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Even as we continue to push to protect Puget Sound, the entire effort is up against the fact that we also need to make room for as many as 4 million more people who could move here this century.

And as we do, we are gradually eating away at the Sound's finely tuned water-cleaning system by leveling as much as 10,000 acres of forest every year.

At McCormick Woods near Port Orchard, Kitsap County commissioners promised in 2003 to require builders to follow the most up-to-date stormwater standards. At the same time, they approved what will amount to a small city with a business park, shopping, and more than 4,000 homes and apartments, ranging from big houses along a golf course to modest ones aimed at first-time buyers.

Yet they didn't change any county stormwater rules. Kitsap County still follows the 1992 manual.

That's not unusual. Snohomish, Skagit, Pierce, Thurston, Mason and Island counties all follow the 1992 manual, and so do countless cities.

Environmentalists and some developers say low-impact development is one answer. The state is starting to promote it, and some local governments say they want to change their rules to allow it.

It turns out it's easier said than done.

But some of the area's top low-impact experts say the builders are copping out, and low-impact methods can still work with customized approaches to each project, instead of cookie-cutter formulas.

"It's way easier for those guys to come in and do what they've always done until there's some regulation that comes in and tells them to do something else," said Curtis Hinman of Washington State University, who has written a widely used manual on low-impact development.

The push is on to inspire developing countries to do what more American communities are doing: steer away from sprawling, cookie-cutter subdivisions popularized after World War II and create sustainable communities that will not deplete natural resources.

That includes developments built around mass-transit stations to reduce reliance on cars and projects that mix homes and businesses so that people can walk from home to stores and other services.

The first true suburb was born in the 1830s outside Manchester, England, Lang says. It was Victoria Park, a gated community of luxury homes that now is part of Manchester. About 20 years later came the first U.S. suburb — gated Llewellyn Park in West Orange, N.J., about 12 miles from Manhattan. Streetcar suburbs followed, first along the route of horse-drawn streetcars and later along rail corridors such as Philadelphia's Main Line.

After World War I, pedestrian-oriented suburbs flourished, including the Country Club Plaza district in Kansas City and Beverly Hills. Suburban expansion came to a standstill during the Great Depression and "the great burst comes after World War II," Lang says.

Tract-style subdivisions dependent on the automobile flourished. The most famous is Levittown, on New York's Long Island. Then came larger, 1960s-era split-levels and colonials on cul-de-sacs.

Within 20 years, suburbs exploded in the booming Sun Belt around Dallas, Atlanta, Phoenix and other fast-growing cities.

Then the craze for large luxury homes — dubbed McMansions — pushed development to the farthest fringes of metropolitan areas, where land was still cheap and plentiful. That helped spark an anti-sprawl fervor still alive today that has the backing of many environmentalists, preservationists, health professionals, farmers and big-city mayors.

Suburban sensibilities began to change.

Town centers designed to mimic small cities sprouted in suburbia. New light-rail lines were built and transit-oriented developments along the tracks followed. More people embraced "new urbanism," a movement that strives to capture the essence of turn-of-the-century communities. Central cities enjoyed a renaissance as young professionals and empty-nesters embraced the urban lifestyle.

Today, the dialogue about suburbs among urban thinkers around the world is intensifying largely because of universal concern over global warming. There is worry about traffic congestion and air pollution. That's why designing suburbs that require residents to drive to get anywhere is losing relevance.

For many developing nations, however, the suburban ideal is stuck in circa 1980: a sea of lookalike single-family homes and shopping malls on the edge of the city. It's a model that many Americans increasingly are rejecting.

"Most intellectuals say it's horrible. Most environmentalists say the same thing," says Nora Libertun de Duren, urban planning professor at Columbia University and an expert on suburbs in developing countries. "But developers say it's good business, and architects say it's good business."

China, where major cities are choking on stifling pollution, is striving to build the world's first sustainable city — Dongtan, which broke ground last summer. Designed by a London-based global consulting company and built on an island outside Shanghai, Dongtan, ultimately to house 50,000, will ban cars that pollute (even hybrids), grow its own food, recycle almost everything — including wastewater — and create its own energy from wind, the sun and human and animal waste.

"The Chinese are very interested in doing the latest and most interesting things," says Paul Lukez, an architect from Somerville, Mass., and author of Suburban Transformations. "There's a recognition by the government that something needs to be done. … If something is cutting edge, whether it comes from the United States or Europe, they want it."