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bike, bus, shared-fide auto, and drive-alone auto trips. The most significant changes are the 48:6 <br />~ percent increase in transit mode share and the ~ 9,1 percent decline h~ drive-alone trps. <br />The--.d~ecline in bkke mode share is due in large part to the--~igrfificant improvements in transit <br />provided by Bus R~apid Transit. As shown in PM 8f, there is an overall increase in the use of <br />alternative modes render the Financially Constrained TransPlan. <br /> <br />PM 8lis the sum of all non-auto (walk, b~e, and bus) trips. Model analysis indicates that non~ <br />auto mode shares kncrease by about 18 pement under the Financially Constrained TransPlan. PM <br />8g provides an aggregate esthnate of the region's reliance on the auto. Total person tr~ps taken in <br />the region are dNided by the total number of auto trps. The objective is to increase the overall <br />number of person trips taken relative to total auto trips. Model results suggest that person trps per <br />auto trip will increase by approximately 7 percent under the FinanciaIty Constrained TransPlam <br /> <br /> Population <br /> <br /> Walk <br /> <br /> B~ke <br /> <br /> Transit <br /> <br /> Shared Pride (2 or more) <br /> Drive Alone <br /> % Non ~ Auto Trips <br /> <br />Person Trips per Auto Trip <br /> <br />Percent Chat~ge h~ Mode Share Measures ~ All Tr~p~ <br /> <br /> 41% <br /> 41% <br /> <br />~7.0% <br /> 4~ 49~2% <br /> <br />TransPlan <br /> <br />Exhibit A - Page 55 <br />TransPl an Amendments <br /> <br />Chal~ter 4, Page <br /> <br /> <br />