Sales                                      $6.4               14%
Federal Funds                                   $5.7               12%
Ferry Revenues                                $3.4               7%               10%
Tolling (Tacoma Narrows Bridge/SR 167)           $1.5                3%                4%
Vehicles Sales Taxes                              $1.2                3%                 4%
Miscellaneous/Interest                           $1.1                2%                2%
Total Funds/Revenue                        $46.7 billion       $46.7 billion       $34.1 billion
* Excludes bond sales, federal funds, and interest which are not direct revenues. 
** Excludes revenues distributed to local governments. 
Source: Joint Transportation Committee, Implementing Alternative Transportation Funding Methods, 2010. 

HISTORICAL TRENDS: DECLINING FUEL CONSUMPTION AND REVENUES. The reliance on the fuel tax as a
primary revenue source makes state transportation funding vulnerable to decreases in fuel consumption. A
number of factors have and could decrease demand for fuel in the future, including fuel price increases,
greater fuel efficiency of vehicles, shifts to hybrid vehicles, and a decline in vehicle miles traveled. 
In recent years, motor fuel tax revenue projections have trended downward. Based on recent consumption
patterns, the 16-year total motor fuel tax revenue projection released for 2009 by the Transportation Revenue
Forecast Council (TRFC) and included in the 2010 JTC Study was $1.6 billion less than the 16-year projection
that was estimated in 2007. Fuel tax, licenses, permits, and fees are set as flat rates, meaning that 80% of the
state's direct transportation revenues do not grow with inflation. Under these current flat rate taxes and fees,
vehicle owners will pay substantially less in 2025 than they did in 2009. If rates were to be adjusted for
inflation, total revenues would increase by approximately $10 billion over the 16-year time period. 
REVENUE INCREASES IN THE LAST DECADE. The most recent statewide transportation revenue packages
were enacted by the Legislature in 2003 and 2005. In those years, the state raised the motor vehicle fuel tax
and other fees and charges to support two WSDOT capital programs: the 2003 Nickel Funding Package and
the 2005 Transportation Partnership Act Funding Package. Both funding packages invest in highway, rail,
ferry, transit, and freight projects across the state. 




7

STATE LAW AND RESTRICTIONS ON TRANSPORTATION REVENUES. 
Legislative action is required to set rates. With the exception of tolls and ferry fares, transportation tax
and fee rates are set by state law and require legislative action. Tolls and ferry fares are set by the
Washington State Transportation Commission, subject to legislative direction. 
The use of funds is restricted by the 18th Amendment. The 18th Amendment, approved in 1944,
requires motor vehicle fuel taxes and vehicle registration fees collected for highway purposes to be placed
in a special fund to be used exclusively for highway purposes. The Legislature has also imposed additional
restrictions on the use of most transportation revenue. 
These legal parameters limit the state's ability to increase transportation revenues and direct transportation
funds to non-highway purposes. 
ASSESSING FUTURE TRANSPORTATION REVENUE RISKS. To obtain a picture of potential transportation
revenues given the changing dynamics of fuel consumption and vehicle purchases, the JTC's 2010 report 
Implementing Alternative Transportation Funding Methods included a risk assessment of several changes to
the status quo. The risk assessment scenario estimates future state fuel tax revenues based on a number of
assumptions, including integration of the newly updated corporate average fuel economy  standards, 
increases in the purchase and use of electric and hybrid vehicles, and no change to other variables that
affect fuel consumption over time, such as vehicle miles traveled per capita. 
Under this risk scenario, total revenues from the fuel tax would equal $19.4 billion over the 16-year plan, a
reduction of $2.2 billion or 10% compared to the November 2009 forecast. Vehicle owners would pay
approximately 37% to 46% less in 2025 than in 2009 (adjusted for inflation), as a consequence of the state's
flat tax rates and higher vehicle fuel efficiency. 
Exhibit 2 below presents these projections and highlights the potential significant revenue impacts resulting
from decreasing consumption. 
Exhibit 2
Historical and Projected Gallons per Capita






Source: Joint Transportation Committee, Implementing Alternative Transportation Funding Methods, 2010. 

8

Transportation Revenues: Local Sources and Trends 
Cities, counties, and special purpose districts, such as transit and port districts, also share responsibility for
the funding of local transportation systems. Like the State of Washington, these local government entities
are experiencing significant reductions in revenues due to the downturn in the economy. Cities and counties
rely on sales and property taxes for a significant proportion of their operating revenue and available funding
for debt service. While cities and counties receive some funding from gas tax revenue, all revenue sources
have declined significantly in recent years due to the economy and limitations resulting from initiatives.
Except for gas tax revenue and county road funds, sales and property tax revenues are not dedicated for
transportation services. Transportation projects and maintenance needs must compete with other general
purpose government needs within the budget structures of cities and counties. 
Transit agencies are generally dependent on sales tax revenues for a significant share of their non-federal
revenues. As sales tax revenues declined during the downturn, transit agencies have been forced to make
significant cuts in service and limit or eliminate expansion of existing service in response to reduced
revenues. Port districts are not dependent on sales tax revenue but do generally receive property taxes and
their overall activity has been down due to the economy. 
Like the state, all of these local governments are making changes to their plans and projects, reducing funds
and prioritizing scarce resources to meet only the most critical transportation needs. These local
government's primary responsibilities and revenue sources are described in more detail in the Attachments. 
A Structural Funding Problem at the Federal Level 
Like the state, the federal government faces a significant revenue problem. Federal motor vehicle fuel tax
revenues have not kept pace with costs and system needs. According to one comprehensive study, the
funding gap is estimated at $400 billion for the 2010-15 period and $2.3 trillion for 2010-35.4 In response to
this problem, $8 billion was transferred from the federal General Fund to the Highway Trust Fund for federal
Fiscal Year 2008. This transfer was initiated to address the shortfall from motor vehicle fuel taxes, which
declined in response to higher fuel prices, increases in vehicle fuel economy, and the recession. In 2009 and
2010, Congress transferred $7 billion and $13 billion respectively from the General Fund to the Highway
Trust Fund to pay for obligated transportation projects. 
Emerging Federal Policy 
Authorization of current federal surface transportation policy, the 2005 Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which encompassed $287 billion in approved
funding  has  been  extended  to  December  31,  2010.  Congress  is  currently  scheduled  to  consider
reauthorization in 2011. Regardless of the timeframe for the reauthorization, there are significant
indications that transportation policy will change with new federal action. It appears likely that there will be
important shifts in the nation's transportation policy goals, including a broader focus on outcomes tied to 
other policy goals related to climate change, housing, and land use. 


4 Paying our Way: A New Framework for Transportation Finance. Final Report. February. 2009. Surface Transportation Infrastructure Financing
Commission. pp. 3-4.

9

WTP 2030 STRATEGIC POLICY PLAN 
WTP 2030 Vision
By 2030, Washington's transportation network connects people and communities, fostering commerce and
operating seamlessly across boundaries and modes as an environmentally and financially sustainable
system. (Commission Approved Draft Vision Statement, October 2009)
Summary of Policy Goals 
WTP 2030 is organized around the six statutory transportation policy goals as written in RCW 47.04.280. The
policy goals are listed in the order they appear in RCW 47.04.280. It is not a priority ranking. Economic
Vitality was added to the goals by the Legislature in 2010. 
While the six policy goals are shared statewide, the implementation strategies to make the goals a reality
may vary across the state. 
ECONOMIC VITALITY   To promote and develop transportation systems that stimulate, support, and
enhance the movement of people and goods to ensure a prosperous economy 
PRESERVATION   To maintain, preserve, and extend the life and utility of prior investments in
transportation systems and services 
SAFETY   To provide for and improve the safety and security of transportation customers
and the transportation system 
MOBILITY   To improve the predictable movement of goods and people throughout
Washington State 
ENVIRONMENT   To enhance Washington's quality of life through transportation investments
that promote energy conservation, enhance healthy communities, and protect
the environment 
STEWARDSHIP   To continuously improve the quality, effectiveness, and efficiency of the
transportation system 





10

GOALS, STRATEGIES & ACTION PLANS 
E C O N O M I C V I T A L I T Y 
To promote and develop transportation systems that stimulate, support and enhance the
movement of people and goods to ensure a prosperous economy (RCW 47.04.280)
Background and Policy Context 
In the 21st Century, every state is competing with other states and
countries around the globe to attract and retain quality businesses     RECENT ACCOMPLISHMENTS 
and talented employees. Likewise, every region is in a competitive      The Whatcom Council of Governments, along
with federal, state, and local partners,
situation,  competing  for  well-paying  jobs  and  companies  and
completed the new Peace Arch border facility
institutions  that  can  catalyze  community  prosperity.  A  strong         in time for the 2010 Winter Olympics, and
economy needs a well functioning transportation system.                         secured funding for major restructuring of the
SR 543 commercial vehicle border crossing 
THE ROLE OF TRANSPORTATION IN  BUILDING COMPETITIVE
Through its Prosperity Partnership, a coalition
ADVANTAGE. The transportation system plays an important role in       of business, labor, government and the non-
fostering economic vitality and competitiveness in local and global        profit sectors, the Puget Sound Region
developed a Regional Economic Strategy that
markets. Washington's key industries are a source of innovation,        identifies key actions to continue to grow the
entrepreneurship   and   job   growth.   These   industries   have       state's economy 
infrastructure and workforce needs that tie directly to an efficient      Sound Transit opened LINK light rail between
and connected transportation system. For employers, access to labor        downtown Seattle and Sea-Tac Airport (2009) 
and the ability to move goods are often important location decisions.      Driving Rural Yakima Valley's Economy (DRYVE)
Transit and access to airports may factor into this decision as well.        was established to plan and promote economic
investment and development in rural Yakima
For employees, commute times, costs and options are all factors in        Valley through improved transportation
the decision-making process.                                                services and infrastructure 
THE ROLE OF TRANSPORTATION IN ACCESSING MARKETS. As a     Improvements to the Port Industrial Road of
Grays Harbor provide enhanced access to the
trade-dependent state, Washington relies heavily on an efficient       port and reduced travel time for port-related
freight transportation network to maintain its competitive position.        and local traffic 
As a global gateway, goods are shipped into, out of, and around the
state by truck, rail, air, pipeline, and water. Manufacturers and agricultural producers require an effectively
networked system to get their goods to market locally, across the country, and around the world. A well
connected transportation system can also help the state's economy prosper and grow, by providing access
to new markets as they develop. 
DIFFERENT REGIONS HAVE DIFFERENT NEEDS AND PERSPECTIVES ON WHAT CONSTITUTES ECONOMIC
VITALITY. Economic vitality manifests itself differently across regions. In the state's urban areas, transit is an
important factor in both transporting workers to jobs and in attracting development around station areas.
For the state's island and peninsular communities, ferries and barges play a critical role in moving workers
and goods across waterways. Across the state, access to airports and freight and passenger rail fosters and
supports community economic development. 

