Ordinance No. 20461 - Laserfiche WebLink

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transit because it cannot compete with the ease and convenience their own automobile affords them. As proposed in TransPlan the service will provide a quick and easy transp ortation solution for a whole variety of trip purposes and will compete well with the travel time of the automobile along maj or. corridors. As such, the service will start to attract more riders. As the time between buses using the BRT corridor diminishes, so to does the need for using schedule. Connecting .. g g viable nodes along the BRT corridor creates the ability for more riders to use the service to g et to and from the destinations they want to go to. Transportation Demand Management (TDAI) -- TDM is the essential management of information that can be provided to prospective users of alternative means of transportation to diminish their reliance on driving to and from destinations via their own automobiles. An essential component in establishing TDM programs is marketing. The more attractive TDM op tions become the i p a easier they are to use; however, n order to be used the public needs to be made aware that various programs, facilities and services exist. Nodal development coupled with TDM marketin and services effectively reduces the reliance of single occupancy automobile trips. Priority Bikeway Aires — Priority . bikeway projects consist of those projects that are along an essential core route on which the overall system depends, fill in a critical gap in the existing bicycle system, or overcome a barrier where no other nearby existing or ro ammed bikeway p �' y alternatives exist (e.g,, river, major street, highway), or significantly improve bicycle users safe in a given corridor. As such, they are the key additions to the bikeway system that support nodal development and an increase in the use of this alternative mode. C. Analysis The assessment of compliance below focuses on the five objectives listed in the TPR. TPR Obj ect ve A- 'Achieving the alternative standard will result in a reduction in reliance on automobiles. The plan's performance on this objective can be measured using the Travel Response lies erfo � performance measures. In general, the travel response described below relies on implementation of the nodal .development, Bus Rapid Transit, and expanded TDM strategies set forth in TransPian, and the Priority Bikeway Miles. Reduced reliance on the auto is indicated in the forecasted 18 percent increase in the Percent Non -Auto Trips, a measure of the relative proportion of trips occurring by alternative modes. This increase is particularly significant when compared to the [241-512027 Trend Scenario which indicates a 9 percent decrease without implementation of the plan. An increase in the p ercent of the region's trips taken by alternative modes is a direct measure of reduced reliance on the auto. An increase indicates that improvements made to alternative modes have been successful in attracting more people to use those alternatives for some trips. Percent Non -.Auto Trips is a good p g measure of the cumulative effect of the implementation of all of TransPlan's key strategies. The Percent Transit .erode Share on Congested Corridors measure also directl y indicates reduced reliance on the automobile. The target of increasing transit mode share on the congested T ramPlan July 2002 Chapter 4, Page 20