MIXED USE TRIP GENERATION MODEL v 4.

0
MODEL UPDATES
As is the case with all scientific and engineering methods, this MXD tool will continue to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded.
It is the user's responsibility to verify that the version in use is suitably up to date for his/her purposes.
For updates to the MXD tool spreadsheet, including versions that account for transit and peak hour validation please visit:
USAGE STATEMENT AND DISCLAIMER
The MXD spreadsheet tool is a functional implementation of the research and mathematical equaitons for the MXD method described in the accompanying documentation [1]. Fehr & Peers offers the spreadsheet
as a public service, for use by professional transportation planners and traffic engineers, experienced in the use of the Institute of Transportation Engineers Trip Generation report and Trip Generation Handbook .
We make no representation or warranty concerning the tool's use by inexperienced individuals, nor concerning the tool's functionality or accuracy beyond the scope of the underlying research. We also bear
no responsibility for the conclusions or opinions inexperienced users may draw from the results produced.
While the research underlying the spreadsheet has been reviewed for general usefulness, it is the responsibility of the user to assess whether the research is relevant to and credible for his/her intended application.
It is also the user's responsibility to exercise professional judgment on appropriateness to the specific details of their subject case. In cases where this is in doubt, the user is advised to either apply alternate methods or to validate the MXD method
with respect to local data and to test the method's sensitivities to the particular combination of factors under study.
In cases that vary significantly from those used to develop and validate the method (as described in the accompanying documentation) [2], the user is advised to consult with an expert in the transportation planning/engineering field
as to the method's relevance and performance.
Although the method has been validated with respect to its ability to predict daily traffic generation for a variety of mixed-use development projects, the following qualifiers apply:
1. The accuracies of the model's predictions of travel by transit, walking, and bicycle modes have not been mathematically validated, and the model does not predict the amount of automobile travel occurring entirely within the MXD site.
2. The accuracy of prediction of proportions of daily travel occurring during specific times of day has not been fully validated.
3. The method was developed primarily to address the effects of mixed-use development and, though it does account for some effects of transit availability and regional accessibility, special care should be used when applying the method
to transit-oriented developments (particularly adjacent to premium bus or rail service) and to development within the regional core (downtown).
4. The method does not account for the effects of changing the spatial separation among uses within the development site, nor with changing the mix of specific types of retail and services uses such as entertainment, restaurant, and hotel.
5. The spreadsheet has not been tested for all possible project descriptions, and the user assumes responsibility for checking and judging the reasonableness of the spreadsheet results for the specific case under study both against the
results expected based on the documented equations and against the professional judgment of an expert in the transportation planning or engineering.
To ensure fully-informed use of the results produced by this method, the user is advised to present them alongside the results produced by the conventional methods (such as those in the Institute of Transportaiton Engineers Trip Generation report
and Trip Generation Handbook) and to explain the professional judgment that leads to a conclusion that the MXD results as reasonable. Ideally, traffic counts at sites comparable to the proposed project should be performed.
As is the case with all scientific and engineering methods, MXD will continue to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded. It is the user's responsibility to verify that
the version in use is suitably up to date for his/her purposes. For updates to the MXD spreadsheet, including versions that account for transit and peak hour validation please visit:
1. "Traffic Generation by Mixed-Use Developments - A Six-Region Study Using Consistent Built Environment Measures", Ewing et al., ASCE Journal of Urban Planning and Development , September 2011.
2. Ibid.
INSTRUCTIONS
This spreadsheet allows one to input data from a project site and estimate vehicle trip reduction
by determining:
1. The percent of trips internally captured
2. The percent of external trips which are made by walking
3. The percent of external trips which are made by transit
All user inputs are on the "Input" tab and the results are on the "Results" tab
The spreadsheet uses regression model cofficients to calculate trip reduction percentages by trip purpose. ITE Trip Generation and NCHRP 365 factors are used to calculate "Baseline" project site trips by purpose.
The results are combined to produce "adjusted" external vehicle trips.
Most Input cells are shaded this color of yellow. All other cells are protected and should not be changed.
Always check your results for reasonability and compare them to sites of similar nature with actual counts available
Off-site variables
The spreadsheet takes some off-site variables into account. So the results may be different for different planning years, because the surrounding area
could change. Please keep this in mind if doing an analysis that involves "existing plus project" and "cumulative plus project" scenarios.
