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EUGENE PARKWAy MOBF~ED PROJECT--CONSISTENCY WITH THE STATE~DE PLANNING GOALS AND TRANSPORTATION PLANNING RULE
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<br /> considered here in an exercise of caution. If such analysis is not required, then this discussion should
<br /> be considered as surplussage.
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<br /> Also, as previously noted, the identified transportation need for this facility includes a need
<br /> to serve interregional trips. The facility, a state highway, is part of the state TSP and thereby ~us_t be
<br /> included in the local TSP under the coordination and consistency requirements in OAR 660-012-
<br /> 0015(2)(a).
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<br /> [£the VMT standard must be considered, then the evidence suggests, for a variety o£reasons, that this
<br /> facility would not so contribute to VMT per capita as to impede the r ' '
<br /> egmn s ability to achieve VMT
<br /> compliance or otherwise achieve alternate standards demonstrating progress towards achieving
<br /> reducing automobile reliance. First, under the definition of VMT at OAR 660-012~0005(36), trips
<br /> originating or ending outside the jurisdictional boundaries of the Metropolitan Planning Organization
<br /> (hem, LCOG) are not included in VMT calculations. S2 As a facility meeting state transportation
<br /> needs, many o£the trips on the WEP will begin or end outside the MPa bounda~fi3 These trips do
<br /> not contribute to per capita VMT.
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<br /> Second, without the WEP, traffic conditions along West 1 Ith Avenue would so deteriorate as to
<br /> create significant out-of-direction travel, thereby causing a greater increase in VMT per capita.54
<br /> People will travel parallel routes to access or leave West Eugene. These routes include West 18th
<br /> Avenue and Beltline Highway (see Figure 1). This out of direction travel not only would increase
<br /> VMT~ but may cause mismatches in roadway function relative to surrounding land uses. For example,
<br /> West 18th Avenue is surrounded primarily by residential land uses. By serving as an overflow for
<br /> West 1 lth Avenue traffic during congested periods, West 18th Avenue may be serving a function for
<br /> which it is was neither designed nor intended.
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<br /> Third, the region is undertaking other transportation and land use efforts to reduce reliance on the
<br /> automobile, including land use, demand management and system improvements~ These measures
<br /> include opportunities for nodal mixed use developments in areas served by transit and the Bus Rapid
<br /> Transit (BRT) pilot project, implementation of which is expected to begin within the next several
<br /> years. Nodal mixed use development will place housing closer to jobs and shopping, thereby
<br /> increasing convenience and accessibility and reducing the need to drive long distances.SS The BRT
<br /> concept consists of high-frequency, fast transit service along major transportation corridors, with
<br /> small bus service in neighborhoods that connects with the BRT corridor service and with nearby
<br /> activity centers. Ultimately, elements of the BRT system ma3, include exclusive bus lanes, a bus
<br /> guideway system, traffic signal priority for trar~sit, low-floor buses for faster boarding, pre-pare fares
<br /> for faster boarding, greater spacing between bus stops, improved stops and stations, and park and ride
<br /> lots along BRT corridors, which will include West 1 lth Avenue to Beldine Highway.
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<br />F~nally, the Modified Project will not encourage sprawl types of development that contribute to VMT
<br />per capita because so much of the area within which the project is located cannot be developed under
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<br />52 While LCOG, as a Counci~ of Governments, covers the entire Lane County area, the Eugene~Spdngfie~d MPa plan
<br />boundary is only the area within the Metro Ptan boundary. That boundary extends about 3,200 feet west of the UGB at Green
<br />Hill Road,
<br />53 Figure 3-2 of the SDE~S identifies ~ 8,400 tdps begidning or ending outside the MPa area.
<br />54 VMT impacts are described be~ow in the discussion of knprovemen~ to existing facilities.
<br />55 Nodal development refers to a mixed.use, pedestrian friendly land use pattern thatseeks to increase concentrations of
<br />population and employment Jn wetl<lefined areas with good transit service, a mb( of d~erse and compatible land uses, and
<br />publ{c and pr~ate knprevements designed to be Pedestrian aad transit oriented. Noda~ developments ~n the Eugene-Springfield
<br />sma vary in ~he amount, type and orientation of commercJa~, c~ic, and employment uses; target commercial floor ama ratios;
<br />s~ze of buiidings; and the amount and ty~ of residential uses. Nodal development patterns include neighborhood centers
<br />(primarily residential w~ a mb( of commemial uses), commerc~a~ centers (pdmadty off`me and oomme
<br />residential deVeloPment) and em Iovment cente ~:~ -~..,~.. ~t~h~ ~,.~,,.~ .. .. rcJal with higher densk~
<br />retail and service activities P .--- rs .~.r ....... ~ ..= ...... a~ omco and/or msmut~ona{ w~th some supporting
<br /> and possibly some housing).
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<br />EX~IISIT C-~ - FINDINGS 28
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