be added within 1/4 -mile to the River Road corridor. As shown in Figure 24, the <br />geographic distribution of the feasible new housing units is aligned with the proposed <br />transit stations, around which the Neighborhood Centers were built and C -MU and C -RES <br />was assigned. The impact of MUPTE tends to focus more housing at these locations. <br />Housing Units <br /><2 <10 <_25 <_50 x100 x181 <br />Source: ECONorthwest/MapCraft <br />Figure 24. Distribution of New Housing Units for the Preferred Concept <br />Increase Transit Mode -Share <br />The study team conducted a transit ridership analysis by using the Central Lane <br />Metropolitan Planning Organization's regional transportation demand model to project <br />the effect of both the transit investment proposed in MovingAhead as well as the <br />proposed zoning changes on development in the corridor, specifically dwelling units and <br />gross square footage of retail and office space. To ensure consistency between this study <br />and MovingAhead, a 201 1 base year travel model was used for the change in total <br />transit trips and mode share in the River Road Corridor. The proposed development <br />analysis relies on outputs from the findings from the market feasibility study presented in <br />the Summary of Alternatives Evaluation technical report. It assumes that no new jobs would <br />be generated but 1,131 new residential units would be added within walking distance <br />(1 /4 -mile) to transit spread over 16 transportation analysis zones (TAZ) along the River <br />Road corridor. <br />RIVER ROAD CORRIDOR STUDY <br />Im <br />