AM and PM peak hour models
The AM and PM peak hour results are not based on a validated peak hour model. The site trip reduction data was only captured on a daily basis, and thus
the "predicted probabilities" (internal capture, walk, and transit) are the same in the peak hours as for daily for a given trip purpose.
The overall trip reduction percentages will differ in the peak hours only to the extent that the trip purpose distribution differs. The user is given the option to
use NCHRP factors to account for this or to input trip purpose splits manually.
Site-Specific Internalization
In some cases one may wish to manually define site specific internalization due to unique situations. These include project sites that are isolated from surrounding communities
or contain schools that mostly serve local residents. An experienced traffic engineer or planner will need to be consulted to determine the appropriate assumptions and calculations.
Project Site Size Limitations
Please be aware that the site ought to fall within the range of the data used to develop the model, namely:
1. The site should be between 5 and 2000 acres
2. There should be less than 5000 dwelling units and less than 3 million square feet of commercial use
If the site does not meet the above criteria, please use an alternate method, as described in the ITE Handbook write-up
Employment within a 30 minute transit trip input variable
Note: the 30 minutes is door-to-door, so should include estimations for home-to-transit and transit-to-work travel times,
as well as average waiting time for the transit vehicle.
If local data is unavailable:
1. Estimate the geographic area accessible by a 30-minute transit trip.
2. Compare that geographic area to the Census' Longitudinal Employer-Household Dynamics data.
The Census LEHD program's "On the Map" allows users draw a geographic area within which the map will then
calculate employment. See http://onthemap.ces.census.gov/
As is the case with all scientific and engineering methods, this MXD tool will continue to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded.
It is the user's responsibility to verify that the version in use is suitably up to date for his/her purposes.
For updates to the MXD tool spreadsheet, including versions that account for transit and peak hour validation please visit: www.coolconnections.org
The MXD spreadsheet tool is a functional implementation of the research and mathematical equaitons for the MXD method described in the accompanying documentation [1]. Fehr & Peers offers the spreadsheet
as a public service, for use by professional transportation planners and traffic engineers, experienced in the use of the Institute of Transportation Engineers Trip Generation report and Trip Generation Handbook .
We make no representation or warranty concerning the tool's use by inexperienced individuals, nor concerning the tool's functionality or accuracy beyond the scope of the underlying research. We also bear
no responsibility for the conclusions or opinions inexperienced users may draw from the results produced.
While the research underlying the spreadsheet has been reviewed for general usefulness, it is the responsibility of the user to assess whether the research is relevant to and credible for his/her intended application.
It is also the user's responsibility to exercise professional judgment on appropriateness to the specific details of their subject case. In cases where this is in doubt, the user is advised to either apply alternate methods or to validate the MXD method
with respect to local data and to test the method's sensitivities to the particular combination of factors under study.
In cases that vary significantly from those used to develop and validate the method (as described in the accompanying documentation) [2], the user is advised to consult with an expert in the transportation planning/engineering field
Although the method has been validated with respect to its ability to predict daily traffic generation for a variety of mixed-use development projects, the following qualifiers apply:
1. The accuracies of the model's predictions of travel by transit, walking, and bicycle modes have not been mathematically validated, and the model does not predict the amount of automobile travel occurring entirely within the MXD site.
2. The accuracy of prediction of proportions of daily travel occurring during specific times of day has not been fully validated.
3. The method was developed primarily to address the effects of mixed-use development and, though it does account for some effects of transit availability and regional accessibility, special care should be used when applying the method
to transit-oriented developments (particularly adjacent to premium bus or rail service) and to development within the regional core (downtown).
4. The method does not account for the effects of changing the spatial separation among uses within the development site, nor with changing the mix of specific types of retail and services uses such as entertainment, restaurant, and hotel.
5. The spreadsheet has not been tested for all possible project descriptions, and the user assumes responsibility for checking and judging the reasonableness of the spreadsheet results for the specific case under study both against the
results expected based on the documented equations and against the professional judgment of an expert in the transportation planning or engineering.
To ensure fully-informed use of the results produced by this method, the user is advised to present them alongside the results produced by the conventional methods (such as those in the Institute of Transportaiton Engineers Trip Generation report
and Trip Generation Handbook) and to explain the professional judgment that leads to a conclusion that the MXD results as reasonable. Ideally, traffic counts at sites comparable to the proposed project should be performed.