11

Strategies 
A. Enhance Washington's Economic Competitiveness and Vitality
Washington competes nationally and globally to attract and retain
CLUSTERS & COMPETITIVENESS 
people, sell products, and improve investments. Transportation policy
and investment decisions can directly connect to economic vitality, by     CLUSTER DEFINED: A reinforcing network
of companies, institutions, and supporting
assessing how such investments grow the state's economic clusters and     services that together create a critical mass
major industries and diversify the economy. The transportation system     and economic advantage for a region 
contributes to economic vitality and competitiveness through improved
Washington State has numerous industry
connectivity and the efficient movement of people and goods.               clusters  in  various  stages  of  maturity,
evolution, and growth. Supporting these
Improve travel time, reliability, and access on the state's corridors
clusters is an integral part of an effective
and connectors to freight hubs 
Economic Vitality Strategy. 
Work with regional and local public and private partners to
Washington's Key Industry Clusters 
maintain economic vitality and diversity through preserving and
improving infrastructure                                                  Aerospace 
Clean Energy 
Streamline the state's public-private partnership law to allow for a
wider range of financing opportunities, while maintaining the      Forest Products 
legislature's responsibility to balance public and private interests           Global Health & Life Sciences 
Build on the Ports of Seattle and Tacoma's Green Gateway Clean      Information & Communication
Technology 
Air Strategy by marketing sustainable practices to attract business
to Washington's ports                                                    Manufacturing 
Commit to meeting the speed, reliability, and service measures in       Marine Technology 
the Northwest Corridor, a federally-designated high-speed rail      Agriculture & Food Processing 
corridor from Eugene, Oregon to Vancouver, British Columbia             Tourism
Work with the economic development organizations to invest in     Source: Washington State Department of
Commerce www.choosewashington.com 
transportation investments to support key industry clusters 
B.Foster Improved Connectivity of People and Communities
The transportation system is the backbone for Washington's communities; it provides critical infrastructure
that affects people's livelihood and quality of life on a daily basis. An effective, well functioning
transportation system is one in which all elements are connected and coordinated, providing people with
transportation options and reliable access to home, work, school, and other destinations. 
Support strategies and investments to better link people and commerce. Investments could include transit
oriented development, bicycle and pedestrian networks, park and ride lots, and broadband access 
Foster economic development and system connectivity by improving  linkages to other modes of
transportation 
Support locating transportation facilities, such as transit only lanes, where transit operation in the corridor
is critical to maintaining and improving mobility, particularly in urban centers 
Maintain and improve the state's competitive advantage in time and energy cost for access to regional,
national and international markets 
Improve east-west passenger rail service within the state 
Maintain and improve connectivity of island and peninsular regions to the state ferry system 

12

C.Support the Coordinated, Connected, and Efficient Movement of Freight and Goods
Washington State's freight system has three components: Global Gateways (international and national trade
flows); Made in Washington (regional economies that rely on the freight system); and Delivering Goods to
You (the retail and wholesale distribution system). These components underpin our state economy, support
national defense, directly sustain hundreds of thousands of jobs, and distribute the necessities of life to the
state's residents. Washington's manufacturers, industrial producers, and farmers rely on the freight system
to ship Washington-made products to local customers, to major U.S. markets and worldwide. 
Increase coordination of corridor-level freight planning and
funding, and continue to develop partnerships for key corridors
involving multiple jurisdictions and the private sector 
Improve intermodal connections at freight hubs, including
seaports,  airports,  rail  yards,  warehouses,  and  distribution
centers to assure efficiency of import and export of goods
Establish  an  all  weather  transportation  system ,  prioritizing 
investments that minimize closures affecting agriculture, freight
dependent industries, and tourism 
Coordinate consistent policies for freight movement across
jurisdictions
Support ferry vessel replacements that accommodate future marine commerce 
D.Invest in Aviation, a Critical Component of Washington's Economy
The aviation system is essential to the overall transportation system and is the backbone to a healthy and
vibrant economy. The Long-term Air Transportation Study completed in 2009 indicated that the current system
needs are significant. Many public use airports do not meet performance objectives that are appropriate for
their system role in areas such as pavement preservation, safety standards, land use compatibility, and airport
facility infrastructure needs. The Plan estimates needs of $600 million to meet general performance objectives
and $2.3 billion to meet pavement and airport facility infrastructure needs over the next 20 years. Existing
small, community commercial air service has particular challenges; loss of this service could significantly impact
the economic viability of communities in the state and across the nation. 
Invest in Next Gen aviation technologies to meet future aviation needs and reduce greenhouse gas emissions 
Establish a five-year capital improvement program to assist in identifying airport infrastructure needs and
prioritizing system investments 
Work with the Legislature to identify new funding measures to support the preservation and
infrastructure needs of the aviation system 




13

Preliminary Action Plan
Near Term, Initiate Actions between 2011-2017
Identify key freight corridors from city streets to county and state roads that link producers to
distribution points 
Improve designated freight corridors making critical connections with ports (such as completing SR 509
and SR 167 to connect with I-5 and the Port of Tacoma) and assist development of freight modal centers
(such as airports and intermodal facilities) to maintain Washington's competitive advantage for trade 
Establish public-private partnerships that benefit the transportation system and the economy, such as: 
o Ferry terminal improvements 
o Shared infrastructure (e.g., Park and Ride lots) with private transit operators, such as Microsoft Connector 
o Freight collection and distribution facilities for agriculture and other goods 
o Housing and commercial development around high capacity transit stations
Establish an all weather transportation system, prioritizing investments that minimize closures affecting
agriculture, freight dependent industries, and tourism 
Work with the Legislature to identify new funding measures to support the preservation and
infrastructure needs of the aviation system 
Longer-Term, Initiate Actions between 2017-2030 
Prioritize improvements for I-5, the major north-south corridor of
Western Washington and the entire West Coast
Meet the speed, reliability, and service measures in the Northwest
Corridor, a federally-designated high-speed rail corridor from Eugene,
Oregon to Vancouver, British Columbia 
Continue to support and invest in energy efficient practices for freight
movement that build on the Green Gateway Strategy developed by
the Ports of Seattle and Tacoma
Support the Columbia-Snake River barge system strategic dredging
and lock maintenance plan 
Connect regional economies by providing daily round trip passenger train service between major
metropolitan areas 
Design, plan and fund transportation infrastructure that supports and attracts tourism, such as non-
motorized trail networks, intermodal connections for travelers, and enhanced traveler communication
systems and signage 





14

P R E S E R V A T I O N 
To maintain, preserve, and extend the life and utility of prior investments in transportation
systems and services (RCW 47.04.280)
Background and Policy Context 
Preservation of the capital assets of the statewide transportation
network is the most critical need currently facing the state.     RECENT ACCOMPLISHMENTS 
Additional revenue and new mechanisms for funding are needed      The state used $144 million of American Recovery
and Reinvestment Act funds to reduce a large
to ensure preservation of the existing transportation system.             backlog of state and local road rehabilitation
projects 
Preservation needs differ across the state. For example, in Eastern
Washington, the timely movement of agricultural production is      The Hood Canal Bridge replacement was
completed, improving a vital connection between
critical to the local and state economy. In Northwest Wa shington,       the Olympic and Kitsap Peninsula communities and
the  marine  highway  system  is  vital.  In  Puget  Sound  and      Puget Sound (2009) 
Vancouver,  urban  transportation  needs  loom  large.  While     The City of Spokane Valley used $2.6 million of
preservation needs vary, the  fundamental challenge faced by       ARRA funds to ground off 2-1/2" of old pavement
and resurface two miles of Sprague Avenue, the
transportation providers is the same - obtaining sufficient funding
city's 7- lane major arterial. The project upgraded
needed to reinvest in the existing transportation infrastructure.           stormwater collection and laid conduit for future
interconnection of signals 
DEFINING PRESERVATION. Preservation encompasses preventative
Urban Partnership Grant from U.S. Department of
and major maintenance and replacement of the capital assets that       Transportation for implementation of variable
make up the statewide transportation network. This broad and     tolling on the SR 520 bridge will improve system
diverse network includes all forms of transportation and all capital       performance and generate funds for bridge
replacement 
facilities. 
TRANSPORTATION SYSTEM PRESERVATION NEEDS. Much of the state's roadway system was built between the
1950s and 1970s and is now at or near the end of its useful life. Largely built by previous generations, many
facilities across the state are in need of rehabilitation, reconstruction, or replacement. As a result of the
Nickel and Transportation Partnership Account (TPA) Capital Programs passed in 2003 and 2005 respectively,
WSDOT is delivering 421 projects valued at over $15.5 billion. Once delivered, ongoing maintenance and
operation will be necessary; preservation and maintenance budgets have not increased to match this major
new investment and significant backlog needs still exist across the network.
The need to invest in preservation extends to all modes and
jurisdictions. Transportation providers across the state face
similar investment needs and challenges related to roadways,
ferries, and airports and other assets. Whether public agencies
or private businesses, everyone in transportation is working to
extend the life of their assets and WSDOT is using technology
to reduce the need to build new infrastructure. In some cases, 
however, total replacement becomes inevitable.


