Trip Generation Handbook

3rd Edition

SEPTEMBER 2017

INSTITUTE OF TRANSPORTATION ENGINEERS

Trip Generation Handbook
3rd Edition

SEPTEMBER 2017
INSTITUTE OF TRANSPORTATION ENGINEERS
 Trip Generation Handbook, 3rd Edition
Advisory Supplement
The primary content included in the 3rd Edition of Trip Generation Handbook (TGH) was completed
and approved prior to the development of Trip Generation Manual (TGM) 10th Edition. As a result,
users should be aware of some editorial inconsistencies between the TGH guidance and the
contents of TGM 10th Edition. The following is a summary of the notable inconsistencies.

The TGH presents several alternate approaches for adjusting TGM 9th Edition suburban vehicle
trip generation data for application in urban, mixed-use, or transit-oriented settings. TGM 10th
Edition expands the alternate approaches by presenting separate data plots for center city core,
dense multi-use urban, general urban/suburban, and rural settings where data are available. It is
recommended that the TGH plots be used in place of the alternate TGH approaches when available.
For land uses with data plots for only general urban/suburban settings, the current TGH approach
remains applicable and is recommended for modifying general TGH for a particular local application.

The data plots in TGH 9th Edition included miscalculated values for weighted standard deviation. The
TGH 3rd Edition (Proposed Recommended Practice) included a separate appendix with corrected
values. Since the TGH 10th Edition now includes the correct values, the appendix containing this
information has been removed.

TGH 3rd Edition text and sample problems reference specific TGH 9th Edition tables and data plots.
The text references are sufficiently clear for the analyst to properly apply the data in TGH 10th Edition
and therefore were not updated with this release.

The TGM 10th Edition contains numerous new land uses, independent variables, area types, and
time periods. For each, new definitions have been added to the TGM 10th Edition Desk Reference.
Subsequent editions of TGH will include a similar comprehensive list of all current definitions.

Much of the data presented in tables in TGH Appendices C through E is now included in the
TGM 10th Edition database. These appendices could be removed in a subsequent edition of TGH.

All inconsistencies noted will be corrected in subsequent editions of the TGH.

Library of Congress Cataloging-in-Publication Data

Names: Hooper, Kevin G., editor. | Institute of Transportation Engineers, publisher.
Title: Trip generation handbook : an ITE recommended practice / principal
editor, Kevin G. Hooper, P.E.
Description: Revised Edition. | Washington, D.C.: Institute of Transportation Engineers, [2017] |
Revised edition of Trip Generation Handbook, [2014] | Includes index.
Identifiers: LCCN 2017012969| ISBN 1933452919 | ISBN 9781933452906
Subjects: LCSH: Trip generation—United States. | Traffic surveys—United States.
Classification: LCC HE371.A3 T758 2017 | DDC 388.4/1314—dc23
LC record available at https://lccn.loc.gov/2017012969
 Trip Generation Handbook, 3rd Edition
A recommended practice of the
Institute of Transportation Engineers
Principal Editor: Kevin G. Hooper, P.E.

This version of the Trip Generation Handbook, 3rd Edition, RP-028D, incorporates changes necessary for consistency with
the data contained in Trip Generation Manual, 9th Edition, which was published in September 2012.

Certain individual volunteer members of ITE’s recommended practice development bodies are employed by
federal agencies, other governmental offices, private enterprise, or other organizations. Their participation in ITE
recommended practice development activities does not constitute endorsement by these government agencies or
other organization endorsement of any of ITE recommended practice development bodies or any ITE recommended
practices that are developed by such bodies.

The Institute of Transportation Engineers is an international educational and scientific association of transportation
professionals who are responsible for meeting mobility and safety needs. ITE facilitates the application of technology
and scientific principles to research, planning, functional design, implementation, operation, policy development, and
management for any mode of ground transportation. Through its products and services, ITE promotes professional
development of its members, supports and encourages education, stimulates research, develops public awareness
programs, and serves as a conduit for the exchange of professional information.

Founded in 1930, ITE is a community of transportation professionals including, but not limited to transportation engineers,
transportation planners, consultants, educators, and researchers. Through meetings, seminars, publications, and a network
of nearly 17,000 members, working in more than 90 countries, ITE is your source for expertise, knowledge, and ideas.

Institute of Transportation Engineers

1627 Eye Street, NW, Suite 600
Washington, DC 20006 USA
Telephone: 202-785-0060
Fax: 202-785-0609
www.ite.org

© 2017 Institute of Transportation Engineers. All rights reserved. No part of this publication may be reproduced,
distributed, or transmitted in any form or by any means, including storing in a retrieval system, photocopying,
recording, or other electronic or mechanical methods, without the prior written permission of the publisher, except in
the case of brief quotations embodied in critical reviews and certain other noncommercial uses permitted by copyright
law. For permission requests, write to the publisher at the above address.
Publication No. RP-028D
500/AGS/0417
ISBN-10: 1-933452-91-9
ISBN-13: 978-1-933452-90-6
Printed in the United State of America
First Printing

iii
 Acknowledgments

This handbook is the result of many months of concerted effort by dedicated volunteers, both ITE members and
non-members, and the ITE headquarters staff.

ITE staff convened an expert panel in May 2012 comprised of individuals with an active interest, knowledge, and
balance of opinions and perspectives on trip generation issues and practices from the public and private sectors.
The meeting attendees, listed below, developed the scope of work and approach for development of this
recommended practice document.

Joseph C. Balskus, P.E., PTOE (M) ITE Staff

Brian S. Bochner, P.E., PTOE (H) Thomas W. Brahms (H)
Milton Carrasco, P.Eng (F) Lisa M. Fontana Tierney, P.E. (F)
Michael S. Hofener, P.E., PTOE (M) Jina Mahmoudi, P.E. (M)
Kevin G. Hooper, P.E. (F)
Douglas R. Kennedy, P.E. (M)
Eric C. Shen, P.E., PTP (M)
Deborah L. Snyder, P.E., PTOE (M)
Nanda Srinivasan
Eric J. Tripi, P.E., PTOE (M)
Diane B. Zimmerman, P.E. (M)

The following individuals contributed to the development of this recommended practice through writing all or portions
of original chapters, collecting field data for inclusion in this handbook, and reviewing early and several subsequent
versions of its content.

Robin L. Antonucci Brennan D. Kidd, P.E., PTOE (M) Praveen V. Pasumarthy, P.E.,
Joseph C. Balskus, P.E., PTOE (M) Ryan D. Lancaster, P.E., PTOE (M) PTOE (M)
Richard R. Barr, AICP (M) Catherine T. Lawson, Ph.D. Dennis A. Randolph, P.E., PTOE,
Paul Basha, P.E., PTOE (M) Joseph A. Marson, P.E., PTOE (M) PTP (F)
Brian S. Bochner, P.E., PTOE (H) Ransford S. McCourt, P.E., PTOE (F) James B. Saag, P.E. (F)
R. Matt Brown, P.E., PTOE (M) Nancy McGuckin Robert G. Schiffer, AICP (F)
Bernard F. Byrne, Ph.D., P.E. (F) Donald J. McKenzie (M) Robert (Bob) J. Schneider, Ph.D.
Kelly J. Clifton, Ph.D. Adam N. Miles, P.E. (M) Deborah L. Snyder, P.E., PTOE (M)
Mickey A. Cornelius, P.E., PTOE (F) Meghan F. Mitman, AICP (M) Gary H. Sokolow (M)
Bradly B. Coy (M) Jeannette Montufar, Ph.D., P.Eng., Benjamin R. Sperry, Ph.D. (M)
Kristina M. Currans (M) PTOE (F) Nanda Srinivasan
Michael J. Cynecki, P.E. (F) Holly Munroe, AICP Eric J. Tripi, P.E., PTOE (M)
James M. Daisa, P.E. Ravi K. Narayanan, P.E., T.E., Diane B. Zimmerman, P.E. (M)
Allan A. Ennis, P.E., AICP (M) PMP (M)
Patrick A. Gibson, P.E., PTOE (F) Thomas O’Brien, Ph.D.
Daniel K. Hardy, P.E., PTP (M) Edward Y. Papazian, P.E. (F)
Michael S. Hofener, P.E., PTOE (M) Randall C. Parker, P.E., PTOE, PTP,
Kevin G. Hooper, P.E. (F) AICP (M)
Koustubh M. Jain, P.E., PTOE (M)

v
 A voting committee was established from the chairs and the most active participants of the subcommittees that
helped develop the draft text. The voting committee was comprised of the following individuals with an active interest
and knowledge of trip generation issues and practices:

Paul Basha, P.E., PTOE (M)

Brian S. Bochner, P.E., PTOE (H)
Kelly J. Clifton, Ph.D.
Patrick A. Gibson, P.E., PTOE (F)
Donald J. McKenzie (M)
James B. Saag, P.E. (F)
Robert (Bob) J. Schneider, Ph.D.
Deborah L. Snyder, P.E., PTOE (M)
Gary H. Sokolow (M)
Eric J. Tripi, P.E., PTOE (M)

Endorsement for publication of this handbook as a recommended practice of ITE was provided by an independent
review panel consisting of the following individuals:

Stephen M. Buckley (M)

Martin E. Guttenplan, AICP
Lawrence J. Marcus (M)
Gary W. Schatz, P.E., PTOE (M)
Bradley K. Strader, AICP, PTP (F)

ITE Headquarters retained an editor, Kevin G. Hooper (F), to coordinate the development of the recommended practice.
He was responsible for organizing, synthesizing and expanding upon material developed by the volunteer chapter
authors. He was also responsible for addressing all of the feedback provided through several reviewed and balloted
versions of the document. ITE is most appreciative of the tireless efforts and excellent work performed by Mr. Hooper.