As is the case with all scientific and engineering methods, MXD will continue to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded. It is the user's responsibility to verify that
the version in use is suitably up to date for his/her purposes. For updates to the MXD spreadsheet, including versions that account for transit and peak hour validation please visit:
1. "Traffic Generation by Mixed-Use Developments - A Six-Region Study Using Consistent Built Environment Measures", Ewing et al., ASCE Journal of Urban Planning and Development , September 2011.
The spreadsheet uses regression model cofficients to calculate trip reduction percentages by trip purpose. ITE Trip Generation and NCHRP 365 factors are used to calculate "Baseline" project site trips by purpose.
Most Input cells are shaded this color of yellow. All other cells are protected and should not be changed.
Always check your results for reasonability and compare them to sites of similar nature with actual counts available
The spreadsheet takes some off-site variables into account. So the results may be different for different planning years, because the surrounding area
could change. Please keep this in mind if doing an analysis that involves "existing plus project" and "cumulative plus project" scenarios.
The AM and PM peak hour results are not based on a validated peak hour model. The site trip reduction data was only captured on a daily basis, and thus
the "predicted probabilities" (internal capture, walk, and transit) are the same in the peak hours as for daily for a given trip purpose.
The overall trip reduction percentages will differ in the peak hours only to the extent that the trip purpose distribution differs. The user is given the option to
In some cases one may wish to manually define site specific internalization due to unique situations. These include project sites that are isolated from surrounding communities
or contain schools that mostly serve local residents. An experienced traffic engineer or planner will need to be consulted to determine the appropriate assumptions and calculations.
Please be aware that the site ought to fall within the range of the data used to develop the model, namely:
2. There should be less than 5000 dwelling units and less than 3 million square feet of commercial use
If the site does not meet the above criteria, please use an alternate method, as described in the ITE Handbook write-up
Note: the 30 minutes is door-to-door, so should include estimations for home-to-transit and transit-to-work travel times,
2. Compare that geographic area to the Census' Longitudinal Employer-Household Dynamics data.
The Census LEHD program's "On the Map" allows users draw a geographic area within which the map will then
calculate employment. See http://onthemap.ces.census.gov/
As is the case with all scientific and engineering methods, this MXD tool will continue to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded.
www.coolconnections.org
The MXD spreadsheet tool is a functional implementation of the research and mathematical equaitons for the MXD method described in the accompanying documentation [1]. Fehr & Peers offers the spreadsheet
as a public service, for use by professional transportation planners and traffic engineers, experienced in the use of the Institute of Transportation Engineers Trip Generation report and Trip Generation Handbook .
While the research underlying the spreadsheet has been reviewed for general usefulness, it is the responsibility of the user to assess whether the research is relevant to and credible for his/her intended application.
It is also the user's responsibility to exercise professional judgment on appropriateness to the specific details of their subject case. In cases where this is in doubt, the user is advised to either apply alternate methods or to validate the MXD method
In cases that vary significantly from those used to develop and validate the method (as described in the accompanying documentation) [2], the user is advised to consult with an expert in the transportation planning/engineering field
1. The accuracies of the model's predictions of travel by transit, walking, and bicycle modes have not been mathematically validated, and the model does not predict the amount of automobile travel occurring entirely within the MXD site.
3. The method was developed primarily to address the effects of mixed-use development and, though it does account for some effects of transit availability and regional accessibility, special care should be used when applying the method
4. The method does not account for the effects of changing the spatial separation among uses within the development site, nor with changing the mix of specific types of retail and services uses such as entertainment, restaurant, and hotel.
5. The spreadsheet has not been tested for all possible project descriptions, and the user assumes responsibility for checking and judging the reasonableness of the spreadsheet results for the specific case under study both against the
To ensure fully-informed use of the results produced by this method, the user is advised to present them alongside the results produced by the conventional methods (such as those in the Institute of Transportaiton Engineers Trip Generation report
and Trip Generation Handbook) and to explain the professional judgment that leads to a conclusion that the MXD results as reasonable. Ideally, traffic counts at sites comparable to the proposed project should be performed.
