Ordinance No. 20234 Exhibit C - Laserfiche WebLink

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ments designed to be pedestrian and transit oriented. (emphasis added) ., ". ,.~,. <40 The TransPlan defmition of nodes and nodal development continues, stating in part that: Fundamental characteristics of Nodal Development reauire: · Design elements that support pedestrian environments and encourage transit use, walking and bicycling; . · A transit stop which is within walking distance (generally 1/4 mile) of anywhere in the node; · Mixed uses so that services are available within walking distance These requirements are directly related to increasing the use of alternative modes. The nodal development measures and their integration into the overall TransPlan strategy are the basis for the increase in Percent Non-Auto Trips and the Percent Transit Mode Share on Congested Corridors. Nodal development in IransPlan also plays a significant role in allowing the region's VMT per capita to remain virtually unchanged over the planning horizon. TPR Obiective D: VMT per capita is unlikely to increase by more than 5 percent. VMT per capita in the Eugene-Springfield area is expected to remain virtually unchanged through 2015 (0.3 percent increase). TPR Obiective E: The alternative standard is measurable and reasonably related to achieving the goal of reduced reliance on !he au~omobile as described in OAR 660-012- 0000. The measurability of each of the performance measures weighed heavily in the MPC sub- committee's selection process. The relationship of these measures to reduced reliance on the automobile is referenced in our assessment of other objectives. The table below summarizes the measurability of each of the proposed measures. While each measure relies on different data, the region currently maintains all of the underlying information required to track these measures. Measure Update Process/Reliability The mode choice model relies on current data on the existing transportation system (traffic counts, transit ridership, roadway speeds, etc.) and travel be- Percent Non-Auto Trips havior data (typically through travel surveys). Estimates are as reliable as the model being used: The model is most reliable when based on an updated travel survey and current system data. Percent Transit Mode LID updates its ridership da41 frequently. Traffic volumes are updated regu- Share on Congested Cor- larly. Very reliable.' . , ridors Priority Bikeway Miles This measure would be updated based on the sum of the distances of bikeway projects determined to be "priority." Very reliable. Exhibit C Findings in Support of the Adoption of TransPlan 34