(Letters in parentheses indicate ITE member grade: H – Honorary, F – Fellow, M – Member.)

vi Trip Generation Handbook, 3rd Edition

 Table of Contents

1 INTRODUCTION......................................................1 5 PERSON TRIPS.....................................................33

1.1 Purpose of Trip Generation Handbook...............1 5.1 Background......................................................33
1.2 Recommended Practice.....................................1 5.2 Assumptions.....................................................33
1.3 Use of Trip Generation Handbook......................2 5.3 General Approach for Estimating
Multimodal Site Person Trips...........................34
1.4 Professional Judgment.......................................3
5.4 Conversion between Vehicle Trips
1.5 Changes since 2nd Edition of Handbook............3
and Person Trips.............................................35
1.6 Update Procedure..............................................4
5.5 Study Site and Baseline Mode Shares
and Vehicle Occupancy...................................36
2 TRIP GENERATION BASICS...................................5
2.1 Concept of Site Trip Generation.........................5 6 TRIP GENERATION FOR MIXED-USE
2.2 Person Trips and Vehicle Trips...........................5 DEVELOPMENT.....................................................43

2.3 Study Sites and Proxy Sites...............................6 6.1 Background......................................................43

2.4 Uses of Trip Generation Data.............................6 6.2 Definition of Mixed-Use Development...............43

2.5 Trip Generation Database..................................6 6.3 Mixed-Use Development Classified

as a Single Land Use......................................44
2.6 Evolution of Trip Generation Estimation.............8
6.4 Underlying Assumptions about Internal
2.7 Communicating the Basis for Site Trip
Capture at a Mixed-Use Site...........................45
Generation Estimates........................................8
6.5 Process for Estimating Mixed-Use
3 PROCESS FOR ESTIMATING TRIPS Trip Generation................................................46
GENERATED BY A STUDY SITE........................... 11 6.6 Cautionary Notes..............................................62
3.1 Overview of Process......................................... 11 6.7 Data Collection at a Mixed-Use Development....63
3.2 Define Study Site..............................................13
7 TRIP GENERATION FOR URBAN
3.3 Define Site Context..........................................14
INFILL/REDEVELOPMENT....................................65
3.4 Define Objectives for Trip Generation Analysis....15
7.1 Background......................................................65
3.5 Trip Generation for a Multimodal Site...............17
7.2 Definition of Infill Development.........................66

4 TRIP GENERATION MANUAL DATA.....................21 7.3 Underlying Assumptions for Infill Site
Trip Generation................................................66
4.1 Background......................................................21
7.4 Process for Estimating Infill Trip Generation.....69
4.2 Trip Generation Data Plots...............................21
7.5 Examples of Recommended Process...............72
4.3 Basis for Recommended Process.....................27
4.4 Process for Selecting Average Rate or 8 TRIP GENERATION FOR A
Equation in Trip Generation Manual Data........27 TRANSIT-FRIENDLY DEVELOPMENT..................77
4.5 Examples of Recommended Process...............30 8.1 Background......................................................77
8.2 Definition of Transit-Friendly Development.......77
8.3 Factors Affecting Transit Use at a TFD.............78
8.4 Process for Estimating Transit Trips
at a TFD Site...................................................79

Table of Contents vii

 9 USE OF LOCAL DATA TO ESTIMATE APPENDICES..........................................................129
TRIP GENERATION...............................................85 A Glossary........................................................129
9.1 Background......................................................85 B Person Trip Data for Baseline Sites...............141
9.2 Cautionary Notes..............................................85 C Person Trip Data for Infill Sites......................147
9.3 Collection of Local Trip Generation Data..........86 D Key Research with Transit-Friendly
9.4 Calculation of a Stand-Alone Local Trip Site Mode Share Data...................................159
Generation Rate or Equation...........................86 E Database on Pass-By, Diverted, and
9.5 Calculation of a Consolidated Local Trip Primary Trips.................................................175
Generation Rate..............................................87 F Example Application of Recommended
9.6 Documentation.................................................88 Process for Mixed-Use Development............221
9.7 Examples of Recommended Process...............88 G Recent and Ongoing Research on Infill and
Mixed-Use Development Trip Generation......227
10 PRIMARY, PASS-BY, AND DIVERTED TRIPS.....91 H Transportation Demand Management...........233
10.1 Background....................................................91 I Truck Trip Generation Research and Data....237
10.2 Definitions.......................................................93 J Calculation of Weighted Average and
10.3 Process for Estimating Pass-By Trip-Making...93 Standard Deviation........................................243

10.4 Cautionary Notes............................................94 K Presentation Material.....................................247

10.5 Example of Recommended Process...............95 L Use of Trip Generation Manual Data for a
Travel Demand Model Special Generator......249
11 TRUCK TRIP GENERATION................................99 M Overview of Travel Survey Types..................251
N Sources.........................................................255
12 DATA COLLECTION..........................................101
O Index .............................................................281
12.1 Background..................................................101
P Comment Form..............................................289
12.2 Data Collection Basics..................................104
12.3 Generic Guidance for All Data Collection......106
12.4 Observation Count—Vehicle Trips and
Vehicle Occupancy........................................ 110
12.5 Observation Count—Person Trips by Mode... 112
12.6 Interview Survey—Travel Mode.................... 112
12.7 Interview Survey—Pass-By Trips................. 115
12.8 Interview Survey—Internal Capture.............. 119
12.9 Person Trip Data Processing Examples.......120
12.10 Truck Trip Data Collection..........................126
12.11 Data Submittal to ITE..................................128

viii Trip Generation Handbook, 3rd Edition

 1 Introduction

1.1 Purpose of Trip Generation Handbook

The principal objectives of Trip Generation Handbook (or the Handbook) are:
●● to provide guidance in the proper techniques for estimating trip generation, both person and

vehicle, for potential development sites in urban, suburban, and rural settings;
The techniques use data presented in Trip Generation Manual (or the Manual) and
in appendices of this Handbook. The Manual presents the data; the Handbook
recommends how to use and interpret the data.
●● to encourage the standardization of trip generation data collection efforts;

This Handbook is intended to facilitate the submission of data to enable further

refinements of the recommended approaches as well as a more robust database.
●● to encourage, support, and facilitate analyst ethics and objectivity in the use of Trip Generation

Manual data.
Although study preparers and reviewers may have different objectives and
perspectives, all parties involved in the development of trip generation estimates
should conduct analyses and reviews objectively, accurately, and professionally, and
adhere to established professional ethics similar to the Institute of Transportation
Engineers (ITE) Canons of Engineering Ethics.

1.2 Recommended Practice

The instruction and guidance contained in the Handbook represent an ITE recommended practice.
The guidance provided in this Handbook is structured to meet the following fundamental criteria:1
●● The recommended methods are compatible with existing traffic and multimodal impact analysis

methods. They enable the analyst to estimate vehicle or person trip generation of individual land
use types by direction, inbound and outbound, and estimate peak hour vehicle or person trip
generation using commonly available independent variables.
●● The recommended methods can be used now for all land uses and contexts utilizing current

typical levels of effort for transportation impact analyses for projects needing custom trip
generation data.
●● All computations are intuitive to users (both analysts and reviewers) and transparent by way of

documentation.
●● The estimation methods can be applied wherever Trip Generation Manual data are used.

●● Input data needed to apply recommended methods are readily available or the ease and cost of

collecting and applying the data are reasonable.2

1
Adapted from Daisa, J. et al. NCHRP Report 758: Trip Generation Rates for Transportation Impact Analyses of
Infill Development. Washington, DC: Transportation Research Board, 2013.
2
Spreadsheet tools should be publicly available at no cost for methods that require multiple input variables and
more than simple computations.

Chapter 1: Introduction 1
 The guidelines presented in this ●● he recommended methods are sensitive to
T
Handbook represent preferred best surrounding contextual differences that influence site
practices under most conditions. trip generation.
These guidelines recognize ●●
The estimation methods use person trips as the
professional judgment may be needed common denominator when converting between
throughout the process of estimating baseline ITE data and multimodal site data.
trip generation for a study site.
An ITE recommended practice presents suggested
methods for performing stated technical activities and
should not be considered a standard or requirement.
To that end, this Handbook does not contain or recommend policy for use by agencies. Rather,
it recommends analytical methods. Conclusions reached or policies associated with using trip
generation analyses as a tool are not part of this Handbook.

1.3 Use of Trip Generation Handbook

The Handbook guidance is based on the state-of-the-practice expertise of ITE members and other
professionals who developed or reviewed its content. Nevertheless, the guidance is presented in a
form intended to be understandable by all professional practitioners.

This Handbook is organized to enable the analyst to refer to individual chapters that address specific
and immediate needs. However, it is important for the analyst to be familiar with the contents of the
entire Handbook in order to identify the appropriate chapter or chapters. The analyst should not
expect to simply refer to this Handbook’s table of contents or index, find a term or concept, and then
use it properly without investing the time to understand the concept fully and its applicability. When
referring to a topic or using information from within a single chapter, the analyst needs to understand
the entire chapter.

The analyst must understand the logic and general recommended approach for all estimation of trips
generated by a study site as presented in Chapter 3. The remaining chapters (4 through 12) and the
information provided in the appendices should be referred to and used as needed.