15

Strategies 
A. Focus on Preserving the Existing Statewide Transportation Network
The most critical preservation policy need is additional funding to maintain the life, safety, and utility of the
existing transportation asset base. Additional revenue and new mechanisms for funding are needed to
ensure preservation of the existing transportation system. Tolling generates revenues that can help pay for
preservation and maintenance, increasing the financial sustainability of the system. The state should
continue to use tolling, where appropriate, as a way to fund projects and provide for ongoing maintenance.
Cities and counties face similar preservation challenges and revenue needs as the state. An added challenge
for local governments is the need to balance transportation funding with a broad spectrum of local services,
many of which are funded from the same general fund sources. Where dedicated transportation funding 
exists it is often insufficient to meet the preservation needs of the existing network. Many cities and 
counties lack sufficient dedicated transportation funding  to find the local match necessary to obtain state
and federal funding.
Maintain tolling on roadways and bridges after project completion to fund preservation, maintenance and
traffic management 
Fund preservation costs by levying additional use surcharges on higher impact users 
Establish adequate and sufficient transportation funding sources for local governments 
Explore establishing performance measures for new funding for cities and counties and assess whether
the funding is adequate to achieve the desired performance outcomes 
Restore dedicated capital funding for ferries to ensure reliable long-term support 
B.Explore New Funding Strategies for Public Transportation
Public transportation, whether bus, rail, ferries, or vanpools, requires 
subsidies that reduce the need to recover all operating and capital
costs through rider fares. Sound Transit, the state's only Regional
Transportation Authority, supplements a relatively diverse tax base
with federal grants to provide commuter rail, light rail and regional bus
service in portions of King, Pierce and Snohomish Counties.
Across the state, transit districts are struggling financially, due to their
dependence on sales tax revenues, which declined in the economic
downturn. While some districts increased fares, they account for a
smaller  share  of  total  funding.  Other  transportation  providers,
including human service agencies, also face funding challenges. Some providers are grappling with the need
to make service cuts and impose fare increases in a time of increasing demand. The private sector is
increasingly taking a role in transit provision through employer-sponsored vanpools, private rideshares, and
other services. Expanded public-private partnerships could help to leverage agency operating funds and
expand routes.


16

(To be developed alongside the current JTC study on defining the state's role in public transportation.) 
Work with cities, counties and transit agencies  to identify the state's  role and interest in public
transportation 
The state should provide transit agencies with adequate revenue authority to preserve current rolling
stock and infrastructure (facilities, bus shelters etc.) and maintain access to service, particularly where
service is critical to managing demand on the state-owned highway system 
Explore value capture approaches to pay for public transportation corridor construction projects 
Work with local agencies to identify public transportation corridors of statewide significance. Designation
would influence prioritization of the speed and reliability of transit service on designated corridors 
C.Invest in Preservation of Ferry Vessels and Terminal Infrastructure
There are over 25 public and private ferry operators in the state and each
play a critical connectivity role  by moving people and goods across the
state's waterways. Washington State Ferries (WSF) is the largest and serves
about 23 million passenger and vehicle trips per year across Puget Sound. 
According to the WSF Long-Range Plan, the WSF fleet is among the oldest of
any major ferry operator, and significant recapitalization of aging vessels
and facilities is needed. The WSF Long-Range Plan estimates needs of $3.3
billion for preservation/acquisition of vessels and another $1 billion for
preservation of terminals for the period of 2009-2030.
Invest in vessels and terminal infrastructure needed to meet service level objectives 
Preliminary Action Plan 
Near-Term, Initiate Actions between 2011-2017 
Prioritize and dedicate an adequate stream of new transportation revenue to preserve and maintain the
existing system 
Tie new state transportation revenue for state or local governments to performance outcomes as part of a
new transportation investment plan 
Establish a funding source for capital preservation investment in the ferry system to effectively maintain
existing levels of service quality 
Longer-Term, Initiate Actions between 2017-2030 
Maintain tolling on roadways and bridges after project completion to fund preservation, maintenance and
traffic management 
Implement the July 2009 recommendations of the Washington State Aviation Planning Council 
Establish a long-term system reinvestment strategy that includes  criteria to replace or remove
infrastructure from service at the end of its life 
Consistently apply appropriate preservation performance standards for all jurisdictions 
Use technology and research to reduce costs and improve and extend the life of infrastructure 


17

S A F E T Y 
To provide for and improve the safety and security of transportation customers and the
transportation system (RCW 47.04.280)
Background and Policy Context 
Washington is a national leader in
traffic   safety   and   has   achieved     RECENT ACCOMPLISHMENTS 
considerable     success     through      The new Tacoma Narrows Bridge opened,
improving safety and reducing congestion in
development and implementation of
that corridor (2007) 
the   Washington   State   Strategic
New WSDOT ferry construction increases
Highway Safety Plan: Target Zero.5      passenger and freight capacity and also
Target Zero is a comprehensive, data- enhances safety 
driven  plan  to  eliminate  all  traffic-      In Southwest Washington, the I-5/SR-502
related fatalities and serious injuries       interchange project was completed,
improving safety and access in and around
by the year 2030. The 2010 update
north Clark County (2008) 
was developed by the Washington
In Eastern Washington, several phases of the
Traffic Safety Commission and WSDOT       US 12 highway widening project were
in consultation with state and federal agencies, private and non-profit       completed, reducing the number of collisions
in this corridor 
organizations,  Tribal  Nations,  and  local  and  regional  agencies  and 
organizations. The state has been investing resources in projects and      Benton County, concerned about traffic
accidents and fatalities in the Roza
programs to address Target Zero's priority areas. These investments      agricultural area, developed and
have yielded a high safety return on the public dollars invested.                  implemented a low-cost program of safety
improvements, including oversized stop signs,
The Data and Results6                                  "Stop Ahead" pavement markings, and
rumble strips 
Traffic fatalities statewide have decreased from 637 in 1999, to 492
in 2009, a 23% decline.                                                    The Traffic Safety Commission has worked
closely with tribal nations to increase traffic
The state's primary seat belt law, in combination with media     education and improve enforcement. The
campaigns and enforcement, has increased seat belt use to over       success of the Colville Traffic Safety Task
96%.                                                          Force, improving seat belt use to near the
state average, is one of many efforts featured
In 1971, Washington's roadway death rate was 4.1 deaths per 100      in the Protecting Our Future: Reducing Traffic
million miles of travel; the 2008 rate was 0.94 deaths per 100       Fatalities on Tribal Lands video 
million miles of travel, a 77% decrease. This is well below the 2008
national rate of 1.27 fatalities per 100 million miles of travel. 
Sixty-four pedestrians were killed in 2008, up slightly from 62 in 2007, yet still lower than the 10-year
average of 68 fatalities.
The state supports Target Zero's educational and enforcement based programs to affect driver behavior. 
While Target Zero concentrates on the state highway system, the state, along with counties, cities and
transit agencies also focuses on safety related to waterways, aviation, transit, rail and other transportation
systems and emergency preparedness.
5 Target Zero meets the federal requirement for a Strategic Highway Safety Plan. 
6 Target Zero: Strategic Highway Safety Plan, 2010 Draft. Numbers will be updated if there are any changes in the final version of Target Zero. 

18

Strategies 
A. Foster  Implementation  of  Comprehensive  Safety  Strategies  Across  All
Jurisdictions and Transportation Modes
Target Zero establishes four priority levels based on the percentage
TARGET ZERO PRIORITY AREAS 
of traffic fatalities associated with different factors. These priority
areas  help  guide  investment  decisions  to  achieve  significant     Priority One 
reductions in fatalities and serious injuries.                                  Impaired Driving (48%) 
Speeding (40.2%) 
Encourage agencies  to consider the 4 E's of traffic safety
Run off the Road Collision (42.8%) 
(education, enforcement, engineering and emergency medical
services) when planning and implementing transportation safety     Priority Two 
projects                                                                    Young Drivers 16-25 years (37.9%) 
Continue to collect comprehensive safety data to identify and    Unrestrained Occupants (27.9%) 
prioritize transportation safety problems, and evaluate program     Distracted Drivers (26.1%) 
performance                                                     Intersection Related (20.6%) 
Traffic Data Systems Improvements (n/a) 
Encourage other transportation modes to adopt a data-driven
approach to prioritize and target areas that pose the greatest risks     Priority Three 
to safety                                                                    Unlicensed Drivers (20.4%) 
Continue statewide, highly-visible safety campaigns that combine     Opposite Direction Multi-vehicle (18.7%) 
education and enforcement to raise public awareness and change     Motorcyclists (13.0%) 
Pedestrians (11.5%) 
behaviors that affect transportation safety 
Heavy Trucks (11.5%) 
Support investments, such as the Safe Routes to School program,     Emergency Medical Services (n/a) 
that improve safety for non-motorized travel by bicycle and on
foot                                                                        Priority Four 
Older Drivers (7.0%) 
B.Plan and Engineer Projects for Safety                Drowsy Drivers (4.5%) 
Pedal Cyclists (1.7%)
Transportation providers at all levels should continue to prioritize
Work zones (1.7%) 
safety  in  project-specific planning  and  design. Roads  should  be
Wildlife Involved (0.5%) 
designed using best practices to prevent collisions, or reduce the     Vehicle Train Collisions (0.5%) 
severity if they do occur. The Commission is particularly focused on     School-Bus Involved (0.1%) 
rural road safety as the fatality rate for rural crashes is more than     Aggressive Drivers (n/a) 
twice that of urban crashes.7                                              Integrated Interoperability Communications (n/a) 
Source: 2010 Draft Update Target Zero: Strategic
Each  year  brings  new  awareness  of  vulnerabilities  in  our
Highway Safety Plan 
transportation  system  due  to  seismic  activity,  or  geological  or
hydrologic conditions. Several of the strategies below address safety and also economic vitality, mobility,
environment, and stewardship. 
Implement effective, lower cost improvements to improve road safety 
Ensure that new facilities, such as bridges, are built to an appropriate seismic standard 

