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MIXED USE TRIP GENERATION MODEL v 4.

MODEL UPDATES

As is the case with all scientific and engineering methods, this MXD tool will continue to undergo enhance
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 hou

USAGE STATEMENT AND DISCLAIMER

The MXD spreadsheet tool is a functional implementation of the research and mathematical equaitons for the MXD method de
as a public service, for use by professional transportation planners and traffic engineers, experienced in the use of the Institute
We make no representation or warranty concerning the tool's use by inexperienced individuals, nor concerning the tool's funct
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
It is also the user's responsibility to exercise professional judgment on appropriateness to the specific details of their subject ca
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 docum
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 de

1. The accuracies of the model's predictions of travel by transit, walking, and bicycle modes have not been mathematically vali

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
to transit-oriented developments (particularly adjacent to premium bus or rail service) and to development within the regional c

4. The method does not account for the effects of changing the spatial separation among uses within the development site, no

5. The spreadsheet has not been tested for all possible project descriptions, and the user assumes responsibility for checking
results expected based on the documented equations and against the professional judgment of an expert in the transportation

To ensure fully-informed use of the results produced by this method, the user is advised to present them alongside the results
and Trip Generation Handbook) and to explain the professional judgment that leads to a conclusion that the MXD results as re

As is the case with all scientific and engineering methods, MXD will continue to undergo enhancement and updates in the futu
the version in use is suitably up to date for his/her purposes. For updates to the MXD spreadsheet, including versions that

1. "Traffic Generation by Mixed-Use Developments - A Six-Region Study Using Consistent Built Environment Measures", Ewin
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
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, becau
could change. Please keep this in mind if doing an analysis that involves "existing plus project" and "cumulative plus project" s

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 captur
the "predicted probabilities" (internal capture, walk, and transit) are the same in the peak hours as for daily for a given trip purp
The overall trip reduction percentages will differ in the peak hours only to the extent that the trip purpose distribution differs. Th
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 site
or contain schools that mostly serve local residents. An experienced traffic engineer or planner will need to be consulted to det

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/
e to undergo enhancement and updates in the future, and the current version may become out-of-date or superseded
his/her purposes.
ransit and peak hour validation please visit: www.coolconnections.org

s for the MXD method described in the accompanying documentation [1]. Fehr & Peers offers the spreadsheet
d in the use of the Institute of Transportation Engineers Trip Generation report and Trip Generation Handbook.
concerning the tool's functionality or accuracy beyond the scope of the underlying research. We also bear

sponsibility of the user to assess whether the research is relevant to and credible for his/her intended application.
c 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 m
under study.

he accompanying documentation) [2], the user is advised to consult with an expert in the transportation planning/engineering field

r a variety of mixed-use development projects, the following qualifiers apply:

been mathematically validated, and the model does not predict the amount of automobile travel occurring entirely within the MXD site.

not been fully validated.

h it does account for some effects of transit availability and regional accessibility, special care should be used when applying the method
ment within the regional core (downtown).

the development site, nor with changing the mix of specific types of retail and services uses such as entertainment, restaurant, and hotel.

esponsibility for checking and judging the reasonableness of the spreadsheet results for the specific case under study both against the
xpert in the transportation planning or engineering.

em alongside the results produced by the conventional methods (such as those in the Institute of Transportaiton Engineers Trip Generation
hat the MXD results as reasonable. Ideally, traffic counts at sites comparable to the proposed project should be performed.

nt 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
including versions that account for transit and peak hour validation please visit: www.coolconnections.org

onment Measures", Ewing et al., ASCE Journal of Urban Planning and Development, September 2011.
pose. ITE Trip Generation and NCHRP 365 factors are used to calculate "Baseline" project site trips by purpose.

unts available

ent planning years, because the surrounding area


cumulative plus project" scenarios.

tion data was only captured on a daily basis, and thus


daily for a given trip purpose.
ose distribution differs. The user is given the option to

These include project sites that are isolated from surrounding communities
eed to be consulted to determine the appropriate assumptions and calculations.

mmercial use

Handbook write-up

work travel times,

mics data.
which the map will then
of-date or superseded.

s or to validate the MXD method

engineering field

within the MXD site.

n applying the method

nt, restaurant, and hotel.

udy both against the

Engineers Trip Generation report

nsibility to verify that


connections.org
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

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 no
Number of Intersections Count intersections either within or on the perimeter of t
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 probab

Land Use - Surrounding Area


Answering "Yes" will reduce the HBO and NHB purpose
Is the site in a Central Business District or TOD? Yes of the stores (large vs. small) should be the primary fact
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

Site Demographics
Enter Population Directly? If "No", will apply average HH size factors (in section 2)
Population You do not need to enter population here. It will be calc

The U.S. Census American Community Survey is likely


right, and search "Community Facts" for your communit
Average Vehicles Owned per Dwelling Unit 1.85 data is within the housing statistics of the ACS.

