Ordinance No. 20545 - Laserfiche WebLink

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Draft 9/29/14 F.2 Support application of the nodal development strategy in designated areas through information, technical assistance, or incentives. F.3 Provide for transit-supportive land use patterns and development, including higher intensity, transit-oriented development along major transit corridors and near transit stations; medium- and high-density residential development within ¼ mile of transit stations, major transit corridors, employment centers, and downtown areas; and development and redevelopment in designated areas that are or could be well served by existing or planned transit. F.4 Require improvements that encourage transit,bicycles, and pedestrians in new commercial, public, mixed use, and multi-unit residential development. F.5 Within three years of TransPlan adoption, apply the ND, Nodal Development, designation to areas selected by each jurisdiction, adopt and apply measures to protect designated nodes from incompatible development and adopt a schedule for completion of nodal plans and implementing ordinances. Transportation Demand Management Findings st 14.TDM addresses federal Transportation Equity Act for the 21 Century (TEA 21) and state TPR requirements to reduce reliance on the automobile, thus helping to postpone the need for expensive capital improvements. The need for TDM stems from an increasing demand for and a constrained supply of road capacity, created by the combined effects of an accelerated rate of population growth (41 percent projected increase from 1995 to 2015) and increasing highway construction costs; for example, the City of Eugene increased the transportation systems development charge by a total of 15 percent to account for inflation from 1993-1996. 15.The Regional Travel Forecasting Model estimates that average daily traffic on most major streets is growing by 2-3 percent per year. Based on 1994 Commuter Pack Survey results, half of the local residents find roads are congested at various times of the day; and the vast majority finds roads are congested during morning and evening rush hours. 16.The COMSIS TDM Strategy Evaluation Model, used in August 1997 to evaluate the impact of TDM strategies, found that vehicle miles traveled (VMT) and vehicle trips are reduced up to 3 percent by voluntary strategies (e.g., employer-paid bus pass program) and up to 10 percent by mandatory strategies (e.g., mandatory employer support); that requiring employers to increase the cost of employee parking is far more effective than reducing employee transit costs; and that a strong package of voluntary strategies has a greater impact on VMT and vehicle trips that a weak package of mandatory strategies. 17. Transit system ridership has increased 53 percent since the first group pass program was implemented in 1987 (with University of Oregon students and employees). III-F-5