7 The U.S. Department of Transportation, Rural Safety Initiative, February 2008. 

19

C. Encourage Inter-Agency Collaboration and Cooperation on Safety Issues
Transportation agencies should explore ways to work with
emergency  management  organizations  on  recovery    COUNTIES ARE COLLABORATING ON
planning and other evolving safety issues. Interoperable     EMERGENCY MANAGEMENT PREPAREDNESS
communications allow public safety agencies from all levels     AND RESPONSE 
of  government  to  coordinate  efforts,  collaborate  on     The Department of Homeland Security's Regional
Catastrophic Preparedness Grant Program has awarded
projects, and share resources to meet emergency response     grants to eight Washington counties, who have formed the
demands. Potential activities include assistance prioritizing     Regional Catastrophic Planning Team (RCPT). The RCPT is
repairs for facilities, and identifying alternate routes.             working on a Transportation Recovery Plan that identifies 50
high priority potential disruption scenarios, and a set of
Continue interagency collaboration to identify cost-    solutions to address the disruptions through rerouting,
intelligent transportation systems, transportation demand
effective ways to address safety and to focus resources
management, and availability of multiple modes of
where they will have the greatest impact                     transportation that provide redundancy. 
Continue to develop plans to facilitate continued
movement of goods and supplies in the event of a transportation-related disaster 
Enhance Regional Catastrophic Preparedness planning by further defining and communicating regional
approaches to coordination 
Continue to support the work of the Washington State Interoperability Executive Committee 
Reduce impacts near airports related to birds and structures that obstruct critical airspace 
Recognize and support transit's role in emergency response efforts such as evacuating large numbers of
people or transporting those with special needs 
Preliminary Action Plan
Near-Term, Initiate Actions between 2011-2017 
Focus transportation safety investments on projects and programs that implement proven strategies and
address high priority needs  as Target Zero has done in roadway safety by focusing on impaired driving,
run off the road crashes and speeding 
Invest in providing a safe transportation experience for walkers, bicyclists or those  using public
transportation 
Accelerate efforts to reduce serious injuries and fatal crashes on the highest risk roads, including rural
roads, by implementing low cost safety improvements that often combine engineering, enforcement and
public education 
Continue and accelerate efforts for interagency and cross-jurisdictional disaster response and
transportation safety, such as communications systems that work with each other and agreed-to
evacuation strategies and routes
Longer-Term, Initiate Actions between 2017-2030 
Increase use of technology for all travel modes to reduce fatalities and serious injuries 
Use a risk-based assessment approach to continue to build and retrofit transportation facilities and
services to withstand severe seismic events, flooding and other disasters 


20

M O B I L I T Y 
To improve the predictable movement of goods and people throughout Washington State
(RCW 47.04.280)
Background and Policy Context 
DEFINING MOBILITY.  Mobility means different things to different
RECENT ACCOMPLISHMENTS 
people. Predictability in
Washington received $590 million to improve
travel  times   and  the
high speed intercity passenger rail service
ability to access needed       (2010) 
goods and services, the      On the Olympic Peninsula, the Olympic
investment of time and      Discovery Trail, a non-motorized, multi-user
effort, and the expense        shared pathway has been completed (2009) 
and choice in how and     The first Coordinated Human Services
Transportation Plan to address the
when to travel or move
transportation needs of the elderly, people
goods are all linked to      with disabilities, and low income populations
mobility.  Mobility  encompasses  congestion  reduction,  as  well  as       in Clark, Klickitat and Skamania counties was
adopted in 2007 
connectivity to other modes, access to information, travel costs, and
having access to different modes. Land use patterns and policies have      Pilot project for SR 167 HOT lanes, one of the
first dynamically priced projects in the U.S.
an impact on mobility options. Some options, such as expanding      improves system efficiency while maintaining
transit services, may be  better suited to adapt to new land use        transit and HOV speed and reliability 
patterns than others. The ability to travel to jobs and other activities is      The Yakama Nation and People for People
an important contributor to each individual's quality of life and to the        secured a Federal Transit Authority grant to
begin rural transit service between Toppenish
economic vitality  of Washington's communities. These issues are
and White Swan (2007). The Pahto Public
critical  for  individuals  in  both  urban  and  rural  areas  and  are        Passage has since added a second route, due
overarching elements of this goal.                                              to the success of the service 
I-5 HOV lane construction increases system
PRICING CAN HELP MANAGE DEMAND. Pricing can help to improve     capacity and efficiency in a high demand
mobility when demand outpaces capacity. Congestion pricing, tolling,       corridor, reduces congestion at system
and increased parking costs  could help to improve  mobility  by      chokepoints, and improves transit speed and
reliability 
changing the time at which people choose to travel or providing an
incentive to carpool, use transit or other modes of travel.
WSDOT's MOVING WASHINGTON PROGRAM specifically addresses mobility through three key strategies:
strategically adding road capacity, operating the system we have efficiently, and providing choices that help
manage transportation demand.
To achieve the desired outcomes of the Mobility Goal, appropriate local and regional strategies and policies
will need to be employed to address challenges, such as congestion, weather impacts, and connectivity. 



21

Strategies 
A. Support Mobility Options to Help Communities Meet the Public's Travel Needs
In the 2006-2008 period, 72% of Washington workers drove to work alone, 12%
MOVING WASHINGTON 
carpooled, 5% took public transportation, 5% used other means, and the
remaining 5% worked at home. 8 Reliable transportation options that link home,
school, work, and other destinations can enable people to meet their needs
without a car. When accompanied by land use policies that support compact,
mixed-use communities, transit use, and increased walking and bicycling, these
options can help meet environmental goals, reducing greenhouse gas emissions,
and improving public health.                                                           Through Moving Washington,
WSDOT hopes to create a balanced,
Expand the use of pricing strategies to change travel behavior                      efficient, and reliable
transportation system to encourage
Support transit corridor connections to and between job centers                  economic vitality, improve personal
Produce and circulate information on transportation options and their    mobility, and protect the
environment. 
benefits. Tailor information to the specific mobility and access needs and vary
by locality                                                                                Projects are underway to improve
travel times, reduce collisions,
Invest in and maximize the use and effectiveness of high occupancy vehicle     increase commuter choices and
(HOV), high occupancy toll (HOT) lanes, and transit lanes, to improve reliability     assure reliable, efficient trips. 
of travel times 
Support alternatives to driving or driving alone, through promotion and sponsorship of efficient commuter
travel options, including convenient bus service, and incentives to carpool or vanpool or work from home,
and telecommute 
Preserve capacity on major facilities by improving connectivity of the local street network for all modes,
utilizing multimodal hubs, providing incentives for transportation-oriented development, and supporting
bicycle and pedestrian transportation
Improve east-west passenger rail service within the state 
B.Improve Connectivity to Facilitate Travel Across Modes and Communities
Better coordination between transportation providers  is
critical to ensure connectivity between modes, thereby
improving the efficiency of the whole trip. For example,
when bus or train schedules are not coordinated with ferry
landings and departures, it adds time to the trip  and
passengers that might otherwise make the trip using transit
continue to use their cars.
Addressing bottlenecks to relieve congestion is critical to
ensuring the timely and reliable movement of people and
goods. Private sector data providers are increasingly working with transportation agencies to address a
range of mobility problems, including bus arrival times, traffic flow information and real-time incident alerts.

8 U.S. Census Bureau, American Community Survey 2006-2008. Numbers do not sum to 100% due to rounding. 

22



Access, rather than congestion, is a greater transportation need for rural residents and communities, who
may be hours from job sites, medical and social services, and higher education opportunities. 
Invest in strategic capacity enhancements to promote mobility 
TOLLING OPPORTUNITIES 
Expand toll lanes to major highway corridors, where appropriate,
to make more efficient use of highway capacity                         The Commission identified the following shortterm
(within 10 years) tolling opportunities as
Help local governments to solve congestion issues through added     part of its Washington State Comprehensive
connectivity and multimodal transportation instead of expanding     Tolling Study Part 2: Exploration of Potential
Tolling Opportunities in Washington (2008) 
highways 
SR 520 and 1-90
Ensure that the transportation system functions as a reliable,
predictable, integrated network, including connecting schedules        I-405 North Express Toll Lanes 
and services across transportation systems 
I-405 Express Toll Lanes 
Create additional separated grade crossings between trains and
vehicles, where appropriate, to relieve congestion                          I-90 over Snoqualmie Pass 
Integrate freight delivery into plans for livable communities                I-5 in Lewis, Thurston and Cowlitz counties 
Develop  online,  real  time  transit  arrival/departure  time
information 
C.Provide Transportation Options for Aging and Special Needs Populations
By 2030, nearly 20% of Americans will be over age 659 and the share in some Washington counties may
reach 40%. One in five Americans age 65 and above does not drive.10 Consequently, as our population ages,
many more people will require alternatives to driving alone to travel around and between cities. 
People need to travel to and from work, to shop, to visit
friends and family and to access medical care. As cars and fuel
become more costly, the challenges of meeting these needs
will increase for many people, putting related pressure on
communities to meet the mobility needs of their population. 
Statewide systems, similar to 511,  could include special
features for aging and special needs populations, such as
assistance on reaching medical care or how to get groceries.
One challenge will be to provide education about available
options and increase the comfort level with those options. 