As is the case with all scientific and engineering methods, MXD will continue to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded. It is the user's responsibility to verify that
www.coolconnections.org
The spreadsheet uses regression model cofficients to calculate trip reduction percentages by trip purpose. ITE Trip Generation and NCHRP 365 factors are used to calculate "Baseline" project site trips by purpose.
Acronym Definition
ACS American Community Survey
ASCE American Society of Civil Engineers
DU dwelling unit
HBO home-based other trips
HBW home-based work trips
HH household
ITE Institute of Transportation Engineers
ksf thousand square feet
MXD mixed use development
MXD tool EPA's Mixed-Use Development Trip Generation Tool
NCHRP National Cooperative Highway Research Program
NHB non-home-based trips
ROW right-of-way
TOD transit-oriented development
VMT vehicle-miles traveled
MIXED USE TRIP GENERATION MODEL V4 - INPUT
All shaded cells are inputs
Project / Scenario Specific Inputs
Default National Factors - Can be changed for project based on site specific data, or regional values from census data, travel demand model, etc
Section 1 - General Site Information
Site Name Example Project
Geographic Notes / Instructions
Developed Area (in acres) 0 Include streets, ROW, parking lots, pocket parks. Do not include open space, vacant lots.
Number of Intersections Count intersections either within or on the perimeter of the MXD. Do not count most unsignalized driveways or alleys, but DO count major entrances to shopping areas or residential developments.
Is Transit (bus or rail) present within the site or across the
street? Yes Note: This is only used as a way to zero out the probability of external trips if no transit is present.
Land Use - Surrounding Area
Is the site in a Central Business District or TOD? Yes
Employment within one mile of the MXD 0 Do not include employment within the MXD itself
Employment within a 30 minute Transit Trip (Door-to-door) 0 Include employment within the MXD itself
This can be a difficult number to get - some suggestions are in the instructions tab in "Instructions."
Site Demographics
Enter Population Directly? If "No", will apply average HH size factors (in section 2) to dwelling units below
Population You do not need to enter population here. It will be calculated based on dwelling units below and average HH sizes in section 2.
Average Vehicles Owned per Dwelling Unit 1.85
Conversion Factors
Source:
Average Household Size
Single Family 3.2
Multi-Family 2.5
High Rise Condo 2.5
Jobs per ksf
Retail 2.0 ITE Trip Generation Manual
Office 3.0 ITE Trip Generation Manual
Light Industrial 1.0 ITE Trip Generation Manual
Manufacturing 0.5 ITE Trip Generation Manual
Warehousing 2.0 ITE Trip Generation Manual
Misc. Uses 2.0 ITE Trip Generation Manual
Jobs from ITE rates per other unit
Answering "Yes" will reduce the HBO and NHB purpose splits for retail use to those found in smaller stores. The nature of the
stores (large vs. small) should be the primary factor in the selection here.
Section 2 - Variable Modeling Parameters
The U.S. Census American Community Survey is likely a good source. Go to the link at
right, and search "Community Facts" for your community. The vehicles per household data
is within the housing statistics of the ACS.
Source
Jobs per Hotel Room 0.50 ITE Trip Generation Manual
Jobs per Movie Screen 4.00 ITE Trip Generation Manual
Grade School Jobs per student 0.10 ITE Trip Generation Manual
High School / Middle School Jobs per Student 0.10 ITE Trip Generation Manual
College Jobs per student 0.25 ITE Trip Generation Manual
Trip Purpose Splits by Land Use Type
This will affect the final results significantly. Keep "Use NCHRP" on "Yes" unless you have reliable splits which have been QA/QCd
For each land use type, choose whether to use NCHRP 365 splits as outlined on the Mode Parameters tab.
If "Yes" is chosen, the percentages will not affect the results. If "No," then enter the splits.
NOTE: For residences, the NHB Attractions are automatically calculated as the remainder to ensure the total is 100%
NOTE: For all other purposes, the NHB attractions are automatically set equal to the NHB productions, and the HBO attractions are automatically calculated as the remainder to ensure the
total is 100%
NOTE: There is no NCHRP split defined for schools, so the split has to be entered below.
