Ordinance No. 20258 - Laserfiche WebLink

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during certain periods on specific facilities, on average, the freeways and arterials are relatively uncongested. The objective is to avoid area-wide congestion represented by values of 1 or greater. A lower hadex value relative to the trend indicates that the plan will have a poskive impact on managing congestion. The Financially Constrained TransPlan RCI of.4~g. 96 is less than 1 and thus ind/cates that while cOngestiOn might occur at peak traffic times, on average, congestion would remain relatively low on freeways and arterials. In compafisor~ the region's 2015 RCI is below Portland's 1994 value of 1.11. PM 3: Daily 'Vehicle Hours of Delay Daily veh/cle hours of delay prov/des another measure of the level ofcongestion~ Very s/milar to congested m~es of travel~ it is expected to increase significantly in the future. However, as expressed earlier, wlfile congestion will increase over existing conditions~ the investments proposed in the Financially Constrained TransPlan ~e the increase in vehicle hours of delay over what would be experienced under trend condkions. W?~le Daily Vehicle Hours of Delay ~s expected to increase by 98- 1 t5 percent over 1995 conditions, tb2s is approxknately ov, e ha~ B¥O_ ~ of what is expected under trend conditions. PM 4: % Transit Mode share on Congested Corridors The % Transit Mode Share on Congested corridors is the ratio of transit person trips to total person trips on congested facilities during PM peak hour. An increase in this measure is a direct ~dication of reduced reliance on the automobile. I~creasing transit mode share on the congested corridors by 72 percent over the 1995 base is a sigrgficant shif~ in reliance on the automobile. Vehicle Miles Traveled and Trip Length Measures PM 5: Daily Vehicle Miles of Travel Per CaI~ita PM 5a is a measure of the total daily VMT by trips made within the metropolitan area by area residents (internal trips) and PM 5b presents VMT divided by the region's population. Under the Fh~anc~ally Constrained Trans?lan, VMT per capita decreases slightly showhqg no increase over the 20~year period. The Transportation Planrfing Rule (TPR) seeks no increase m VMT per cap~ta over ten years and a 5 percent reduction over 20 years. Reasons for not meeting th~s ¥2vlT reduction target include a high proportion of growth in the outly~g parts ofthe urban growth boundary (UGB), and few and small contiguous areas of higher density. Growth Lq outly~g parts ofthe UGB has the effect of increasing average ~p lengths ha these areas~ Lkrrfited areas of higher density lknits the effectiveness oftmnsit and alternative mode strategies. The region's model estimates tt~at ~ps to and from these growth areas are 21 percent longer than the regional average trip length. TransPlan Exhibit A ~ Page 53 TransPl an Amendments Chapter 4, Page 8