9 Administration on Aging, A Profile of Older Americans: 2009. Available at: http://www.aoa.gov/AoARoot/Aging_Statistics/index.aspx 
10 Linda Bailey, Aging Americans: Stranded without Options, Surface Transportation Policy Project, 2004. Available at:
http://www.apta.com/resources/reportsandpublications/Documents/aging_stranded.pdf 

23

Accommodate the needs of the aging population through universal design principles for all modes. For
highways this could include signage, roadway markings, lighting and design solutions. For transit and rail this
could include easy to read schedules and terminal information and less challenging physical environments 
Produce and circulate information on transportation options and their benefits. Tailor information to the
specific mobility and access needs and vary by locality 
Utilize existing volunteer organizations to set up travel-buddy systems, regardless of mode, so that people
lacking confidence do not have to travel alone 
Regional coordination should be mandated for all state funded programs that include transportation in
the services or programs offered. Use this coordination to increase efficiency and productivity of trips and
enhance mobility for special needs populations 
Consider the needs of rural areas that currently lack transit, ride share, or vanpool options by enhancing
and utilizing coordination opportunities with human service transportation and school transportation 
Preliminary Action Plan
Near-Term, Initiate Actions between 2011-2017 
Continue to add capacity strategically for all modes, including public transportation, by completing the
system improvements underway today, managing system demand, and operating the system efficiently 
Continue to reduce bottlenecks on key transportation corridors 
Continue to develop and implement intelligent transportation improvements, such as signal coordination,
integrated traveler information, and customized scheduling and trip planner information 
Couple land use policy, siting decisions, demand management and transportation needs to leverage the
value of existing infrastructure investments and future transportation investments, such as: 
o Create incentives to concentrate jobs and housing close to transit hubs 
o Make corridor improvements holistically, including local multimodal street connectivity improvements that
support bicycle, pedestrian, car, and truck travel to and from the corridor 
o Site government facilities, such as schools or social services offices, to be accessible by travel modes that
meet the needs of the users
Improve public transportation service to connect rural areas and tribal communities to job centers,
medical and social services, and higher education 
Longer-Term, Initiate Actions between 2017-2030 
Require regional coordination and collaboration to efficiently and economically increase the productivity
of travel options for the elderly and people with disabilities 
Require the state, counties and cities to partner with transit districts in developing and implementing
corridor management strategies
Improve travel options for people by providing daily round trip passenger train service connecting major
metropolitan areas 
Develop and fund a strategy to maintain and improve connections from producers to distributors for
freight and goods movement, regardless of the jurisdiction in which the improvement is needed
Identify gaps in inter-modal connectivity for freight movement, e.g., ship to rail or truck, air to truck 

24

E N V I R O N M E N T
To enhance Washington's quality of life through transportation investments that promote
energy conservation, enhance healthy communities, and protect the environment
(RCW 47.04.280) 
Background and Policy Context 
The goal of Washington's transportation system is to move people
SUSTAINABLE TRANSPORTATION 
and goods to support a strong economy, healthy communities, and
Transportation  is  the  single  largest  source  of
a sustainable environment.
greenhouse gas emissions in the state. The state is
FOSTERING HEALTHY COMMUNITIES. Transportation plays a critical     pursuing multiple strategies to reduce emissions,
including:
role in supporting healthy communities. The way a community is
Operating our transportation system to
designed and its proximity to destinations has an impact on the mode          maximize efficiency and improve traffic flow 
of transportation chosen by users. Public health and environmental
Lowering the carbon content of fuels 
goals can be furthered by using public transportation, walking, or
bicycling, especially for short trips.                                             Supporting improved vehicle technology 
INTEGRATING LAND USE AND TRANSPORTATION. Infrastructure       Supporting efficient transportation options
like carpooling; working from home; riding a
determines land use decisions. A continued focus on integrating
bus, train or bicycle; or shopping close to
land  use  and  transportation  decisions  will  improve  the         home and walking 
concentration of jobs and housing, reducing the need for some
automobile trips, making public transportation more attractive, and leveraging existing infrastructure. New
growth should be planned to maximize affordable, attractive communities with multiple transportation
choices. Public transportation services should be central to new growth centers with sufficient density to
support service.
ENSURING ENVIRONMENTAL SUSTAINABILITY BY REDUCING EMISSIONS. Transportation is projected to
account for 47% of the state greenhouse gas (GHG) emissions inventory in 2020, and light duty vehicles
(cars, pick-up trucks, sport utility vehicles, and vans) are estimated to make up half of those emissions.11 
Supportive transportation policies are in place to reduce emissions through an emphasis on transportation
demand management, and more recently, the use of clean fuels and hybrid vehicles. 
MITIGATING IMPACTS TO THE ENVIRONMENT. Transportation investments and policies directly affect air
and water quality, and many efforts are underway across the state to minimize and reduce impacts. For
example, WSDOT, counties and cities are replacing and improving highway culverts that are a barrier to fish
passage. Vegetation management practices along highways to reduce herbicide use, structural features such
as infiltration ponds and wide grass swales, and regular maintenance to clear highways of sand, litter and
debris all help to control and manage the harmful effects of stormwater runoff. 


11 Department of Ecology Air Quality Program communication. 

25

Wetland mitigation banks, comprised of wetlands, streams, or other aquatic resources that have been
restored or created, are often considered a preferred method of compensating for transportation projects
that have unavoidable impacts to wetlands. Mitigation banks may provide more comparable habitat than
on-site mitigation and have a greater likelihood of successful mitigation. In some cases, however, where a
nearby mitigation bank may not exist, payment of mitigation fees into an approved in lieu fee mitigation
program may offer long-term remediation that would not otherwise be possible. 
Strategies 
A. Transportation Investments Should Support and Prioritize Healthy Communities
Investments that support walking and bicycling for trips under two miles,
which represent 40% of all trips taken in Washington State, should be     COMPLETE  STREETS  policies  are
intended  to  improve  safety  and
encouraged. Land use decisions and community development affect the     mobility for all users. 
available non-motorized transportation options and the distance between
Pedestrians, bicyclists, motorists and
destinations and thus connect with public health goals to increase physical
bus riders of all ages and abilities are
activity.                                                                              able to safely move along and across
a "complete street. " 
Promote "Complete Streets" policies and implementation for arterials
and collectors within Urban Growth Areas 
Promote bicycling and walking as viable transportation options, and as a strategy to improve public health
and maintain environmental quality through identifying and addressing multi-modal system gaps, such as
sidewalk or trail connections 
Support Washington State Ferries policies and fare structures that encourage walk-on passengers 
Consider transportation demand management policies as a core element of state and regional
transportation planning 
Continue to develop and promote programs, such as Commute Trip Reduction, to reduce traffic
congestion, reduce air pollution, and reduce petroleum consumption 








26

B.Manage The Transportation System To Foster Environmental Sustainability
Environmental impacts associated with transportation are particularly acute related to greenhouse gas
(GHG) production, and water pollution (hydrocarbons and heavy metal deposits in surface water and
receiving waters). Reducing pollution is a function of improving transportation management and choices for
roads, modes, fuel choices, and land use and transportation relationships. 
Improve integration of transportation and land use planning with the goal of reducing vehicle miles
traveled and GHG 
Couple land use policy, siting decisions, demand management and
transportation  needs  to  leverage  the  value  of  existing  infrastructure     STATE GHG EMISSIONS
investments and future transportation investments                              REQUIREMENTS 
Support  efforts  for  efficient  and  effective  environmental  permitting     By 2020, reduce greenhouse gas
emissions in the state of Washington
processes while still protecting the environment 
to 1990 levels 
Reduce stormwater impacts on Puget Sound and other state waterways
By 2035, reduce greenhouse gas
consistent with the Clean Water Act                                               emissions in the state of Washington
Develop strategies responding to both mitigation and adaptation consistent       to 25% below 1990 levels 
with the Governor's Climate Action Team findings                                By 2050, the state of Washington will
do its part to reach global climate
C.Transition to Alternative Transportation Energy Sources      stabilization levels by reducing
emissions to 50% below 1990 levels 
The twin realities of climate change and foreign oil dependence mean that the
Create 15,000 new green economy
world will need to transform its transportation systems and infrastructure.       jobs by 2020 
New energy sources will power new technologies for transportation. While it is     Source: RCW 70.235.020 and RCW
difficult to predict which specific alternative transportation technologies will     42.330.370 
emerge as winners, we can create an environment that adapts its capabilities
for a wide range of options. Already the Governor has announced the creation of the first electric highway (I-
5) which will support plug-in electric vehicles. The infrastructure will enable electric vehicle drivers to travel
the length of the state along the 276 miles of I-5 between Washington's borders with Oregon and Canada.
Building the infrastructure for electric vehicles is integral to the economic vitality of the state. It will generate
economic growth, jobs and make a substantial contribution to our energy security and a cleaner
environment. 
Develop innovative solutions to move to transportation systems and infrastructure that reduce oil imports
and usage across modes 
Lead the nation in providing smart charging infrastructure for plug-in vehicles and create incentives for
the purchase and conversion of plug-in vehicles 
Partner with federal agencies, primarily the Departments of Transportation and Energy and related
laboratories and research programs, to demonstrate a model transportation system using advanced
communication, software and information tools from regional companies 
Promote the regional development of a smart energy grid through public and private investment 
Encourage the use of pricing strategies to reduce demand-side emissions 


27

Preliminary Action Plan 
Near-Term, Initiate Actions between 2011-2017*
Develop a funding source to help the state, counties, and cities manage stormwater runoff from streets,
roads and bridges, including collection and treatment from existing transportation facilities 
Create policies to encourage travel using alternative sources of fuel that reduce oil imports and usage 
Foster greater functional cooperation and coordination among environmental resource agencies,
transportation agencies, and local and tribal governments 
Implement a program statewide that allows purchase of credits in a mitigation bank or payment of
mitigation fees to ensure the most efficient and effective mitigation of transportation project impacts on
aquatic resources and habitat
* A Workgroup is responding to Executive Order 09 - 05, Washington's Leadership on Climate Change. Recommendations
from the Workgroup may be incorporated into the Final WTP 2030 to be released in December 2010. 

