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employment with access to ten - minute service frequencies from 52 percent under existing <br />g <br />conditions to 91 percent in [ 2027 under the Financially Constrained TransPlan. This <br />represents an increase of approximately 75 percent. <br />PM 21: Bikeway .Miles <br />This measure indicates the additional bikeway iles and percentage change in bikewa Y p g g y males <br />anticipated over the plaruung period. As described under PM 15, additions to the off - street <br />system and striping of existing roadways result in a significant increase in bikeway miles (103 <br />percent over existing conditions). <br />PM 22: Arterial and Collector Miles <br />This measure indicates the additional roadway centerline miles and percentage change in <br />roadway centerline miles anticipated over the planning period. Total miles of collector and <br />arterials are proposed to increase by 9.3 percent from 325.6 to 355.8. <br />PM 23: Arterial and collector Miles (excludingfreeways) <br />This measure is similar to PM 19a except that it excludes freewa y miles. Total miles of collector <br />and arterials, excluding freeways, are proposed to increase by about 10 percent from 290.5 to <br />319.6. <br />Summary Assessment <br />This section provides an overall assessment of the plan's performance. A more detailed <br />assessment of the plan's compliance with Transportation Planning Rule (TPR) re p g uirements is q <br />provided in Part Three: TPR Alternative Performance Measures. <br />Over the past 25 years, growth in the region has been fairly compact. This is in part due to the <br />limitations put on partitioning of parcels outside of city limits and allowing development to occur <br />only with the extension of public facilities. Thus, infill and redevelopment have been taking <br />place over time and, as a result, a large portion of future development will occur within the UGB <br />on the edges of existing development. As demonstrated above, growth on the edges leads to <br />longer overall. trip lengths, which in turn, makes non -auto modes less attractive. This makes it <br />difficult to achieve VMT reductions within the planning period. <br />However, the Financially Constrained TransPlan has been shown to perform much better than <br />trend conditions in mini mizing increases in congested miles of travel, and min *nu* zm* g area -wide <br />congestion. An overall outcome stemming from implementation of nodal development is that <br />the region is able to increase the percentage of person trips less than one mile in length to <br />approximately 16.percent. <br />Investments in non -auto modes (particularly BRT) and implementation of nodal development <br />strategies improve choices available for travel and contribute to the Financially Constrained <br />TransPlan 's ability to increase levels of non -auto mode share of all trips over existing conditions <br />(increase from 14.1 % to 17 %). Increases in the percentage of households and employment with <br />access to ten - minute transit service are the basis for the 48.6 percent increase in transit mode <br />TransPlan July 2002 <br />Chapter 4, Page 14 <br />