EXHIBITS Page 116 <br />18. The OHP recognizes that TDM strategies can be implemented to reduce trips and impacts <br />to major transportation facilities, such as freeway interchanges, postponing the need for <br />investments in capacity-increasing projects. <br />19. An Evaluation of Pricing Policies for Addressing Transportation Problems <br />(ECONorthwest, July 1995) found that implementation of congestion pricing in the <br />Eugene-Springfield area would be premature because the level of public acceptance is <br />low and the costs of implementation are substantial; and that parking pricing is the only <br />TDM pricing strategy that would be cost-effective during the 20-year planning period. <br />Policies <br />F.6 Expand existing TDM programs and develop new TDM programs. Establish TDM <br />bench marks and if the bench marks are not achieved, mandatory programs may be <br />established. <br />F.7 Increase the use of motor vehicle parking management strategies in selected areas <br />throughout the Eugene-Springfield metropolitan area. <br />F.8 Implement TDM strategies to manage demand at congested locations. <br />Transportation System Improvements: System-Wide <br />Findings <br />20. The number of vehicles, VMT, and use of the automobile are all increasing while use of <br />alternatives is decreasing. Between 1970 and 1990, the number of vehicles in Lane <br />County increased by 83 percent, while the number of households increased by 62 percent. <br />Between 1980 and 1990, VMT grew at a rate seven times that of the population growth. <br />The Regional Travel Forecasting Model projects that, by the year 2015, without <br />implementation of proposed TransPlan projects, non-commercial VMT will increase 52 <br />percent while the percentage who bike will drop from 3.7 percent to 3.3 percent, walk <br />from 8.9 percent to 7.9 percent, and the percentage who bus will increase only slightly <br />from 1.8 percent to 1.9 percent. <br />21. The OHP recognizes that access management strategies can be implemented to reduce <br />trips and impacts to major transportation facilities, such as freeway interchanges, and that <br />communities with compact urban designs that incorporate a transportation network of <br />arterials and collectors will reduce traffic impacts on state highways, postponing the need <br />for investments in capacity-increasing projects. <br />22. OHP policy supports investment in facilities that improve intermodal linkages as a cost- <br />effective means to increase the efficient use of the existing transportation system. <br />Laurel Ridge Record (Z 15-5) Page 679 <br />