The data collection and analysis approaches presented in this Handbook move toward collection
and application of person trip-level data (from previously vehicle-centric data collection and
consideration). While the future direction of this Handbook is moving toward more multimodal and
detailed person-level data collection and application, it is well understood that this new approach and
methodology must include some ability to transition from the exclusive use of vehicle-based data to
information that is more inclusive of planning for all modes.

ITE trip generation data are intended for uses associated with site trip generation; that is, trip
generation associated with buildings and related facilities of individual developments. These data
are not intended for regional planning activities beyond facilities adjacent to and near the study
site. Corridor scale transportation requirements and improvements are better determined with
the aid of a regional travel demand model, metropolitan transportation surveys, census data, and
related data sources.

2 Trip Generation Handbook, 3rd Edition

1.4 Professional Judgment

Many elements of the procedures presented in Trip Generation Handbook require the use of
professional judgment to make a proper and informed selection or estimation. The range of
decisions an analyst may make include
●● Proper land use code (LUC);

●● Preferred independent variable;

●● Acceptable sites for data collection;

●● Daily or peaking characteristics;

●● Land use information such as employment density or building occupancy;

●● Internal capture at mixed-use development;

●● Site-generated trips that are by walk, bike, or transit mode;

●● Pass-by and diverted trips;

●● Truck trips;

●● Points of access for site data collection; and

●● Intercept survey locations.

Professional judgment is the use of scientific knowledge, empirical data, known mathematical
relationships, and past experience to select an appropriate solution for a specific problem.
Calculation of a vehicle trip generation estimate using an average rate or equation only requires
simple math skills. Complex problem-solving requires the analyst to supplement scientific knowledge
and empirical data with analogies from previous studies or projects, identifying similarities and
differences, and appropriately incorporating all considerations into conclusions. Practical experience
is critical—it not only provides information but also contributes to the “analogy base” from which the
analyst can draw. These analogies can be simple and direct but in many cases are quite complex
with many nuances.

In order to exercise professional judgment properly, the analyst must understand the assumptions
and simplifications in past data sets, the cause-and-effect relationships between counted vehicle
trips and tested independent variables, and the relative precision and variability of trip generation
data. An example of poor professional judgment is to rely on rules of thumb without understanding or
considering their derivation or initial context. When professional judgment is used, the analyst should
describe and document any assumptions and their application.

1.5 Changes Since 2nd Edition of Handbook

The 3rd Edition of Trip Generation Handbook has undergone several significant changes in content.
The guidance provided in this Handbook now enables an analyst to estimate person and vehicle trips
generated by single-use and mixed-use development in various urban, suburban, and rural contexts.

The introductory chapters and appendices of this Handbook consolidate all the information
presented previously in the Trip Generation Manual Users Guide and in the introductory chapters of
the 2nd Edition of Trip Generation Handbook. The consolidated chapters serve as a single source of
information describing the contents of the Trip Generation Manual data volumes.

The recommended practice material from the 2nd Edition of Trip Generation Handbook has
undergone a comprehensive review, resulting in an update and refinement to each component of the
recommended practice.

Chapter 1: Introduction 3
 ●● Improved guidance is provided
for the evaluation of mixed-use developments,
for the establishment of local trip generation rates,
for the interpretation of the Trip Generation Manual data plots,
for the estimation of truck trips generated by a development site, and
for the collection of data to support trip generation analyses;
●● New guidance is provided for the estimation of trips generated by sites in urban settings or
served by significant levels of transit service;
●● Additional data are provided in the pass-by trip data tables.

1.6 Update Procedure

ITE has established a standard procedure for reviewing and updating the data summarized in this
report. The data analyses displayed in this Handbook and in the Manual were performed using
commercial software. All trip generation rates, equations, and plots are subject to update upon the
receipt of new data.

ITE invites all interested parties to collect data from one or more sites and submit the data to
ITE Headquarters. Suggested data collection forms and can be found on the ITE website at
www.ite.org/tripgeneration/Trip_Generation_Data_Form.pdf. Completed forms should be submitted
to ITE at the following address:

Institute of Transportation Engineers

1627 Eye Street, NW, Suite 600
Washington, DC 20006
Telephone: +1 202-785-0060
Fax: +1 202-785-0609
www.ite.org

4 Trip Generation Handbook, 3rd Edition

 2 Trip Generation Basics

2.1 Concept of Site Trip Generation

Trip generation is one measure of travel behavior. It is based on the notion that people regularly
travel to or from a particular land use and location and that the amount and type of activity at the
location—whether retail, office, residential, or service-oriented—uniquely determines the amount,
type, and mode of that travel. The calculation of the number of trips entering or exiting different kinds
of activity and land uses forms the foundation of trip generation estimation.

As an illustration of trip generation, consider that people leave their homes every day to travel to
work, go shopping, go to school, visit friends, or attend appointments. Each departure from the
home is considered a trip. Each return to the home is likewise considered a trip. If a cordon is placed
around the residence to record the comings and goings over a 24-hour period, the number of trips
the dwelling unit generates per day can be determined. If four trips leave the home—for instance,
one to work, one to school, one to shop, and one to the dentist—and these same four trips return to
the home on the same day, the dwelling unit has a trip generation rate, for that particular day, of eight
trips per day (four outbound and four inbound). If additional trips are made to or from that dwelling
unit by visitors, by delivery vehicles, or other service personnel, these trips would also be considered
trips generated by the residence.

Similarly, travel to and from any type of location can be counted. Each specific type of
establishment—a factory, a store, an office building, or an entire shopping center—is considered a
trip generator.

As noted above, the fundamental measurement for trip generation is trips. In technical terms, a
trip has an origin and a destination at its two ends (known as trip ends). Each trip end is a part of a
trip. For site trip generation, the analyst is usually interested in trips entering (inbound) and exiting
(outbound) a site. An entering trip end is a destination trip end; an exiting trip end is an origin trip
end. Common usage throughout this Handbook is to refer to the inbound and outbound trip ends as
“trips” because they are the site’s portion of those trips.

2.2 Person Trips and Vehicle Trips

Trips may be made via various modes of travel: as a pedestrian, bicyclist, transit patron, personal
passenger vehicle driver, personal passenger vehicle passenger, truck driver, or truck passenger.
The guidance in this Handbook enables the analyst to record and subsequently analyze trips in units
of either person trips or vehicle trips.

The term “person trips” refers to trips made to or from a site by each individual person using any
mode (personal passenger vehicle, truck, pedestrian, transit, bicycle). Two people in a personal
passenger vehicle counts as two person trips. “Vehicle trip” generation refers to the number of
vehicles traveling to or from a site. If a vehicle has two people in it, it still counts as one vehicle trip.

Chapter 2: Trip Generation Basics 5

 2.3 Study Sites and Proxy Sites

The basic premise upon which all trip generation estimates are based is that the number of trips
entering and exiting two development sites with the same land use, size, and dimension, and setting
will be comparable. The general procedures presented in this Handbook provide guidance on how
to find and use trip generation data from development sites that are comparable to the development
site being analyzed. Throughout this Handbook, the development site for which a trip generation is
being estimated is called the study site. The comparable sites with relevant trip generation data are
called proxy sites.

Nearly all data presented in the current Trip Generation Manual data volumes have been collected
at low-density, single-use, homogeneous, general urban or suburban developments with little or
no public transit service and little or no convenient pedestrian access. These proxy sites are called
baseline sites in this Handbook because they are the starting points for most vehicle trip generation
estimation recommended in the following chapters.

2.4 Uses of Trip Generation Data

The basic product of the procedures in this Handbook, to the limits possible with available or readily
collectible data, is an estimate of the inbound and outbound trips by mode (personal passenger
vehicle, truck, transit, bicycle, pedestrian) for a study site. These trip generation estimates are used
for a variety of functions, such as
●● Determining site access and circulation requirements for a study site;

●● Estimating future traffic volumes upon which off-site transportation improvements are based;

●● Determining fees for use in addressing potential impacts to the transportation systems; or

●● Evaluating the implications of requests for potential zoning or land use changes.

In some cases, the modal trip generation estimates can be used for purposes beyond trip
generation such as to assess parking demand, forecast regional travel for special generators, or
estimate vehicular emissions or other environmental measures. Appendix L discusses potential
connections between site trip generation estimates and travel demand models, especially as they
relate to special generators.

2.5 Trip Generation Database

2.5.1 Source of Trip Generation Manual Data

The data presented in Volumes 2 and 3 of the Trip Generation Manual (known as the data volumes)
are from studies conducted throughout the United States and Canada. The data were contributed
on a voluntary basis by various state and local governmental agencies; consulting firms; individual
transportation professionals; universities and colleges; developers; associations; and local sections,
districts, and student chapters of ITE. In many cases, the data were originally contained in published
reports or unpublished analyses conducted by such groups. The sources of these reports or
analyses are listed in Appendix N. The source numbers for studies contained in each land use are
listed on the land use description pages in Volumes 2 and 3 of the Manual.

6 Trip Generation Handbook, 3rd Edition

2.5.2 Data Collection

Some of the data reported in the Manual were collected using automatic counters configured to
count vehicular traffic entering and exiting a site. These counts were taken on driveways of sufficient
length to avoid the double counting of turning vehicles. In some cases, counts were non-directional
and therefore did not distinguish between entering and exiting vehicles.