Longer-Term, Initiate Actions between 2017-2030 
Make significant progress toward meeting statewide greenhouse gas reduction goals by developing and
coordinating a mix of innovative transportation strategies, with a focus on alternative energy sources and
technologies, while managing congestion through transportation demand management, land use policy
and pricing, and by providing transportation choices 
Establish a dedicated revenue stream to mitigate environmental impacts created by the transportation
sector 
Ensure efforts to support improvements to the permitting processes in support of protecting the
environment 
Complete work to upgrade or replace culverts and other barriers that prevent safe fish passage through
transportation facilities 
Require cities of 25,000 or greater population to adopt and implement "Complete Streets" policies that
are relevant to their local needs (see text box on page 26)







28

S T E W A R D S H I P 
To continuously improve the quality, effectiveness, and efficiency of the transportation system 
(RCW 47.04.280)
Background and Policy Context 
Stewardship  is  about  making  wise  management  and
RECENT ACCOMPLISHMENTS 
investment choices for the future, to ensure the system's
Reduced demand on the highway system by operating
continued safety, mobility and connectivity. A key objective is 
the largest vanpool system in the nation 
to simultaneously preserve and maintain the existing system,
Launched a new electronic tolling program on the
while working to better manage it for optimum efficiency and
Tacoma Narrows Bridge, and obtained initial authority
effective movement of people and goods.                           for expanded tolling on other projects, subject to
legislative approval 
Stewardship encompasses accountability and performance
WSDOT completed the Long-term Air Transportation
measures, integration of land use and transportation policies,       Study, a Plan for the state's long-term general aviation
and protecting and preserving essential public facilities.      and commercial aviation capacity needs 
Increasingly, technology is being employed to increase the      In Yakima County, transit service has expanded into Selah
efficiency of the existing system and pricing strategies are       and Union Gap. Following demonstration projects by
Yakima Transit, both cities passed local sales tax
being  explored  to  address  congestion  and  the  financial
measures to sustain the transit service 
sustainability of the system. 
Strategies 
A. Continue to Develop and Implement Performance Measures to Align with
Federal Direction and Ensure Accountability
Performance measures are receiving increased attention at
the state and federal levels. WSDOT is already a national
leader  in  using  performance  measurement  to  evaluate
projects  and  system  performance  on  the  state  highway
system. The need to establish targets and use a set of
performance measures to evaluate outcomes is  widely
accepted. However, there is disagreement about what the
next  steps  should  be  to  design  and  implement   a
performance-based  system  for  statewide  investment  in
transportation. Key questions include: How should the standards be set and who should set them? 
Work with the Joint Transportation Commission, the Office of Financial Management, WSDOT, and other
transportation partners to develop an implementable set of performance objectives for all state-funded
investments 
Strengthen the authority of regional transportation planning organizations to certify the transportation
and land use elements of comprehensive plans and development regulations 


29

B.Use Technology to Realize Maximum Efficiency in the Movement of People and
Goods
Using technology to make more efficient use of existing systems is critical, particularly when financial
resources are scarce. Intelligent transportation systems integrate advanced communications technologies
into the transportation infrastructure, and provide information such as real time traffic alerts and
information on destination times by routes and set variable speed limits to better manage traffic flow. Active
traffic management technologies can help relieve congestion and improve traveler information, which helps
manage demand. Systems like Next Gen use communication technology and navigation
systems to improve the aviation system. 
Continue to use technology, communications and operational management
techniques,  such  as  signal  coordination,  integrated  traveler  information,  and
metered on-ramps, to optimize the existing system 
Maintain and expand HOV and HOT lanes, and optimize their sp eed and reliability
performance 
Encourage transportation agencies to make data available to software application
developers to develop and improve real time travel and scheduling information 
Continue implementation of Washington State Ferries'  reservation system  and
introduce variable pricing to manage demand, spread peak vehicle traffic, improve
asset utilization, and reduce wait times. Integrate new improvements with WSDOT
and other technology applications
C.Review Regulations That Require Improvements to the Same Standard and
Performance Level for Every Roadway
Given the constrained funding environment, uniform standards are being questioned in some communities.
New predictive tools from the American Association of State Highway and Transportation Officials and the
Federal Highway Administration can help advance this discussion, along with a variance process to allow
exceptions to the regulations that could better tailor solutions to specific facilities, and communities, with
potential cost savings at the same time. 
Review and offer recommendations for acceptable levels of preservation and maintenance for the state
system, city streets, and county roads; use available and recognized performance measures to assess
network performance and new investment needs 
Explore options for differential standards based on community and roadway characteristics 





30

D. Strengthen the Integration Between Land Use and Transportation Decision-making
Responsibility for land use planning is spread widely among hundreds of
local jurisdictions, many of which have different priorities, making it     CONCURRENCY 
difficult  to  harmonize  all  the  divergent  plans  in  a  region.  Regional     Concurrency refers to the timely provision
Transportation Planning Organizations (RTPOs) and Metropolitan Planning     of public facilities and services relative to
the  demand  for  them.  Washington's
Organizations (MPOs) have a major planning and coordination function,
Growth Management Act requires that
and RTPOs and MPOs adopt regional plans to which local plans are    transportation    improvements    or
expected to conform. Local transportation agencies need to work together     strategies to accommodate development
with local government planning departments in the design, planning and     impacts need to be made concurrently
permitting of development, to ensure that the linkages between land use     with land development. 
and transportation planning are well explored and connected. 
Support coordinated land use and transportation planning that facilitates mixed-use infill and
redevelopment and regional growth centers (where designated); that separates manufacturing and
industrial  centers;  and  that  is  served  by  well  connected  streets,  pedestrian,  bicycle  and  transit
infrastructure 
Require use of multi-modal concurrency approaches, where possible, to promote density and reduce
development costs to the public 
Discourage the siting of incompatible development adjacent to public use airports 
Limit access to state highways through careful access management decision-making 
Use the Centennial Accord between the Federally Recognized Indian Tribes in Washington and the state to
improve state-tribal cooperation on transportation and related land use and environmental issues 
E. Ensure the Ability to Build and Expand Essential Public Facilities
Transportation facilities and services, such as interstate
highways,  airports,  and  intercity  passenger  rail  are
designated  as  "essential  public  facilities"  under
Washington State's Growth Management Act.12  Ports
and airports receive some special consideration under
the port enabling statutes, Shoreline Management Act
and  Planning  Enabling  Act.  Private  transportation
facilities  such  as  rail  lines  are  identified  for  special
protection under federal interstate commerce laws and
state  laws  designed  to  protect  large  container  port
operations. Protecting and preserving the essential elements of the transportation system (roads, rails,
water, and air) is vital to future use and expansion. 



12 RCW 36.70A.200 and RCW 47.06.140. 

31

Encourage identification of key transportation corridors for the movement of people and goods and
connecting communities through multiple transportation modes such as rail corridors, water ports,
airports and pedestrian corridors, in local and state land use and transportation plans 
Expand protection of rail corridors for the movement of goods and people beyond the largest container ports 
Implement the recommendations of the Washington State Aviation Planning Council, July 2009. This
report provides a number of recommendations for the preservation and enhancement of aviation assets 
Specific plans protecting difficult to site facilities, such as airports and rail corridors, from encroachment
associated with incompatible land uses should be part of local transportation plans. Such plans should also
provide for the future expansion of such facilities 
Integrate local and state land use, transportation and capital investment plans to the greatest possible
degree to ensure a systems approach in building and maintaining transportation assets, and in efficiently
employing scarce public resources 
Preliminary Action Plan 
Near-Term, Initiate Actions between 2011-2017 
Create a sustainable funding source for transportation infrastructure 
Continue to develop and improve performance measures for state and local facilities and services of the
transportation system
Establish outcome expectations for new transportation investments to support current Attainment Report
or future reporting processes
Provide WSDOT the flexibility to buy right-of-way for long-term projects that currently lack funding to
build 
Expand the use of high occupancy toll lanes in major highway corridors 
Streamline the public-private partnership law to allow a wider range of financing opportunities for non-
highway projects, while maintaining the legislature's responsibility to balance public and private interests 
Strengthen land use planning to protect public use airports from encroachment of incompatible land uses 
Longer-Term, Initiate Actions between 2017-2030 
Complete implementation of Washington State Ferries' reservation system and implement variable pricing
in order to help manage demand, spread peak vehicle traffic, improve asset utilization, and reduce wait
times 
Develop methods to capture some of the incremental value derived from transportation infrastructure 
investments 
Participate in preserving and improving both the freight and passenger rail transportation system where
there are sufficient public benefits to the State, its businesses and communities, based on a systematic
assessment and comparison of benefits and costs across users and modes 
Use pricing as a tool to manage the use of scarce transportation resources and to provide funding for
increased travel choices 


