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123 <br /> Technical Memorandum #1: Inventory of Current <br /> Organizational Direction and Service Delivery <br /> or households per block group that may rely on alternative transportation, whereas the <br /> TDI measured the amount of vulnerability, or the number of vulnerable persons or <br /> households per block group in conjunction with population density. In terms of final <br /> output, the TDIP also differed in that scores ranged from 0 to 25 (due to the exclusion of <br /> the PD factor), whereas TDI scores ranged from 0 to 100. Comparable to the TDI, a <br /> higher TDIP score represented an area where a larger proportion of transit-dependent <br /> persons are present. <br /> A similar formula to TDI was used to calculate the TDIP, except population <br /> density was excluded and the percentages of the transit-dependent populations were <br /> used instead of the numbers: <br /> TDIP = NVP + EP + YP + DP + BPP, where the 'P' after each category indicates <br /> the percentage (rather than the number) of that transit-dependent population per block <br /> group. <br /> Transit-Dependent Populations Results <br /> The results of the TDI and TDIP analyses are described below, as well as the <br /> results for potential transit needs based on population density and households with no <br /> vehicles. These two demographic factors were also mapped individually because the <br /> general population density map provides a good point of reference for the TDI map, <br /> which includes population density as well as the five transit-dependent populations; <br /> and the map of households with no cars highlights areas that may have the most dire <br /> need for transit service, since the residents do not have access to a personal vehicle. <br /> TDI <br /> Figure 1-1 displays the results of the TDI analysis for Orange County. The <br /> maroon and darker orange areas represent those with the highest levels of transit- <br /> dependent populations. The areas with the greatest potential transit need are located in <br /> and around Chapel Hill, particularly south of the Interstate 40 corridor and along the <br /> Route 15/501 corridor. Currently,both Triangle Transit and Chapel Hill Transit provide <br /> relatively frequent service to this area. <br /> Hillsborough is the only other part of the County where the TDI analysis, <br /> incorporating population density, indicated potential transit needs. The southern part <br /> of Hillsborough has moderate transit need, most likely concentrated around several <br /> multi-unit housing complexes, including apartments and a mobile home park, located <br /> OPT/CHT CTSP KFH <br /> and Consolidation Plan 1-12 <br />