Manual counts often supplemented the automatic counts to

●● Obtain vehicle occupancy and classification;

●● Check the reliability of the automatic counters; or

●● Obtain directional counts during peak periods when a non-directional automatic count was

being conducted.

In other cases, only manual counts (or video counts interpreted manually) were conducted during
peak periods.

Additional information regarding site characteristics was obtained through personal interviews, field
measurements, telephone conversations, or mail-back questionnaires.

2.5.3 Data Storage

The Trip Generation Manual data are stored in a trip generation database maintained at ITE
Headquarters. The amount of data submitted for an individual site varies from one peak-hour volume to
seven days of directional hourly volumes. All data received are initially examined by ITE staff for validity
and reasonableness before being entered into the database. Each data record is referenced in the
database by a source number, the month and year of the measurement, the metropolitan area (when
known), and a three-digit land use code. Data for more than 170 land uses are organized within 10
major land use categories. Additional land uses are added to the database as data become available.

2.5.4 Data Age

The database compiled to produce the Manual contains data from the years 1960 through 2013.
The data were obtained primarily from volunteer sources. The data are carefully reviewed by ITE
professionals with specific expertise and responsibility for trip generation calculations and analyses.
This review includes consideration of several factors including
●● Completeness of both land use independent variable and traffic counts;

●● Relationship and consistency to prior data within database;

●● Variations from typical land use in the stated category; and

●● Other characteristics (such as employment density, seasonal or time-of-day issues, area type,

mixed use issues, and extensive use of non-automobile modes).

In addition to reviewing data when initially submitted, ITE professionals review each land use
code data set prior to a new edition. This review is primarily focused on codes with new data and
considers the age of the data and whether conditions or trends indicate that substantial land use or
cultural changes have affected trip generation patterns. Statistical tests (including combinations of
variations from averages, standard deviation expansion, clustering of recent data, R2, T-tests, and
F-ratios) are used to determine if differences are significant between older data and newer data.

Chapter 2: Trip Generation Basics 7

 Prior to publication of the 8th Edition, ITE investigated whether changes in banking industry
technology (in particular, automated teller machines and, more recently, electronic banking) and
customer practices during the 1990s could have resulted in travel pattern changes. The ITE analysis
concluded that pre- and post-2000 bank trip generation data were significantly different. As a result,
all data prior to year 2000 were removed from the database for the two banking land uses—Walk-in
Bank Land Use Code (LUC 911) and Drive-in Bank (LUC 912).

The primary advantage of using only current data is they may more accurately reflect current trip
characteristics associated with a given land use. The disadvantage is the potential decreased data
sample and the consequent increased effects of sites with atypically high or low trip generation to
have an undue influence on overall trip generation estimates for the land use.

2.6 Evolution of Trip Generation Estimation

The Trip Generation Manual has been the primary source of vehicle trip generation data for
transportation impact analyses in the United States and Canada. The majority of the data in the
Manual were collected at general urban and suburban single-land-use sites with their access
isolated from other land uses consistent with traditional zoning, such as office parks, shopping
centers, and residential subdivisions. When early editions of the Manual were published, new
development was occurring mostly on greenfield sites in suburban and exurban communities or on
large vacant tracts of land within the belts of partially developed land surrounding large cities. The
combination of land use segregation3 and development located distant from city centers resulted in
trips to and from those sites being made predominantly by personal passenger vehicle. As a result,
for the analyst conducting impact analyses of a single-use development in a suburban or exurban
site, the Trip Generation Manual vehicle trip generation data are relevant and accurate.

Development patterns and building types in recent years have shifted to include increasingly
denser, mixed-use and infill development and redevelopment in urban locations with significant
transit service. Studies have concluded that the vehicle trip generation data contained in the Manual
overestimates vehicle trips generated by development and redevelopment in compact, urbanized
areas where walking, bicycling, and transit are viable modes of transportation—termed “multimodal
sites” in this Handbook. This edition of the Handbook addresses the issue and provides guidance for
the estimation of person and vehicle trips at multimodal sites.

The application of suburban data in dense or multimodal urban settings can in some cases
overestimate motor vehicle demand. The result has been past decisions where:
●● modes such as bicycle, pedestrian, transit, and rideshare (carpooling and shared mobility) may

have been largely ignored, resulting in inadequate support or capital

●● mitigation of vehicle impacts may have exceeded needs

●● potential imbalance of transportation fees, exactions and public improvements may have occurred

●● parking may have been overbuilt

●● the consequences of urban development on greenhouse gases may have not been

properly understood

3
As a result of consumer preferences, developer trends, zoning, availability of financing, and public
infrastructure spending.

8 Trip Generation Handbook, 3rd Edition

2.7 Communicating the Basis for Site Trip Generation Estimates

The process of describing trip generation concepts can result in confusion on the part of other
professionals, elected and appointed officials, and the general public. Policy discussions can
unintentionally misinterpret aspects of trip generation estimation techniques. The following sample
statement is intended to help the analyst explain the basis for trip generation estimates derived with
the aid of Trip Generation Handbook.

“Trip generation estimates developed for this study are based on the 9th Edition of the Trip
Generation Manual published by the Institute of Transportation Engineers (ITE). The Manual is the
most widely used industry resource for this type of data. The trip generation data are organized
by land use types, with more than 170 different categories of land uses. For each category the
Manual provides a data set for use in estimating the number of vehicle and person trips generated
by a site based on its characteristics such as physical size or intensity. Trips may be estimated
by direction (entering or exiting the site) and for time periods typically pertaining to a full day
(weekday or weekend), peak hours of the adjacent roadway, and peak hours of the particular land
use. Used properly, the Trip Generation Manual provides an objective basis for estimating trips
generated by a proposed development.”

Appendix K contains sample presentation slides to help the analyst communicate the same message
in a public forum.

Chapter 2: Trip Generation Basics 9

 3 Process for Estimating Trips Generated by a Study Site

3.1 Overview of Process

This chapter presents a general process that can and should be used for the estimation of site-
generated trips. The process is illustrated in Figure 3.1.

The first three boxes in the flow chart represent information the analyst must obtain and consider as
the first step in the trip generation estimation process for a study site. In these boxes, the analyst
defines the study site characteristics, including its site
In order to estimate trip generation for a context within the surrounding area, and establishes
study site, the analyst must determine specific analysis objectives in terms of trip types and
whether the site is multimodal. time period. Guidance for all three boxes is provided in
the following sections of this chapter (3.2, 3.3, and 3.4).

Box 4 is a pivotal decision point in which an appropriate

analysis approach is selected. A study site and its setting are considered multimodal if current or
future conditions indicate there is the potential for non-vehicle trips being made to, from, and within
the site because it:
●● Is surrounded by compact urban development with nearby complementary land uses (infill site);

●● Consists of a mix of complementary land uses in any part of an urban region (mixed-use

development);
●● Is served by public transit, in particular if designed specifically to capitalize on transit access to

the site (transit-friendly development);

●● Is served by corporate transit or corporate-sponsored ridesharing programs designed to improve

employee commute options and reduce site-generated parking demand and peak hour traffic; or
●● Is in an area that has a noticeable amount of walking and bicycling activity or an area planned for

promotion of non-motorized travel (as examples, sites in urban core areas or sites near schools
and senior centers).

This selection of the appropriate analysis approach is described in more detail in section 3.5 of
this chapter.

If the study site is multimodal, the analyst should follow the process outlined in Boxes 5 through
8 in Figure 3.1. This process should be considered the standard approach for estimating site-
generated trips.

If the study site is comparable to the baseline sites presented in the Trip Generation Manual data
volumes (that is, typically stand-alone and single-use in a suburban, rural, or small urban setting), a
simplified approach is acceptable. The analyst should follow the guidance outlined in Box 9.

The process outlined in Boxes 5 through 8 should also be followed if the objective is to estimate person
trips (including pedestrian, bike, and transit trips) generated by a study site, regardless of its setting.

Chapter 3: Process for Estimating Trips Generated by a Study Site 11

 Figure 3.1 Analysis Approach for Estimating Site Trip Generation

1 2 3
DEFINE STUDY SITE DEFINE SITE CONTEXT DEFINE ANALYSIS
Land Use Type & Site (Section 3.3) OBJECTIVES
Characteristics (Section 3.2) Types of Trips & Time
Period (Section 3.4)

4
YES NO
IS STUDY SITE MULTIMODAL?
(Section 3.5)

5
ESTIMATE BASELINE
VEHICLE TRIPS
(Chapters 4 or 9) 9
ESTIMATE VEHICLE TRIPS
(Chapters 4 or 9)

6
CONVERT BASELINE VEHICLE
TRIPS TO PERSON TRIPS (Chapter 5)

7 Optional

ESTIMATE
●● Internal Person Trips
●● External Walk/Bike Trips
●● External Transit Person Trips
●● External Person Trips in Vehicles
(Chapters 6 through 8)

10
ESTIMATE VEHICLE
8
TRIP SUBSETS
Optional
CONVERT PERSON TRIPS TO ●● Pass-By/Diverted Trips (Chapter 10)
FINAL VEHICLE TRIPS (Chapter 5) ●● Truck Trips (Chapter 11)

12 Trip Generation Handbook, 3rd Edition

If the objective is to establish a local trip generation rate for a particular land use or study site, the
simplified approach (Box 9) may be acceptable but the Box 5 through 8 approach is required if the study
site is located in an infill setting, contains a mix of uses on-site, or is near significant transit service.