32

WTP 2030 Participants
Washington State Transportation        Advisory Group
Commission                          Carol Moser, Transportation Commission, Chair 
Carol Moser, Chair, Benton County                           Elmira Forner, Transportation Commission 
Bob Distler, Vice-Chair, San Juan County                       Latisha Hill, Transportation Commission 
Dan O'Neal, Mason County                                Teresa Berntsen, Governor's Office 
Elmira Forner, Chelan County                                Gary Chandler, Association of Washington Business 
Richard Ford, King County                                    Nancy Hiteshue, Washington Roundtable 
Latisha Hill, Spokane County                                  Charlie Howard, Puget Sound Regional Council 
Philip Parker, Clark County                                    Bill LaBorde, Transportation Choices Coalition 
Karen Larkin, Department of Commerce 
Transportation Commission Staff 
Steve Lind, Washington Traffic Safety Commission 
Reema Griffith, Executive Director 
Egils Milbergs, Washington Economic Development
Paul Parker, Senior Policy Analyst                              Commission
Consultants                            Christina O'Claire, King County Metro 
Geri Poor, Washington Public Ports Association 
BERK & ASSOCIATES 
Ashley Probart, Association of Washington Cities 
Bonnie Berk             Fauna Doyle 
Robin Rettew, Office of Financial Management 
Allegra Calder             Paul Roberts 
Gordon Rogers, Whatcom Council of Governments 
Julia Bosch                Erik Rundell 
Gary Rowe, Washington State Association of
Heather Rogers          Jennice Hyden 
Counties 
Nelson/Nygaard                                     Bob Saunders, Department of Ecology 
Thomas Brennan                                       Karen Schmidt, Freight Mobility Strategic
Tim Payne                                                Investment Board
Brian Smith, WSDOT 
Cocker-Fennessy                                       Chris Townsend, Puget Sound Partnership 
Anne Fennessy                                         Kirk Vinish, Tribal Transportation Planning
Maia Hicks                                                  Organization
Vanessa Lund 
Thanks also to the following Advisory Group
contributors: 
Justin Brant, Department of Ecology 
Amber Carter, Association of Washington Business 
Mike Groesch, Washington Roundtable 
Judy Lorenzo, WSDOT 
Joyce Phillips, Department of Commerce

September 2010

RRegional LListstening Sessssionss
Wasshingtton Transpsporttattion Plan 2030




WTP 2030 Summary: 
Public RRevieww Draftt


Conneccting
WASHINGTON
ccommunities FOOR A PROSOSPEEROUSOUS FUTUUTUREE

WTP 2030 Vision 
By 2030, Washington's transportation network connects people and communities, fostering commerce and operating
seamlessly  across  boundaries  and  modes  as  an  environmentally  and  financially  sustainable  system. 
(Commission Approved Draft Vision Statement, October 2009) 

Foundational Themes 
Theme #1:   The State's Transportation System Needs to Work as an Integrated Network, Effectively Connecting
Across Modes and Jurisdictions 
A fundamental goal of the statewide transportation system over the next 20 years must be to work towards achieving
system connectivity and integration. The system includes modes (aviation, rail, roads, trails, waterways), facilities
(airports, ferry terminals, bus shelters, rest areas, information technology systems, weigh stations, etc.) and services
(aviation fuel, charters, emergency response, traffic alerts, traffic cameras) that are owned, operated or managed by
transportation providers in both the private and public sector. As part of this objective, we must focus on moving
people and goods in the most efficient and cost effective manner, with system connectivity serving as a critical factor in
investment decision-making. 
Theme #2:   Preservation and Maintenance of the Existing Transportation System is the Most Critical Need 
A safe and effective transportation system is fundamental to a sustainable economy and livable communities and must be
made a top priority. Washington's economy depends on moving goods to the state, through the state and within the state,
and making our recreational and cultural opportunities available to a strong tourism market, all of which make a properly
functioning system essential. With limited resources, the focus should be on preservation and maintenance, with a lower
priority placed on building new facilities. 
Theme #3:   Washington Faces a Structural Transportation Funding Problem and Additional Revenue is Needed 
The statewide transportation system needs continue to grow, while revenues are declining. As a result, the ability to
effectively maintain and operate the statewide transportation system is at risk. New road projects and maintenance of the
existing system are threatened by reductions in gas tax revenue. Transit agencies are struggling to meet record demand for
services with a revenue base that is largely tied to sales tax revenues, which declined with the economic downturn. Air, rail
and water-borne transportation are largely market-driven. The bottom line is that additional revenue is needed to maintain
the state's existing transportation system. 






September 2010                      WTP 2030 Summary: Public Review Draft                             1

Strategic Drivers 
Four strategic drivers inform WTP 2030. These are key influences that reflect the current political, policy and economic
environment within which this Plan was developed: 
Transportation policy should support and reinforce other state policy objectives 
The relationship between land use and transportation is key 
There are significant differences across regions and one size does not fit all 
Policy planning must continue its evolution to performance based programs 
Summary of Policy Goals 
RCW 47.04.280 
ECONOMIC VITALITY   To promote and develop transportation systems that stimulate, support, and enhance the
movement of people and goods to ensure a prosperous economy 
PRESERVATION       To maintain, preserve, and extend the life and utility of prior investments in transportation
systems and services 
SAFETY               To provide for and improve the safety and security of transportation customers and the
transportation system 
MOBILITY             To improve the predictable movement of goods and people throughout Washington State 

ENVIRONMENT       To enhance Washington's quality of life through transportation investments that promote
energy conservation, enhance healthy communities, and protect the environment 

STEWARDSHIP        To continuously improve the quality, effectiveness, and efficiency of the transportation system 








September 2010                      WTP 2030 Summary: Public Review Draft                             2

E C O N O M I C V I T A L I T Y  S T R A T E G I E S 
A. Enhance Washington's Economic Competitiveness and Vitality 
Improve travel time, reliability, and access on the state's corridors and connectors to freight hubs 
Work with regional and local public and private partners to maintain economic vitality and diversity through
preserving and improving infrastructure 
Streamline the state's public-private partnership law to allow for a wider range of financing opportunities, while
maintaining the legislature's responsibility to balance public and private interests 
Build on the Ports of Seattle and Tacoma's Green Gateway Clean Air Strategy by marketing sustainable practices to
attract business to Washington's ports 
Commit to meeting the speed, reliability, and service measures in the Northwest Corridor, a federally-designated
high-speed rail corridor from Eugene, Oregon to Vancouver, British Columbia 
Work with the economic development organizations to invest in transportation investments to support key industry
clusters 
B. Foster Improved Connectivity of People and Communities 
Support strategies and investments to better link people and commerce. Investments could include transit oriented
development, bicycle and pedestrian networks, park and ride lots, and broadband access 
Foster economic development and system connectivity by improving linkages to other modes of transportation 
Support locating transportation facilities, such as transit only lanes, where transit operation in the corridor is critical
to maintaining and improving mobility, particularly in urban centers 
Maintain and improve the state's competitive advantage in time and energy cost for access to regional, national and
international markets 
Improve east-west passenger rail service within the state 
Maintain and improve connectivity of island and peninsular regions to the state ferry system 
C. Support the Coordinated, Connected, and Efficient Movement of Freight and Goods 
Increase coordination of corridor-level freight planning and funding, and continue to develop partnerships for key
corridors involving multiple jurisdictions and the private sector 
Improve intermodal connections at freight hubs, including seaports, airports, rail yards, warehouses, and distribution
centers to assure efficiency of import and export of goods 
Establish an all weather transportation system, prioritizing investments that minimize closures affecting agriculture,
freight dependent industries, and tourism 
Coordinate consistent policies for freight movement across jurisdictions 
Support ferry vessel replacements that accommodate future marine commerce 
D. Invest in Aviation, a Critical Component of Washington's Economy 
Invest in Next Gen aviation technologies to meet future aviation needs and reduce greenhouse gas emissions 
Establish a five-year capital improvement program to assist in identifying airport infrastructure needs and prioritizing
system investments 
Work with the Legislature to identify new funding measures to support the preservation and infrastructure needs of
the aviation system 

September 2010                      WTP 2030 Summary: Public Review Draft                             3

P R E S E R V A T I O NS T R A T E G I E S 
A. Focus on Preserving the Existing Statewide Transportation Network 
Maintain tolling on roadways and bridges after project completion to fund preservation, maintenance and traffic
management 
Fund preservation costs by levying additional use surcharges on higher impact users 
Establish adequate and sufficient transportation funding sources for local governments 
Explore establishing performance measures for new funding for cities and counties and assess whether the funding is
adequate to achieve the desired performance outcomes 
Restore dedicated capital funding for ferries to ensure reliable long-term support 
B. Explore New Funding Strategies for Public Transportation 
(To be developed alongside the current JTC study on defining the state's role in public transportation.) 
Work with cities, counties and transit agencies to identify the state's role and interest in public transportation 
The state should provide transit agencies with adequate revenue authority to preserve current rolling stock and
infrastructure (facilities, bus shelters etc.) and maintain access to service, particularly where service is critical to
managing demand on the state-owned highway system 
Explore value capture approaches to pay for public transportation corridor construction projects 
Work with local agencies to identify public transportation corridors of statewide significance. Designation would
influence prioritization of the speed and reliability of transit service on designated corridors 
C. Invest in Preservation of Ferry Vessels and Terminal Infrastructure 
Invest in vessels and terminal infrastructure needed to meet service level objectives 









