Ordinance No. 20461 - Laserfiche WebLink

Home Browse Search

uncongested. The objective is to avoid area -vide congestion represented by values of 1 or greater. A lower index value relative to the trend indicates that the plan will have a p ositive impact on managing congestion. The Financially Constrained Tran.sPlan RCI of . 96 is less than 1 and thus indicates that while congestion might occur at peak traffic times on average, g, congestion would remain relatively low on freeways and arterials. In com the region's � V1r com g 7 RCY is below Portland's 1994 value of 1.11. PM.3: Daily Vehicle Hours of Delay Daily vehicle hours of delay provides another measure of the level of congestion. Ver similar t g ry o congested miles of travel, it is expected to "increase significantly in the future. However, as expressed earlier, while congestion will increase over existing conditions, the investments proposed in the Financially Constrained TransPlan mh imize the increase in vehicle hours of delay over what would be experienced under trend conditions. while Daily Vehicle Hours of Belay is expected to increase by 115 percent over 1995 conditions, this is ap p roximately two pp Y thirds 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 tri s to total • .. P p person taps on congested facilities during PM peak hour. An increase in this measure is a direct indication of reduced reliance on the automobile. Increasing transit mode share on the congested corridors by 72 percent over the 1995 base is a significant shift in reliance on the automobile. Vehicle Miles Traveled and Trip Length Measures PM 5: Daily Vehicle Miles of Travel Per Capita 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 o ulation. Under the Financially p p nancially Constrained TranssPlan, VMT per capita decreases slightly showing no increase over the 20 -year period. The Transportation Planning Rule (TPR) seeks no increase in VMT p er capita over ten years and a 5 percent reduction over 20 years. Reasons for not meeting this VMT reduction target include a high proportion of growth in the outlying parts of the urban growth boundary (UGB), and few and small contiguous areas of higher density. Growth in outlying parts of the UGB has the effect of increasing average trip lengths in these areas. Limited areas of higher density limits the effectiveness of transit and alternative mode strategies. The region's model estimates that trips to and from these growth areas are 21 percent longer than the regional average trip length. TramPtan July 2002 Chapter 4, Page 7