Section 2 - Variable Modeling Parameters


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
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

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 attraction
total is 100%
NOTE: There is no NCHRP split defined for schools, so the split has to be entered below.
Productions
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 sch

This section of input is for when you have specific trips you want to EXCLUDE from the MXD process. These trips will be coun
from the "baseline" trips before applying the model. The overall trip reduction percentage will still take these trips into account,
if you were just letting the model work on all the "baseline" trips. An experienced transportation engineer or planner should be
assumptions and calculations.

Section 3 - Land Use Inputs

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
nal values from census data, travel demand model, etc…

king lots, pocket parks. Do not include open space, vacant lots.
within or on the perimeter of the MXD. Do not count most unsignalized driveways or alleys, but DO count major entrances to shopping area

a way to zero out the probability of external trips if no transit is present.

e the HBO and NHB purpose splits for retail use to those found in smaller stores. The nature
all) should be the primary factor in the selection here.
t within the MXD itself
the MXD itself
ber to get - some suggestions are in the instructions tab in "Instructions."

HH size factors (in section 2) to dwelling units below


opulation here. It will be calculated based on dwelling units below and average HH sizes in section 2.

n Community Survey is likely a good source. Go to the link at


nity Facts" for your community. The vehicles per household
statistics of the ACS. http://factfinder2.census.gov/faces/nav/jsf/pages/index.xhtml

What does this input affect?

Directly affects trip internalization and mode


splits. Also used to compute site population
if population isn't entered directly.

E Trip Generation Manual


E Trip Generation Manual
Used to compute site employment for any
E Trip Generation Manual land uses which are entered in ksf rather
E Trip Generation Manual than jobs. For retail, if land uses are entered
E Trip Generation Manual in jobs, it's used to convert back to ksf for trip
E Trip Generation Manual generation calculations.
E Trip Generation Manual
E Trip Generation Manual
E Trip Generation Manual Used to compute site employment for these
E Trip Generation Manual land uses which are typically expressed in
E Trip Generation Manual other units

e reliable splits which have been QA/QCd

ure the total is 100%


tions, and the HBO attractions are automatically calculated as the remainder to ensure the

Productions Attractions
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 only affects VMT


calculations
ommunities or contains a school that primarily serves local residents

cess. These trips will be counted as internal, and subtracted


take these trips into account, and thus be a higher reduction than
ngineer or planner should be consulted to determine the appropriate

Source:

region's Metropolitan Planning Organization


major entrances to shopping areas or residential developments.

pages/index.xhtml
MIXED USE TRIP GENERATION MODEL V4 - RESULTS

MODEL APPLICATION - ALL TRIPS


Daily AM Peak Hour
HBW HBO NHB Total HBW HBO
Baseline # of External Trips (ITE Model) 0 0 0 0 0 0
% External Trip Reduction
(predicted by MXD Model)
Internal Capture #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #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! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #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! #DIV/0!

Results External Vehicle Trips


Baseline Adjusted Reduction %
Daily 0 #DIV/0! #DIV/0! Daily
AM Peak Hour 0 #DIV/0! #DIV/0! AM Peak Hour
PM Peak Hour 0 #DIV/0! #DIV/0! PM Peak Hour

MODEL APPLICATION - TRIP ENDS ASSOCIATED


WITH HOUSES IN THE PROJECT ONLY
Daily AM Peak Hour
HBW HBO NHB Total HBW HBO
Baseline # of External Trips (ITE Model) 0 0 0 0 0 0
% External Trip Reduction
(predicted by MXD Model)
Internal Capture #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #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! #DIV/0!
Walking External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Transit External #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

Adjusted # (MXD Model) of Vehicle Trips


generated by Project Residences #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
External Vehicle Trips
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!
Daily VMT Reduced
AM Peak Hour PM Peak Hour
NHB Total HBW HBO NHB Total ITE Daily VMT
0 0 0 0 0 0 MXD Daily Adjusted VMT
MXD Reduction in Daily VMT
(VMT Reduction from Trip Capture)
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! as a percentage
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
Trip Capture
VMT Reduction from Shorter Trips
in TAZ relative to region
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Total Daily VMT Avoided
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

Total Trips Reduced


HBW HBO NHB Total
Daily #DIV/0! #DIV/0! #DIV/0! #DIV/0!
AM Peak Hour #DIV/0! #DIV/0! #DIV/0! #DIV/0!
PM Peak Hour #DIV/0! #DIV/0! #DIV/0! #DIV/0!

AM Peak Hour PM Peak Hour


NHB Total HBW HBO NHB Total
0 0 0 0 0 0

#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!


#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!


#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!

#DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!


uced
HBW HBO NHB Total
0 0 0 0
#DIV/0! #DIV/0! #DIV/0! #DIV/0!

#DIV/0!
#DIV/0!

HBW HBO NHB Total


#DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0!
Comparison of MXD forecasted daily trips to ITE forecasted daily trips

1
1
1
1
1
1 ITE Trips
MXD Trips
0
0
0
0
0
Daily AM Peak Hour PM Peak Hour

1
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