September 2010                      WTP 2030 Summary: Public Review Draft                             4

S A F E T YS T R A T E G I E S 
A. Foster  Implementation  of  Comprehensive  Safety  Strategies  Across  All  Jurisdictions  and
Transportation Modes 
Encourage agencies to consider the 4 E's of traffic safety (education, enforcement, engineering and emergency
medical services) when planning and implementing transportation safety projects 
Continue to collect comprehensive safety data to identify and prioritize transportation safety problems, and evaluate
program performance 
Encourage other transportation modes to adopt a data-driven approach to prioritize and target areas that pose the
greatest risks to safety 
Continue statewide, highly-visible safety campaigns that combine education and enforcement to raise public
awareness and change behaviors that affect transportation safety 
Support investments, such as the Safe Routes to School program, that improve safety for non-motorized travel by
bicycle and on foot 
B. Plan and Engineer Projects for Safety 
Implement effective, lower cost improvements to improve road safety 
Ensure that new facilities, such as bridges, are built to an appropriate seismic standard 
C. Encourage Inter-Agency Collaboration and Cooperation on Safety Issues 
Continue interagency collaboration to identify cost-effective ways to address safety and to focus resources where
they will have the greatest impact 
Continue to develop plans to facilitate continued movement of goods and supplies in the event of a transportation-
related disaster 
Enhance Regional Catastrophic Preparedness planning by further defining and communicating regional approaches to
coordination 
Continue to support the work of the Washington State Interoperability Executive Committee 
Reduce impacts near airports related to birds and structures that obstruct critical airspace 
Recognize and support transit's role in emergency response efforts such as evacuating large numbers of people or
transporting those with special needs 






September 2010                      WTP 2030 Summary: Public Review Draft                             5

M O B I L I T Y  S T R A T E G I E S 
A. Support Mobility Options to Help Communities Meet the Public's Travel Needs 
Expand the use of pricing strategies to change travel behavior 
Support transit corridor connections to and between job centers 
Produce and circulate information on transportation options and their benefits. Tailor information to the specific
mobility and access needs and vary by locality 
Invest in and maximize the use and effectiveness of high occupancy vehicle (HOV), high occupancy toll (HOT) lanes,
and transit lanes, to improve reliability of travel times 
Support alternatives to driving or driving alone, through promotion and sponsorship of efficient commuter travel
options, including convenient bus service,  and incentives to carpool or vanpool  or work from home, and
telecommute 
Preserve capacity on major facilities by improving connectivity of the local street network for all modes, utilizing
multimodal hubs, providing incentives for  transportation-oriented development, and supporting bicycle and
pedestrian transportation 
Improve east-west passenger rail service within the state 
B. Improve Connectivity to Facilitate Travel Across Modes and Communities 
Invest in strategic capacity enhancements to promote mobility 
Expand toll lanes to major highway corridors, where appropriate, to make more efficient use of highway capacity 
Help local governments to solve congestion issues through added connectivity and multimodal transportation instead
of expanding highways 
Ensure that the transportation system functions as a reliable, predictable, integrated network, including connecting
schedules and services across transportation systems 
Create additional separated grade crossings between trains and vehicles, where appropriate, to relieve congestion 
Integrate freight delivery into plans for livable communities 
Develop online, real time transit arrival/departure time information 
C. Provide Transportation Options for Aging and Special Needs Populations 
Accommodate the needs of the aging population through universal design principles for all modes. For highways this
could include signage, roadway markings, lighting and design solutions. For transit and rail this could include easy to
read schedules and terminal information and less challenging physical environments 
Produce and circulate information on transportation options and their benefits. Tailor information to the specific
mobility and access needs and vary by locality 
Utilize existing volunteer organizations to set up travel-buddy systems, regardless of mode, so that people lacking
confidence do not have to travel alone 
Regional coordination should be mandated for all state funded programs that include transportation in the services
or programs offered. Use this coordination to increase efficiency and productivity of trips and enhance mobility for
special needs populations 
Consider the needs of rural areas that currently lack transit, ride share, or vanpool options by enhancing and utilizing
coordination opportunities with human service transportation and school transportation 

September 2010                      WTP 2030 Summary: Public Review Draft                             6

E N V I R O N M E N T  S T R A T E G I E S 
A. Transportation Investments Should Support and Prioritize Healthy Communities 
Promote "Complete Streets" policies and implementation for arterials and collectors within Urban Growth Areas 
Promote bicycling and walking as viable transportation options, and as a strategy to improve public health and
maintain environmental quality through identifying and addressing multi-modal system gaps, such as sidewalk or trail
connections 
Support Washington State Ferries policies and fare structures that encourage walk-on passengers 
Consider transportation demand management policies as a core element of state and regional transportation
planning 
Continue to develop and promote programs, such as Commute Trip Reduction, to reduce traffic congestion, reduce
air pollution, and reduce petroleum consumption 
B. Manage The Transportation System To Foster Environmental Sustainability 
Improve integration of transportation and land use planning with the goal of reducing vehicle miles traveled and GHG 
Couple land use policy, siting decisions, demand management and transportation needs to leverage the value of
existing infrastructure investments and future transportation investments 
Support efforts for efficient and effective environmental permitting processes while still protecting the environment 
Reduce stormwater impacts on Puget Sound and other state waterways consistent with the Clean Water Act 
Develop strategies responding to both mitigation and adaptation consistent with the Governor's Climate Action Team
findings 
C. Transition to Alternative Transportation Energy Sources 
Develop innovative solutions to move to transportation systems and infrastructure that reduce oil imports and usage
across modes 
Lead the nation in providing smart charging infrastructure for plug-in vehicles and create incentives for the purchase
and conversion of plug-in vehicles 
Partner with federal agencies, primarily the Departments of Transportation and Energy and related laboratories and
research programs, to demonstrate a model transportation system using advanced communication, software and
information tools from regional companies 
Promote the regional development of a smart energy grid through public and private investment 
Encourage the use of pricing strategies to reduce demand-side emissions 





September 2010                      WTP 2030 Summary: Public Review Draft                             7

S T E W A R D S H I PS T R A T E G I E S 
A. Continue to Develop and Implement Performance Measures to Align with Federal Direction and
Ensure Accountability 
Work with the Joint Transportation Commission, the Office of Financial Management, WSDOT, and other
transportation partners to develop an implementable set of performance objectives for all state-funded investments 
Strengthen the authority of regional transportation planning organizations to certify the transportation and land use
elements of comprehensive plans and development regulations 
B. Use Technology to Realize Maximum Efficiency in the Movement of People and Goods 
Continue to use technology, communications and operational management techniques, such as signal coordination,
integrated traveler information, and metered on-ramps, to optimize the existing system 
Maintain and expand HOV and HOT lanes, and optimize their speed and reliability performance 
Encourage transportation agencies to make data available to software application developers to develop and
improve real time travel and scheduling information 
Continue implementation of Washington State Ferries' reservation system and introduce variable pricing to manage
demand, spread peak vehicle traffic, improve asset utilization, and reduce wait times. Integrate new improvements
with WSDOT and other technology applications 
C. Review Regulations That Require Improvements to the Same Standard and Performance Level for
Every Roadway 
Review and offer recommendations for acceptable levels of preservation and maintenance for the state system, city
streets, and county roads; use available and recognized performance measures to assess network performance and
new investment needs 
Explore options for differential standards based on community and roadway characteristics 
D. Strengthen the Integration Between Land Use and Transportation Decision-making 
Support coordinated land use and transportation planning that facilitates mixed-use infill and redevelopment and
regional growth centers (where designated); that separates manufacturing and industrial centers; and that is served
by well connected streets, pedestrian, bicycle and transit infrastructure 
Require use of multi-modal concurrency approaches, where possible, to promote density and reduce development costs 
to the public 
Discourage the siting of incompatible development adjacent to public use airports 
Limit access to state highways through careful access management decision-making 
Use the Centennial Accord between the Federally Recognized Indian Tribes in Washington and the state to improve
state-tribal cooperation on transportation and related land use and environmental issues 



September 2010                      WTP 2030 Summary: Public Review Draft                             8

E. Ensure the Ability to Build and Expand Essential Public Facilities 
Encourage identification of key transportation corridors for the movement of people and goods and connecting
communities through multiple transportation modes such as rail corridors, water ports, airports and pedestrian
corridors, in local and state land use and transportation plans 
Expand protection of rail corridors for the movement of goods and people beyond the largest container ports 
Implement the recommendations of the Washington State Aviation Planning Council, July 2009. This report provides
a number of recommendations for the preservation and enhancement of aviation assets 
Specific plans protecting difficult to site facilities, such as airports and rail corridors, from encroachment associated
with incompatible land uses should be part of local transportation plans. Such plans should also provide for the future
expansion of such facilities 
Integrate local and state land use, transportation and capital investment plans to the greatest possible degree to ensure a
systems approach in building and maintaining transportation assets, and in efficiently employing scarce public resources 


W A Y S T O C O M M E N T 
The Commission's website ( http://wstc.wa.gov/WTP/default.htm) has links to WTP 2030 and the WTP 2030 Blog
(http://wtp2030.wordpress.com). It also links to an online public input tool that gives you the opportunity to comment
on transportation issues and priorities (http://www.surveymonkey.com/s/WTP2030DRAFT2). 
Comments will be accepted through October 15, 2010. You can send comments by e-mail (wtp2030@wstc.wa.gov) or
by mail to the Commission at PO Box 47308, Olympia, WA 98504-7308. 








September 2010                      WTP 2030 Summary: Public Review Draft                             9