If the objective includes the need to estimate pass-by trips or truck trips at a study site, the
recommended procedures in Chapters 10 and 11, respectively, should be used. The procedures
should be applied after site-generated vehicle trips are estimated with the procedures outlined in
Boxes 5 through 8 or in Box 9, as appropriate.

3.2 Define Study Site

The initial step in the process (Box 1 in Figure 3.1) is to define the characteristics of the study site.
These characteristics include its land use type and its size.

3.2.1 Based on a Site Plan

The analyst should select a land use code in the Trip Generation Manual data volumes that
corresponds to the study site. The “Description” should be read carefully to confirm that the land
use and its corresponding trip data are appropriate for the study site development. Other land
uses with similar descriptions should be reviewed to confirm that the selected land use code is the
appropriate choice.

If the development site includes more than one land use, each individual component should be
identified and classified. It should be noted that there are several “individual” land use codes that
include more than one land use. As examples,
●● A shopping center (Land Use Code 820) may contain retail, restaurant, and office components

but is classified as a single land use because the Manual data were collected for entire shopping
centers, not for individual land uses;
●● A complex containing general office buildings and support services such as banks, restaurants

and service stations arranged in a park- or campus-like atmosphere is considered an office park
(Land Use Code 750);
●● An office building with support retail or restaurant facilities contained inside the building is treated

as a general office building (Land Use Code 710); and

●● A hotel with an on-site restaurant and small retail shops is considered the hotel category

(Land Use Code 310).

3.2.2 Based on Generalized Land Use

In the early stages of land development, there may be a need to develop an approximate estimate
of site trip generation, even though specific site characteristics are not yet known. In that case, the
analyst may know nothing more than the proposed or anticipated zoning classification of the land in
question. Without a specific site plan, the precise quantity and type of development is not known.

The analyst must understand the basic regulatory structure of uses in the zoning and should
consider the array of permitted uses the zoning district ordinance. The analyst should also consider
any requirement or protocol of the agency that will review the transportation impact study.

Chapter 3: Process for Estimating Trips Generated by a Study Site 13

 The trip generation estimate should reflect, to the extent possible, the specific uses within the
known or assumed generalized (usually zoning) classification. These land uses can best be
surmised through knowledge of the specific ITE Land Use Codes permissible and prevailing locally
within the (zoning) classification, preferably in similar locales and with similar site size and access
characteristics. If there is no zoning (existing or proposed) at the time of analysis, the prevailing
use(s) in the area should be considered.

Typical development densities (like gross square feet of building floor area per site acre, dwelling
units per site acre, or an appropriate similar ratio) should be estimated for the selected land uses.
Listings of values for typical development densities can be obtained, preferably from local agency
planning and development departments or, if unavailable, found in national publications. No typical
values are provided in this Handbook because “typical national” data are unlikely to match “typical
local” conditions. In fact, “typical” development densities may vary in different parts of a region.
Because of the inherent imprecision of the land use definition process presented here, it is critical
that locally sensitive land use mix and density be evaluated.

Typical floor-to-area ratio (FAR) values vary substantially as a function of land value, structured
parking, open space requirements, building setbacks, and other code requirements. Prevailing and
appropriate development practices in similar circumstances should be investigated.

The above procedure should be considered preliminary until more definitive information is available.
Sensitivity analyses with alternative land use mixes or densities could be appropriate.

3.2.3 Independent Variable

In trip generation, an independent variable is a physical, measurable, and predictable characteristic

which describes the study site or trip generator (for example, gross floor area) and which has a direct
relationship to the variation in the number of trips generated by a land use. Another term often used
is “explanatory variable.”

The analyst should carefully read the It is critical that the analyst understand the availability
definitions for independent variables and definition of each potential independent variable
in the Glossary in Appendix A. for a particular land use. The size and intensity of use
at the study site should be quantified using one or
more of the typical characteristics used as independent
variables in the land use code data pages. Examples
include rooms (for hotel), beds (for hospital), seats (for quality restaurant), students (for day care
center), and vehicle fueling positions (for gasoline/service station with convenience market).

3.3 Define Site Context

Site context (Box 2 in Figure 3.1) includes the characteristics of the area and transportation system
that may influence travel to and from the study site. At this initial stage of the trip generation
estimation process, the site context assessment is simply to determine whether the study site is in a
multimodal setting. A study site that could have persons accessing the site by walking, bicycling, or
riding transit is considered multimodal.

14 Trip Generation Handbook, 3rd Edition

This assessment can be qualitative. The following are A detailed list of potential site context
examples of context that should be considered in this descriptors is provided in the data
initial stage: form presented in Chapter 12. Not
●● General area type—regional central business all of these context measures are
district (CBD), outlying CBD, urban core, activity relevant for every site.
center, general urban, suburban business district,
suburban strip commercial, general suburban,
special district, rural business district, and rural
(definitions of the individual area types are
provided in the Glossary in Appendix A);
●● 
Economic characteristics—apparent vitality of the area (with current and projected vacancy
rates as indicators);
●● 
Travel mode choices—general assessment of transit, pedestrian, and bicycle access;
●● 
Walkability—assessment of pedestrian environment; and
●● 
Demand management—areawide or local conditions or policies that affect time of day peaking
and travel modes.

3.4 Define Objectives for Trip Generation Analysis

The analyst must define the objectives of the analysis of study site trip generation (Box 3 in Figure 3.1).
The analysis objectives should include the trip types to be estimated and the time period for the
estimated trips.

3.4.1 Types of Trips

The analyst should define the types of trips for which trip generation estimates are desired by
considering the following questions.
●● Are vehicle trips sufficient or are person trips (such as walk trips, bike trips, or transit trips)

also needed?
●● If person trips are needed, do they need to be separated by mode (auto, walk, bike, transit) or as

a sum of walk, bike, and transit as non-vehicle trips?

●● Are total vehicle trips sufficient or do truck trips need to be estimated separately?

●● Do vehicle trips need to be divided into primary, diverted, and pass-by trips?

●● If the site is a mixed-use development, are only trips external to the site needed or is an estimate

of internal trips also needed?

3.4.2 Time Period

The analyst should define the desired time period for the trip generation estimate. The definition
must include
●● Time of year (such as average, Christmas season, or summer);

●● Day of the week (such as average weekday, Friday, Saturday, or Sunday); and

●● Time of day (such as 24-hour, AM or PM peak hour of site-generated traffic, or AM or PM peak

hour of adjacent street traffic).

Chapter 3: Process for Estimating Trips Generated by a Study Site 15

 For each land use code, Trip Generation Manual provides data pages and data plots for all time
periods for which data have been submitted. These typically include daily and AM and PM peak hour
data. For many land uses, separate data are provided for weekday, Saturday, and Sunday. For some
land uses with a particular weekday travel peak on Fridays (for example, Multiplex Movie Theater,
Land Use Code 445), Friday trips are presented.

Seasonal variations are also important for some land uses. As a prime example, U.S. shopping
centers traditionally are busiest during the period between Thanksgiving (fourth Thursday in
November) and Christmas. For shopping centers (Land Use Code 820), data for both non-Christmas
and Christmas season trips are provided. Recreational and hotel land uses are often seasonal.
Offices, resort hotels, and tourist attractions are subject to vacation period impacts. Other types of
developments also vary by season.

The trip generation data are intended to represent typical conditions for the particular land use during
the defined time period. For example, it is reasonable to assume that data were collected for schools
while school is in session or for snow ski areas and golf courses when weather is conducive to their
use. In situations with special circumstances, supplemental data are provided.

Trip Generation Manual contains data pertaining to reported time period distributions of traffic for 12
land uses. As shown in Table 3.1, time of day distributions are available for 11 land uses. Day of the
week and month of the year distributions are available for three land uses. These distribution data can
be used to identify when significant peaks or valleys in trip generation may occur at a development site.

Table 3.1 Land Uses in Trip Generation Manual

with Time Period Distribution Data
Time Period with Available Distribution Data
Land Use Time of Day Day of Week Month of Year
152—High-Cube Warehouse/Distribution Center Yes Yes Yes
430—Golf Course Yes — —
444—Movie Theater with Matinee — Yes Yes
565—Day Care Center Yes — —
813—Free-Standing Discount Superstore Yes — —
815—Free-Standing Discount Store Yes — —
820—Shopping Center Yes Yes Yes
854—Discount Supermarket Yes — —
857—Discount Club Yes — —
875—Department Store Yes — —
932—High-Turnover (Sit-Down) Restaurant Yes — —
934—Fast-Food Restaurant with Drive-Through Window Yes — —
Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers, Washington, DC, 2012.

16 Trip Generation Handbook, 3rd Edition

3.5 Trip Generation for a Multimodal Study Site4
3.5.1 Step-by-Step Approach

The order of the boxes in the Figure 3.1 flow chart is critical to an accurate estimation of site-
generated person trips by mode.

In Box 5, the analyst estimates vehicle trips generated by all the land uses in the study site using
procedures presented in Chapters 4 or 9. For a multimodal site, this estimate represents the
baseline vehicle trips generated by the study site. This is the same process described in Box 9 to
estimate vehicle trips at a study site (using Chapters 4 or 9).

In Box 6, the analyst converts the initial gross estimate of vehicle trips generated by the site land
uses to person trips using the procedures presented in Chapter 5. Baseline vehicle occupancy and
mode shares are used.