DAILY Use NCHRP? HBW HBO
Residences Yes 15% 50%
Retail Yes 0% 0%
Office Yes 0% 0%
Other non-residential (excluding schools) Yes 0% 0%
Schools No 0% 0%
AM PEAK HOUR
Residences Yes 15% 50%
Retail Yes 0% 0%
Office Yes 0% 0%
Other non-residential (excluding schools) Yes 0% 0%
Schools No 0% 0%
PM PEAK HOUR
Residences Yes 15% 50%
Retail Yes 0% 0%
Office Yes 0% 0%
Other non-residential (excluding schools) Yes 0% 0%
Schools No 0% 0%
NON-HOME BASED TRIPS GENERATED BY PROJECT HOUSEHOLDS
Enter the percent of these that occur Source for this information:
Completely Within the Project Site 25%
With one trip end external to the Project Site 15%
Completely outside the Project Site 60% Calculated from other two percentages
SITE-SPECIFIC INTERNALIZATION
This should only be used in unique situations such as if the project is isolated from surrounding communities or contains a school that primarily serves local residents
This section of input is for when you have specific trips you want to EXCLUDE from the MXD process. These trips will be counted as internal, and subtracted
Productions
from the "baseline" trips before applying the model. The overall trip reduction percentage will still take these trips into account, and thus be a higher reduction than
if you were just letting the model work on all the "baseline" trips. An experienced transportation engineer or planner should be consulted to determine the appropriate
assumptions and calculations.
Section 3 - Land Use Inputs
Quantity Units Daily
Number of Dwelling Units
Single Family 0 DU Log Equation
Multi-Family 0 DU Linear Equation
High Rise Condo 0 DU Linear Equation
General Retail other than those listed below 0 ksf Log Equation
Supermarket 0 ksf Average Rate
Bank 0 ksf Average Rate
Health Club 0 ksf Average Rate
Restaurant (non-fast food) 0 ksf Average Rate
Fast-Food Restaurant 0 ksf Average Rate
Gas Station 0 ksf Average Rate
Auto Repair 0 ksf Average Rate
Office
Non-Medical 0 jobs Log Equation
Medical 0 jobs Average Rate
Industrial
Light Industrial 0 jobs Average Rate
Manufacturing 0 ksf Average Rate
Warehousing / Self-Storage 0 ksf Average Rate
Hotel (including restaurant, facilities, etc) 0 Rooms Average Rate
Motel 0 Rooms Average Rate
Movie Theater 0 Screens Average Rate
School
University 0 Students Average Rate
High School 0 Students Average Rate
Middle School 0 Students Average Rate
Elementary 0 Students Average Rate
Daily
AM Peak
Hour
PM Peak
Hour
Trips from Land uses not covered above ==> 0 0 0
Jobs in those Land Uses 0
Daily
AM Peak
Hour
PM Peak
Hour
Retail (note: if you use job units for retail, the spreadsheet will convert
before applying trip rates, using the rate in section 2 which you can change)
Trip Equation Method
Total "Baseline" ITE Trips 0 0 0
Section 4 - VMT Inputs
HBW HBO NHB
Average Trip Length in the Region 0 0 0
Average Trip Length in the Traffic Analysis Zone 0 0 0
Default National Factors - Can be changed for project based on site specific data, or regional values from census data, travel demand model, etc
Include streets, ROW, parking lots, pocket parks. Do not include open space, vacant lots.
Count intersections either within or on the perimeter of the MXD. Do not count most unsignalized driveways or alleys, but DO count major entrances to shopping areas or residential developments.
Note: This is only used as a way to zero out the probability of external trips if no transit is present.
Do not include employment within the MXD itself
Include employment within the MXD itself
This can be a difficult number to get - some suggestions are in the instructions tab in "Instructions."
If "No", will apply average HH size factors (in section 2) to dwelling units below
You do not need to enter population here. It will be calculated based on dwelling units below and average HH sizes in section 2.
What does this input affect?
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
Answering "Yes" will reduce the HBO and NHB purpose splits for retail use to those found in smaller stores. The nature of the
stores (large vs. small) should be the primary factor in the selection here.
The U.S. Census American Community Survey is likely a good source. Go to the link at
right, and search "Community Facts" for your community. The vehicles per household data
is within the housing statistics of the ACS. http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml
Directly affects trip internalization and mode
splits. Also used to compute site population if
population isn't entered directly.
Used to compute site employment for any land
uses which are entered in ksf rather than jobs.
