EXHIBITS Page 115 <br />F.2 Support application of the nodal development strategy in designated areas through <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 '/4 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 Management <br />Findings <br />14. TDM addresses federal Transportation Equity Act for the 21st 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 />results, half of the local residents find roads are congested at various times of the day; <br />and the vast majority finds roads are congested during morning and evening rush hours. <br />16. The COMSIS TDM Strategy Evaluation Model, used in August 1997 to evaluate the <br />impact of TDM strategies, found that vehicle miles traveled (VMT) and vehicle trips are <br />reduced up to 3 percent by voluntary strategies (e.g., employer-paid bus pass program) <br />and up to 10 percent by mandatory strategies (e.g., mandatory employer support); that <br />requiring employers to increase the cost of employee parking is far more effective than <br />reducing employee transit costs; and that a strong package of voluntary strategies has a <br />greater impact on VMT and vehicle trips that a weak package of mandatory strategies. <br />17. Transit system ridership has increased 53 percent since the first group pass program was <br />implemented in 1987 (with University of Oregon students and employees). <br />Laurel Ridge Record (Z 15-5) Page 678 <br />