In Box 7, the analyst estimates non-vehicle person trips for any type of multimodal site.
Depending on the type and setting of the study site, the analyst can make use of any or all of the
following procedures.
●● If the site is a mixed-use development, the procedures presented in Chapter 6 are

recommended. The number of internally captured person trips in the mixed-use development
are calculated, then subtracted from the total site-generated person trips to determine the
external person trips.
●● If the site is located in an infill setting, the procedures presented in Chapter 7 are recommended.

The external trips that are made by pedestrian or bicycle modes to and from a nearby
complementary development are estimated separately, then subtracted from the total external
person trips to determine the external, non-walk and non-bike person trips generated by the study
site. These non-walk and non-bike person trips are called motorized trips in the Chapter 8 text.
●● If the site is served by significant levels of transit, the procedures presented in Chapter 8 are

recommended. The transit trips generated by the site are estimated, then subtracted from the
motorized person trips to calculate person trips in personal passenger vehicles or trucks. If
the study site is served by fixed-route bus transit only, the Chapter 7 urban infill procedure can
be applied to estimate transit trips.

The product of the Box 7 calculations is an estimate for person trips generated by the study site,
external to the site and by mode.

In Box 8, the analyst determines net site-generated vehicle trips by converting person trips back to
vehicle trips using mode share and vehicle occupancy estimates for the study site (as described in
Chapter 5). The analyst can further stratify the site-generated trips by trip type (pass-by, primary, diverted)
and vehicle type (auto, truck ) using the procedures presented in Chapters 10 and 11, respectively.

4
The step-by-step approach directs the analyst to estimate vehicle trips generated by a study site, then convert the
estimate to person trips. This approach is necessary because of the current limited availability of person trip data
at development sites. As a comprehensive person trip database is developed, the recommended approach will
evolve to follow a direct person trip estimation process that bypasses the vehicle trip estimation step.

Chapter 3: Process for Estimating Trips Generated by a Study Site 17

 3.5.2 Application of Approach for All Types of Study Sites

The process flow chart works regardless of the number or mix of land uses and available travel
modes. Table 3.2 presents a list of the various generic types of study sites and the corresponding
Handbook chapters with relevant guidance.

Table 3.2 Source Handbook Chapters

for Estimating Trips Generated by Study Site
Handbook Chapter with Relevant Guidance
4. TGM Data 5. 6. 7. 8.
or Person Mixed- Urban Transit-
Study Site Description 9. Local Data Trips Use Infill Friendly
Mixed-use development in urban
infill setting with significant X X X X X
transit service
Mixed-use development in urban
X X X X
infill setting
Mixed-use development with
significant transit and few external X X X X
walk trips
Mixed-use development with
limited transit and few external X X X
walk trips
Single-use development in urban
X X X X
infill setting with significant transit
Single-use development in urban
X X X
infill setting
Single-use development with
significant transit and few external X X X
walk trips
Single-use development with
limited transit and few external X
walk trips

3.5.3 Disaggregate versus Aggregate Approach

One of the advantages of a step-by-step disaggregate approach (in other words, separating the
effects of mixed-use development, urban infill setting, and proximity to transit service) is it enables
the analyst to isolate and consider the reasonableness of each individual component of the

18 Trip Generation Handbook, 3rd Edition

reductions (transit, walk, and bike trips). The results should make sense, for example, in terms of the
number of people boarding/alighting per peak period bus or per peak hour heavy or light rail transit
vehicle, of the number of people walking to off-site destinations, or of internal trips between on-site
uses in a mixed-use development.

The relevance of a disaggregated approach can be demonstrated by considering the characteristics

of walk trips and transit trips.

Walk trips are made by persons to travel to or from nearby land uses. They are often short trips. The
quantity of walk trips tends to be largely a function of the quantity and density of complementary
development near the study site. When the quantity and density of nearby development is held
constant, the quality and proximity of transit service has only a minor effect on the number of
walk trips to or from the study site. This is why external walk trips are calculated using procedures
presented in Chapter 7 for infill development.

Transit trips are made by persons whose primary other mode choice (if one exists) is a personal
passenger vehicle, either as a driver or passenger. These are not walk-trip length trips (but could
be bicycle-trip length trips). Their quantity is a function of the quality and proximity of transit service
to the study site. When the transit service descriptors are held constant, the density of nearby
development has only a minor effect on trips made to or from the study site by transit.

Alternative approaches that combine the vehicle trip reduction impacts of a mix of on-site land uses,
of an urban infill setting, and of transit service are described in Appendix G. As future refinements
are made to the aggregate methods, they should merit further consideration.

3.5.4 Transportation Demand Management

Appendix H provides an overview of the potential impacts of individual transportation demand

management (TDM) measures and comprehensive programs on site vehicle trip generation.
However, this Handbook does not provide specific guidance on how an analyst might adjust vehicle
occupancy, transit mode share, walk mode share, or bike mode share due to the presence of a study
site TDM program.

Chapter 8 provides an approach for estimating transit trips generated by a study site. Chapter 7
provides an approach for estimating walk trips generated by a study site. The use of appropriate
proxy sites can enable the analyst to account for areawide or site-specific TDM program effects on
mode shares and vehicle occupancy. With the inclusion of person trips in the trip estimation process,
the analyst is able to investigate and demonstrate the effects of changes in, for example, vehicle
occupancy on net vehicle trips generated by a study site.

Chapter 3: Process for Estimating Trips Generated by a Study Site 19

 4 Trip Generation Manual Data

4.1 Background

Trip Generation Manual provides an abundance of data on the relationships between vehicle trip
generation and site characteristics for various land uses. Trip Generation Manual, 10th Edition is
expected to contain data for both person trips and vehicle trips. The guidance presented in this
chapter can be adapted to also apply to the estimation of person trips. Each data page in Volumes 2
and 3 presents the results of data analyses that can include
●● A plot of site-generated trips versus the value of the independent variable for each study;

●● The weighted average trip generation rate (number of trips per unit of independent variable); and

●● A fitted curve equation that relates trips to the value of the independent variable.

The purpose of this chapter is to provide guidance so that the analyst can make a reasonable and
responsible estimate of vehicle trips generated for a study site using this data. Selection of an
appropriate method for estimating trips requires the analyst to exercise professional judgment. To do
this, the analyst must have a thorough understanding of the data pages and the displayed statistics.
If available, the analyst should also consider using properly collected and validated local data in
addition to the national database.

In some cases, selection and use of the trip generation rate or equation may be dictated by local
ordinance or agency policy. As examples, the analyst may be instructed to always use the fitted
curve equation, if it is given, or to always use the higher of the average rate and fitted curve values.
The approach described here is recommended over an arbitrary policy because it is sensitive to data
quality and thus is likely to be more accurate.

4.2 Trip Generation Data Plots

4.2.1 Content and Format

Figure 4.1 is a sample data plot displaying statistical and descriptive information for a single land use
for a specified independent variable and for a specified time period. This sample data page provides
explanatory notes describing each element of the figure. The majority of land uses contained in
Volumes 2 and 3 of Trip Generation Manual include data plots.

Each data point within a data plot represents the observed number of vehicle trips that enter or exit a
single site, plotted against the value of the independent variable for the site.

Data plots are not provided for a land use that contains only one study for an independent variable
and time-of-day combination. In that case, the data are presented in tabular form immediately
following the land use description.

Chapter 4: Trip Generation Manual Data 21

 Figure 4.1 Sample Data Page in Trip Generation Manual

employee).

Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers, Washington, DC, 2012.

22 Trip Generation Handbook, 3rd Edition

4.2.2 Reported Statistics

Table 4.1 summarizes the types of mathematical and statistical information provided in Trip
Generation Manual data plots as a function of the number of available data points. The table also
indicates that, for data sets with five or fewer data points, the statement “Caution—Use Carefully—
Small Sample Size” is provided.

Table 4.1 Information Provided in Trip Generation Manual Data Pages

Weighted Caution
Average Rate Regarding
Number of & Range of Standard Fitted Curve Small Sample
Data Points Rates Data Plot Deviation Equationa Size
1 No No No No Yes
2 Yes Yes No No Yes
3 Yes Yes Yes No Yes
4 Yes Yes Yes Yes Yes
5 Yes Yes Yes Yes Yes
6 or more Yes Yes Yes Yes No
a
Fitted curve equation is provided if R2 value is at least 0.5.
Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers, Washington, DC, 2012.

4.2.2.1 (Weighted) Average Trip Rate

The weighted average trip generation rate (simplified to “average trip rate” in the data plots and in
the Handbook text) is defined as the number of weighted trips per unit of the independent variable.
The rate assumes a simple linear relationship between trips and the independent variable, having
a slope equal to the rate and with the straight line passing through the origin (that is, with a value
of zero for the independent variable, the number of trips generated is zero). Therefore, the number
of trips can be estimated by multiplying the number of trips per unit of independent variable by the
number of units of the independent variable associated with the study site.

The weighted average trip rate is used rather than the average of the individual rates for all
development sites with data because of the variance found within each data set. Sites with a large
variance from the mean can over-influence the average rate if it is not weighted. Calculation of
weighted average rate is demonstrated in Appendix J.

Every data plot contains a line corresponding to the weighted average rate. The line extends
between the calculated numbers of trips corresponding to the study sites with the lowest and highest
values for the independent variable.

In a data plot for which all of the points correspond to a single value for the independent variable,
no line is drawn. As an example, for Land Use 853 (Convenience Market with Gasoline Pumps) with

Chapter 4: Trip Generation Manual Data 23

 vehicle fueling positions as the independent variable and weekday as the time period, all the data
points have four fueling positions. A line corresponding to an average rate cannot be drawn. The
weighted average rate is still listed on the data page.