For retail, if land uses are entered in jobs, it's
used to convert back to ksf for trip generation
calculations.
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
ITE Trip Generation Manual
This will affect the final results significantly. Keep "Use NCHRP" on "Yes" unless you have reliable splits which have been QA/QCd
NOTE: For residences, the NHB Attractions are automatically calculated as the remainder to ensure the total is 100%
NOTE: For all other purposes, the NHB attractions are automatically set equal to the NHB productions, and the HBO attractions are automatically calculated as the remainder to ensure the
NHB HBW HBO NHB Source (if not using NCHRP):
10% 7% 8% 10%
15% 10% 60% 15%
15% 35% 35% 15%
10% 60% 20% 10%
2.5% 35% 60% 3%
10% 7% 8% 10%
15% 10% 60% 15%
15% 35% 35% 15%
10% 60% 20% 10%
2.5% 35% 60% 3%
10% 7% 8% 10%
15% 10% 60% 15%
15% 35% 35% 15%
10% 60% 20% 10%
2.5% 35% 60% 3%
This should only be used in unique situations such as if the project is isolated from surrounding communities or contains a school that primarily serves local residents
This section of input is for when you have specific trips you want to EXCLUDE from the MXD process. These trips will be counted as internal, and subtracted
Productions Attractions
This only affects VMT
calculations
Used to compute site employment for these
land uses which are typically expressed in other
units
from the "baseline" trips before applying the model. The overall trip reduction percentage will still take these trips into account, and thus be a higher reduction than
if you were just letting the model work on all the "baseline" trips. An experienced transportation engineer or planner should be consulted to determine the appropriate
Trips ITE Daily Parameters
AM Peak Hour
PM Peak
Hour Daily
AM Peak
Hour
PM Peak
Hour Code
Average
Rate
Linear
Multiplier
Linear EquationLog Equation 0 0 0 210 9.57
Linear EquationLinear Equation 0 0 0 220 6.65 6.06
Linear EquationLinear Equation 0 0 0 232 4.18 3.77
Log Equation Log Equation 0 0 0 820 42.94
Average Rate Average Rate 0 0 0 850 102.24 66.95
Average Rate Average Rate 0 0 0 912 148.15
Average Rate Average Rate 0 0 0 492 32.93
Average Rate Average Rate 0 0 0 932 127.15
Average Rate Average Rate 0 0 0 934 496.12
Average Rate Average Rate 0 0 0 945 1181.07
Average Rate Average Rate 0 0 0 942 31.6
Log Equation Linear Equation 0 0 0 710 3.32
Average Rate Average Rate 0 0 0 720 8.91
Average Rate Average Rate 0 0 0 110 3.02 2.95
Average Rate Average Rate 0 0 0 140 3.82 3.88
Average Rate Average Rate 0 0 0 151 2.5
Average Rate Average Rate 0 0 0 310 8.17 8.95
Average Rate Average Rate 0 0 0 320 5.63
Average Rate Average Rate 0 0 0 445 175.29
Average Rate Average Rate 0 0 0 550 2.38 2.23
Average Rate Average Rate 0 0 0 530 1.71
Average Rate Average Rate 0 0 0 522 1.62
Average Rate Average Rate 0 0 0 520 1.29
Note the
formulas
are
slightly
different in
this
section
<====
Trip Equation Method
Source:
region's Metropolitan Planning Organization
Count intersections either within or on the perimeter of the MXD. Do not count most unsignalized driveways or alleys, but DO count major entrances to shopping areas or residential developments.
http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml
AM PEAK HOUR TRIP RATES
Linear
Constant
Log
Multipler
Log
Constant
Average
Rate
Linear
Multiplier
Linear
Constant
Log
Multipler
Log
Constant
0.92 2.71 0.75 0.7 9.74
123.56 0.51 0.49 3.73
223.66 0.34 0.29 28.86
0.65 5.83 1 0.59 2.32
1391.56 3.59
12.35
1.38
11.52
49.35
79.3
2.94
0.84 2.23 0.48 0.86 0.24
0.67 3.76 0.53
30.57 0.44 0.27 70.47
-20.7 0.73 0.83 -29.52
1.01 0.82 0.15
-373.16 0.56 1.24 -2
0.92 2.11 0.45 0.92 -0.46
0
440 0.21 0.21 -69.14
0.81 1.86 0.42
0.54
0.45 1.14 -1.86
PM PEAK HOUR TRIP RATES Valid Trip Gen Calc Choice?
