Ordinance No. 20461 - Laserfiche WebLink

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Transportation Demand Management Policies TransPlan transportation demand management (TDM) policies direct the development and implementation of actions that encourage the use of modes other than single - occupant vehicles to meet daily travel needs. The TDM policies support changes in travel behavior to reduce traffic congestion and the need for additional road capacity and parking and to support desired patterns of development. TDM .findings TDM addresses federal ISTEA and state TPR requirements to reduce reliance on the automobile, thus helping to postpone the need for expensive capital improvements. The need for TDM stems from an increasing demand for and a constrained supply of road capacity, created by the combined effects of an accelerated rate of population growth (41 % proj ected increase from 1995 to [2-044] 2027) and increasing highway construction and maintenance costs; for example, the City of Eugene increased the Transportation systems development charges by a total of 15 percent to account for inflation from 1993-1996. 1. The Regional Travel .forecasting Model revealed that average daily traffic on most major streets is growing by 2 -3 percent per year. Based on 1994 Commuter Pack Survey results, half of the local residents find roads are congested at various times of the day; and the vast majority finds roads are congested during morning and evening rush hours. 2. The COMSIS TDMStrategy Evaluation Model, used in August, 1997 to evaluate the impact of TDM strategies, found that vehicle miles traveled (VMT) and vehicle trips are reduced up to 3 percent by voluntary strategies (e.g., employer -paid bus pass program) and up to 10 percent by mandatory strategies (e.g., mandatory employer support); that requiring employers to increase the cost of employee parking is far more effective than reducing employee. transit costs; and that a strong package of voluntary strategies has a greater impact on VMT and vehicle trips than a weak package of mandatory strategies. 3. Lane Transit District (LTD) system ridership has increased 53 percent since the first group . pass program was implemented in 1957 with University of Oregon students and employees. 4. The OHP recognizes that TDM strategies can be implemented to reduce trips and impacts to major transportation facilities, such as freeway interchanges, postponing the need for investments in capacity - increasing projects. 5. The study, An .evaluation of Pricing Policies for addressing Transportation Problems (ECONorthwest, July 1995), found that implementation of congestion pricing in the Eugene- Springfield area would be premature because the level of public acceptance is low and the costs of implementation are substantial; and that parking pricing is the only TDM pricing strategy that would be cost - effective during the 20 -year planning period. TransPlan July 2442 Chapter 2, Page 19