4.2.2.2 Standard Deviation for the Average Trip Rate

Standard deviation is a measure of data dispersion relative to the calculated average. A low standard
deviation represents less dispersion. Standard deviation is provided when there are three or more
data points.

Calculation of weighted standard deviation is demonstrated in Appendix J.

4.2.2.3 Regression Analysis

Regression analysis provides a tool for developing an equation that defines the line that “best fits”
the data. This specific mathematical relationship between trips and the related independent variable
is defined as the “fitted curve equation.”

For each data set with at least four data points, a fitted curve equation and a corresponding
coefficient of determination (R 2 ) is calculated. The coefficient of determination is defined as the
percent of the variance in the number of the trips associated with the variance in the independent
variable value. For example, if the R 2 value is 0.75, then 75 percent of the variance in the number of
trips is accounted for by the variance in the independent variable value. As the R 2 value increases
toward 1.0, the better the fit; as the R 2 value decreases toward 0, the worse the fit.

A best-fit curve and its associated equation are presented in the data plot if the R2 value is at least
0.5. The fitted curve equation appears on the graph as a solid line to show how well it represents the
actual data points.

Two general forms of fitted curve equations are considered in Trip Generation Manual data plots:
●● Linear à T = aX + b

●● Logarithmic à Ln(T) = aLn(X) + b

Where X is the independent variable and T (the number of trips) is the dependent variable. The
regression analysis determines the values of a and b that minimize the expected error in estimating
the dependent variable.

The fitted curve equation with the highest R2 value is presented. Unlike the weighted average rate,
the plotted fitted curve equation does not necessarily pass through the origin nor is the relationship
necessarily linear.

24 Trip Generation Handbook, 3rd Edition

4.2.3 Cautionary Notes

Variations in trip generation characteristics for specific land uses produce what often appear to be
scatter diagrams in the Trip Generation Manual data plots. These variations may be due to a small
sample size of data sites; differences in overall economic conditions at the times of data collection;
differences in the settings of sites studied; other unique characteristics of the specific sites; and daily,
seasonal, and geographic variations. Accordingly, professional judgment must be exercised in the
use of the reported data and statistics.

The plots presented in Trip Generation Manual cover only the range of independent variables
for which data are available. Caution should be used if extrapolating the data beyond the ranges
provided because no information has been supplied to document trip generation characteristics
beyond the given ranges.

There are several data plots where the fitted curve equation has a significantly large or negative
y-intercept. For an independent variable with a low value, the fitted curve equation might produce
a generated trips estimate that is unreasonable (such as fewer than zero). This usually happens
when the variable is outside the range of the data points for this data plot. In such a case, the
analyst should use the cluster of data points around the size of the study site independent variable to
estimate trips. The analyst should never use the data for study sites outside the data extremes.

It should also be noted that in some cases, because of the limited sample size and variation in
data received, the projected trip generation estimate for the peak hour of the adjacent street
traffic exceeds the trip generation estimate for the peak hour of the generator. By definition, this is
impossible. In these isolated cases, knowledge of the project site and professional judgment should
be used in the selection of an appropriate trip generation estimate.

4.2.4 Selection of an Appropriate Independent Variable

For many land uses, Trip Generation Manual includes data analysis and plots for more than one
independent variable. Selection of the appropriate variable for a study site is a critical decision.
Usually, it is best to use the one that (1) is most directly causal for the variation in trips generated by
a land use and (2) is accurately projectable for a development site.

If the analyst has reason to believe that an independent variable (and how it was measured for
sites reported in the Manual) does not match the characteristics of a study site, that land use data
analysis and plots should not be used. Other independent variables should be explored and a local
trip generation study could also be considered (see Chapter 9).

The analyst should exercise caution before trying to quantify the trip generation effects of isolated
and minor changes in characteristics of a particular land use. Manual data are compiled from a
wide range of sources with a potentially high variability in site characteristics within the bounds of
each individual land use code definition. Moreover, the Manual does not provide information on
the secondary characteristics of the surveyed sites (for example, their setting) and therefore any
analysis of the effects of changes in site characteristics is purely hypothetical and not verifiable with
the current edition data.

Chapter 4: Trip Generation Manual Data 25

 Ideally, the independent variable that has the strongest logical relationship with trip-making, and that
can be measured or estimated to sufficient accuracy, should be selected. For example, for an office
building, gross square feet is typically a better independent variable than is overall site acreage.
However, it is also important to evaluate the sample size for each independent variable. In the
case of two variables with similar measures of “best fit,” the analyst should usually favor the most
accurately projected variable. If there appears to be little difference, then the variable with the larger
sample size should be selected.

The chosen independent variable should be stable for a particular land use type and not a direct
function of actual site tenants. The values and measurements attributable to an independent variable
should not change dramatically with changes in building tenants. Physical site characteristics (such
as square feet of floor area or number of dwelling units) are preferable to tenant characteristics (such
as employees or residents).

Finally, a selected independent variable should be obtained through a primary measurement, not
derived from secondary data. For example, many estimates of the number of employees working
in a commercial building are derived as a function of the floor area (in square footage) of the office
building and an assumed employment density. An estimate of trips based on an independent
variable derived using this approach is not likely to be as accurate as one based on primary
data. Nevertheless, if the selected independent variable must be derived rather than measured,
the analyst should apply a realistic and credible factor based on verifiable or valid relationships
applicable to the site being considered.

Use Fitted Curve Equation when:

●● A fitted curve equation is provided and the data plot has at least 20 data points

OR
●● A fitted curve equation is provided, the curve has an R2 of at least 0.75, the fitted curve
falls within data cluster, and the weighted standard deviation is more than 55 percent of the
weighted average rate.

Use Weighted Average Rate when:

●● The data plot has at least three data points (and preferably, six or more);

●● The R2 value for the fitted curve is less than 0.75 or no fitted curve equation is provided;

●● The weighted standard deviation for the average rate is less than 55 percent of the weighted

average rate; and

●● The weighted average rate is within data cluster in plot.

Collect Local Data when:

●● Study site is not compatible with ITE Land Use Code definition;

●● Data plot has only one or two data points (and preferably, when five or fewer);

●● The weighted standard deviation for the average rate is greater than 55 percent of the

weighted average rate;

●● Independent variable value is not within range of data; or

●● Neither weighted average rate line nor fitted curve is within data cluster at size of study site.

26 Trip Generation Handbook, 3rd Edition

4.3 Basis for Recommended Process

The recommended approach for using information from Trip Generation Manual data pages to
estimate trip generation for a study site is based on the following statements:
●● The value of the independent variable for the study site must be within the range of data

included to use the data plot;

●● When the data plot has at least 20 data points and a fitted curve equation are provided, the fitted

curve equation should be used;

●● A fitted curve equation with an R2 of at least 0.75 is appropriate to use because it indicates the

recommended acceptable level of correlation between trips generated by a site and the value
measured for an independent variable;
●● A weighted average rate is appropriate to use when the weighted standard deviation is less than

or equal to 55 percent of the weighted average rate;

●● The use of supplemental local data is suggested when the data plot has fewer than six data

points; and
●● The number of trips determined by either the rate or the equation should be within the cluster of

data points (that is, the range of trip values) found at the study site’s independent variable value.
Otherwise, collecting and using additional local data is suggested.

A detailed step-by-step approach for using Trip Generation Manual data is presented in Section 4.4
of this chapter.

4.4 Process for Selecting Average Rate or Equation in Trip Generation Manual Data

A step-by-step procedure is described below for determining how best to estimate trip generation
using data contained in Trip Generation Manual. These guidelines are merely tools to help the
analyst estimate trip generation. These tools are by design straightforward and uncomplicated. They
do not include all considerations that could be relevant to a particular situation. Thus, professional
judgment must be applied at all stages in this analysis process. The procedure is also outlined with
simplified text in the flow chart in Figure 4.2.

4.4.1—Step 1: Determine if the study site is consistent with the description of a land use code
in Trip Generation Manual and with the described or presumed characteristics of development
sites for which data points are provided.
●● If the answer is yes, proceed to Step 2.

●● If the answer is no, collect local data for the land use being analyzed and establish a local or

consolidated rate. Refer to Chapter 9 for guidance.

4.4.2—Step 2: Determine if the size of the study site (in terms of the unit of measurement of the
independent variable) is within the range of the data shown in the data plot.
●● If the answer is yes, proceed to Step 3.

●● If the answer is no, either (1) consider the use of a different independent variable and its

associated data pages, or (2) collect local data and establish a local or consolidated rate. Refer
to Chapter 9 for guidance.

Chapter 4: Trip Generation Manual Data 27

 Figure 4.2 Process for Selecting Average Rate or Equation
in Trip Generation Manual Data

Compatible with ITE

No Land Use Code?

Yes

Size within Data

No Extremes?

Yes
COLLECT LOCAL DATA (REFER TO CHAPTER 9)

Number of Data Points

1 or 2

3–5
3–5 6+

Fitted Curve Equation? Use Fitted

Curve Equation

Yes

5 No Yes 7

Standard 20 or more
No Deviation < 55%? Data Points?
Yes No

Data Cluster 8A 8B
No Okay? R2 > 0.75? Std. Dev <55%?
Yes Within Cluster? Within Cluster?

