13. During the public review of the nodal development strategy, many comments were <br />received that identified the need for incentives for developers, builders, property owners, <br />and neighborhoods to ensure that nodal developments would be built consistent with <br />design guidelines. The type of support and incentives suggested ranged from public <br />investments in infrastructure to technical assistance and economic incentives. <br />Policies <br />F.1 Apply the nodal development strategy in areas selected by each jurisdiction that have <br />identified potential for this type of transportation-efficient land use pattern." <br />F.2 Support application of the nodal development strategy in designated areas tlrrough <br />information, technical assistance, or incentives. <br />F.3 Provide for transit-supportive land use patterns and development, including higher <br />intensity, transit-oriented development along major transit corridors and near transit <br />stations; medium- and high-density residential development within '14 mile of transit <br />stations, major transit corridors, employment centers, and downtown areas; and <br />development and redevelopment in designated areas that are or could be well served by <br />existing or planned transit. <br />F.4 Require improvements that encourage transit, bicycles, and pedestrians in new <br />commercial, public, mixed use, and multi-unit residential development. <br />F.5 Within three years of TransPlan adoption, apply the ND, Nodal Development, <br />designation to areas selected by each jurisdiction, adopt and apply measures to protect <br />designated nodes from incompatible development and adopt a schedule for completion of <br />nodal plans and implementing ordinances. <br />Transportation Demand Managenienf <br />Findings <br />14. TDM addresses federal Transportation Equity Act for the 21" Century (TEA 21) and <br />state TPR requirements to reduce reliance on the automobile, thus helping to postpone the <br />need for expensive capital improvements. The need for TDM stems from an increasing <br />demand for and a constrained supply of road capacity, created by the combined effects of <br />an accelerated rate of population growth (41 percent projected increase from 1995 to <br />2015) and increasing highway construction costs; for example, the City of Eugene <br />increased the transportation systems development charge by a total of 15 percent to <br />account for inflation from 1993-1996. <br />15. The Regional Travel Forecasting Model estimates that average daily traffic on most <br />major streets is growing by 2-3 percent per year. Based on 1994 Commuter Pack Survey <br />13 See Glossary for the definition of nodal development. <br />Laurel Ridge Record (Z 15-5) III-h-5 Page 217 <br />