Average
Rate
Linear
Multiplier
Linear
Constant
Log
Multipler
Log
Constant
Jobs Per
Input Unit
(if
Applicable) Daily
1.01 0.9 0.51 Yes
0.62 0.55 17.65 Yes
0.38 0.34 15.47 Yes
3.73 0.67 3.37 2.0 Yes
10.5 0.61 3.95 2.0 Yes
25.82 2.0 Yes
3.53 0.95 1.43 2.0 Yes
11.15 2.0 Yes
33.84 2.0 Yes
97.08 2.0 Yes
3.38 0.94 1.33 2.0 Yes
0.46 0.37 60.08 1.0 Yes
1.06 1.06 -0.32 1.0 Yes
0.42 0.29 58.03 1.0 Yes
0.73 0.78 -15.97 0.5 Yes
0.26 1.02 1.49 2.0 Yes
0.59 0.50 Yes
0.47 0.94 -0.51 0.50 Yes
13.64 4.00 Yes
0.21 0.19 118.58 0.25 Yes
0.13 0.10 Yes
0.16 0.10 Yes
0.15 0.10 Yes
Valid Trip Gen Calc Choice?
AM Peak
Hour
PM Peak
Hour
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
Yes Yes
MIXED USE TRIP GENERATION MODEL V4 - RESULTS
HBW HBO NHB Total HBW
Baseline # of External Trips (ITE Model) 0 0 0 0 0
% External Trip Reduction
(predicted by MXD Model)
Internal Capture #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
# of Trips Reduced (predicted by MXD Model)
Internal Capture #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
MXD Model # of Vehicle Trips #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Results
Baseline Adjusted Reduction %
Daily 0 #DIV/0! #DIV/0!
AM Peak Hour 0 #DIV/0! #DIV/0!
PM Peak Hour 0 #DIV/0! #DIV/0!
HBW HBO NHB Total HBW
Baseline # of External Trips (ITE Model) 0 0 0 0 0
% External Trip Reduction
(predicted by MXD Model)
Internal Capture #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
# of Trips Reduced (predicted by MXD Model)
Internal Capture #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
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Adjusted # (MXD Model) of Vehicle Trips
generated by Project Residences #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Results Baseline Adjusted Reduction %
Daily AM Peak Hour
MODEL APPLICATION - ALL TRIPS
External Vehicle Trips
External Vehicle Trips
Daily AM Peak Hour
MODEL APPLICATION - TRIP ENDS ASSOCIATED
WITH HOUSES IN THE PROJECT ONLY
Daily 0 #DIV/0! #DIV/0!
AM Peak Hour 0 #DIV/0! #DIV/0!
PM Peak Hour 0 #DIV/0! #DIV/0!
HBO NHB Total HBW HBO NHB Total
0 0 0 0 0 0 0
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#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Total Daily VMT Avoided
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HBW HBO NHB Total
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HBO NHB Total HBW HBO NHB Total
0 0 0 0 0 0 0
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#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
AM Peak Hour PM Peak Hour
PM Peak Hour
Daily
AM Peak Hour
AM Peak Hour
PM Peak Hour
Total Trips Reduced
VMT Reduction from Trip Capture
VMT Reduction from Shorter Trips
Daily VMT Reduced
ITE Daily VMT
MXD Daily Adjusted VMT
MXD Reduction in Daily VMT
(VMT Reduction from Trip Capture)
as a percentage
HBW HBO NHB Total
0 0 0 0
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HBW HBO NHB Total
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Total Daily VMT Avoided #DIV/0!
VMT Reduction from Trip Capture
VMT Reduction from Shorter Trips
Daily VMT Reduced
ITE Daily VMT
MXD Daily Adjusted VMT
MXD Reduction in Daily VMT
(VMT Reduction from Trip Capture)
as a percentage
Comparison of MXD forecasted daily trips to ITE forecasted daily trips
0
0
0
0
0
1
1
1
1
1
1
Daily AM Peak Hour PM Peak Hour
ITE Trips
MXD Trips
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
ITE Daily VMT MXD Daily Adjusted
VMT
MXD Reduction in
Daily VMT
(VMT Reduction from
Trip Capture)