Professional Documents
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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
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
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
If the site does not meet the above criteria, please use an alternate method, as described in the ITE Handbook write-up
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
been mathematically validated, and the model does not predict the amount of automobile travel occurring entirely within the MXD site.
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
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
mics data.
which the map will then
of-date or superseded.
engineering field
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
Source:
Average Household Size
Single Family 3.2
Multi-Family 2.5
High Rise Condo 2.5
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%
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.
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
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."
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%
Source:
pages/index.xhtml
MIXED USE TRIP GENERATION MODEL V4 - RESULTS
MXD Model # of Vehicle Trips #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
#DIV/0!
#DIV/0!
1
1
1
1
1
1 ITE Trips
MXD Trips
0
0
0
0
0
Daily AM Peak Hour PM Peak Hour
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
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