Use Weighted
Average Rate If 8A is yes & Choose Line
8B is yes at Cluster

If 8A is yes & Use Fitted

8B is no Curve Equation

If 8A is no & Use Weighted

8B is yes Average Rate

If 8A is no & Collect Local

8B is no Data

28 Trip Generation Handbook, 3rd Edition

4.4.3—Step 3: Determine how many data points compose the sample reported in
Trip Generation Manual.
●● If the number of data points is one or two, either (1) consider the use of a different independent

variable and its associated data pages, or (2) collect local data and establish a local or
consolidated rate. Refer to Chapter 9 for guidance.
●● If the number of data points is three, four, or five, the analyst is encouraged to collect local data

and establish a local or consolidated rate (see Chapter 9), but can otherwise proceed to Step 4.
●● If the number of data points is six or more, proceed to Step 4.

4.4.4—Step 4: Determine if a fitted curve equation is provided.

●● If the answer is yes, proceed to Step 7.

●● If the answer is no, proceed to Step 5.

4.4.5—Step 5: Determine if the weighted standard deviation is less than or equal to 55 percent
of the weighted average rate (calculation: the weighted standard deviation divided by weighted
average rate is less than or equal to 0.55).
●● If the answer is yes, proceed to Step 6.

●● If the answer is no, either (1) consider the use of a different independent variable and its

associated data pages or (2) collect local data and establish a local or consolidated rate. Refer to
Chapter 9 for guidance.

4.4.6—Step 6: Determine if the line that corresponds to the weighted average rate is within a
cluster of data points near the size of the study site.
●● If the answer is yes, USE THE WEIGHTED AVERAGE RATE.

●● If the answer is no, either (1) consider the use of a different independent variable and its

associated data pages, or (2) collect local data and establish a local or consolidated rate. Refer
to Chapter 9 for guidance.
●● If there are no data points near the site size, but there are good matches at somewhat smaller

and larger sizes, assume the answer is yes.

4.4.7—Step 7: Determine if there are at least 20 data points distributed over the range of values
typically found for the independent variable. Determine if the line corresponding to the fitted
curve equation is within the cluster of data points near the size of the study site.
●● If both answers are yes, USE THE FITTED CURVE EQUATION.

●● If at least one answer is no, proceed to Step 8.

4.4.8—Step 8: Determine the answers to Questions 8A and 8B.

Question 8A: Is the R2 for the fitted curve equation greater than or equal to 0.75? And, is the line
corresponding to the fitted curve equation within the cluster of data points at the size of the study
site? Note: If there are no data points near the site size, but there are good matches at somewhat
smaller and larger sizes, the analyst may assume the answer is yes.

Chapter 4: Trip Generation Manual Data 29

 Question 8B: Is the weighted standard deviation for the weighted average rate less than or equal to
55 percent of the weighted average rate? And, is the line corresponding to the weighted average rate
within the cluster of data points at the size of the study site? Note: If there are no data points near
the site size, but there are good matches at somewhat smaller and larger sizes, the analyst may
assume the answer is yes.

If Questions 8A and 8B are both answered yes, then choose whichever line (representing either
the fitted curve equation or the weighted average rate) best fits the data points at the value of the
independent variable for the study site. This decision could be different for different points in the chart.

If the answer to Question 8A is yes and to Question 8B is no, then USE THE FITTED CURVE EQUATION.

If the answer to Question 8A is no and to Question 8B is yes, then USE THE WEIGHTED
AVERAGE RATE.

If the answers to Questions 8A and 8B are both no, then COLLECT LOCAL DATA. Refer to Chapter
9 for guidance.

An acceptable exception to the “collect local data” recommendation occurs if the rate or equation
line passes through the cluster of data at the value of the independent variable for the study site. If
such is the case, the analyst may use either the weighted average rate or the fitted curve equation
(whichever line is appropriate).

4.5 Examples of Recommended Process

The recommended step-by-step procedure for selecting between a weighted average rate and
a fitted curve equation when estimating trip generation is illustrated by the following examples.
Reference is made to data presented in Trip Generation Manual, 9th Edition.
Example 1: Estimate trip generation for Land Use Code 140 (Manufacturing) on a weekday during
the PM peak hour of adjacent street traffic as a function of gross floor area (GFA). Assume the site
will have 800,000 sq. ft. of GFA. Refer to page 175 of Trip Generation Manual, 9th Edition for data.
Step 2: size of site is within the range of data
Step 3: sufficient number of data points (56)
Step 4: fitted curve equation provided
Step 7: more than 20 data points (56)
Use Fitted Curve Equation

30 Trip Generation Handbook, 3rd Edition

Example 2: Estimate trip generation for Land Use Code 310 (Hotel) on a weekday during the PM
peak hour of the adjacent street traffic as a function of employees. For this example, assume the
hotel will have 100 employees. Refer to page 624 of Trip Generation Manual, 9th Edition for data.
Step 2: size of site is within the range of data
Step 3: sufficient number of data points (13)
Step 4: fitted curve equation provided
Step 7: fewer than 20 data points (13)
Step 8A: R2 of 0.57 is less than 0.75
Step 8B: standard deviation (0.42 percent) is less than or equal to 55 percent of the weighted
average rate (0.80)
Step 8: answers to Question 8A is no and to Question 8B is yes
Use Weighted Average Rate

Example 3: Estimate the daily trip generation for Land Use Code 520 (Elementary School) on a
weekday during the PM peak hour for adjacent street traffic as a function of employees. For this
example, assume 70 employees. Refer to page 985 of Trip Generation Manual, 9th Edition for data.
Step 2: size of site is within the range of data
Step 3: sufficient number of data points (14)
Step 4: no fitted curve equation provided
Step 5: standard deviation (1.05) is greater than 55 percent of the weighted average rate (1.76)
Collect Local Data (or consider the use of a different independent variable and its associated data pages)

Example 4: Estimate trip generation for Land Use Code 813 (Free-Standing Discount Superstore)
on a weekday during the AM peak hour of adjacent street traffic as a function of gross floor area.
For this example, assume the store size will be 180,000 sq. ft. of GFA. Refer to page 1441 of Trip
Generation Manual, 9th Edition for data.
Step 2: size of site is within the range of data
Step 3: sufficient number of data points (67)
Step 4: no fitted curve equation provided
Step 5: standard deviation (0.75) is less than or equal to 55 percent of the weighted average rate (1.85)
Step 6: weighted average line is within a cluster of data points near the development size
Use Weighted Average Rate

Chapter 4: Trip Generation Manual Data 31

 5 Person Trips

5.1 Background

Most data presented in the Trip Generation Manual data volumes are vehicle-based and have been
collected at low-density, single-use, suburban developments with little or no transit service, limited
bicycle access, and little or no convenient pedestrian access. These sites are called baseline sites
because they are the starting points for vehicle trip generation estimation.

As described earlier in Chapter 3, the analyst needs to adjust baseline vehicle trip generation
estimates to correctly estimate trip generation for a site
●● Surrounded by compact urban development (an infill site);

●● Consisting of a mix of complementary land uses (mixed-use development);

●● Served by public or corporate transit, in particular if designed specifically to capitalize on transit

access to the site (transit-friendly development);

●● That attracts walking and bicycling trips with the quality and connectivity of supporting

networks (a site in an urban core area; a site near school or senior center);
●● That prices on-site parking or that requires patrons to use off-site priced parking; and

●● In an area with high vehicle occupancy as a result of an areawide transportation demand

management program or preferential treatment for ridesharing.

Adjustments are necessary because trips to sites with these characteristics (termed multimodal
sites in this Handbook) often have different mode shares and vehicle occupancy than the baseline
sites. Applying baseline vehicle trip generation to a multimodal site without adjustment may result in
an overestimate of vehicle trips for that site. To adjust for differences in vehicle occupancy and use of
pedestrian, bicycle, and transit modes, a trip generation estimate needs to account for each person
traveling to and from a site rather than just the number of vehicles entering and exiting the site.

This chapter demonstrates how to estimate person trips for both baseline and study sites. This
chapter is compatible and complementary with guidance presented in Chapters 6 through 8 for
multimodal sites.

Trip Generation Manual, 10th Edition is expected to contain data for both person trips and vehicle
trips. The guidance presented in this chapter can be adapted to also apply to the estimation of
person trips.

5.2 Assumptions

The following three assumptions form the basis for the use of person trips (and their relationship to
vehicle trips) in the development of trip generation estimates. These assumptions are by necessity
simplistic and, therefore, are not expected to produce numerically exact results. Nevertheless, these
assumptions are both necessary for the trip estimation approaches recommended in Chapters 6
through 8 and appropriate given the limited extent of a national person trip database.

Chapter 5: Person Trips 33

 First, the quantity of person trips generated by a particular land use and unit of development is
assumed to be the same regardless of its context. This means that, on average, the amount of
activity for a given quantity of a particular land use is consistent. For example, for a 60,000 square ft.
office building, the number of person trips generated during the weekday AM street peak hour does
not substantially vary because of its location. This assumption is already basic to the estimation of
site trip generation since it supports the use of average rates from baseline sites.

Second, mode shares and vehicle occupancy are assumed to be the same at all sites with a specific
land use code (LUC) in the same land use and transportation system context and in the same
(localized) area. This assumption is based on the idea that, on average, people respond in the same
way to similar conditions. It means, for example, that two adjacent general office buildings with the
same mix of tenants, same transit service, same pedestrian and bicycle accessibility, same parking
pricing, and same employee and visitor residence and service areas will have the same mode
shares and vehicle occupancy for trips generated.

Third, ITE baseline vehicle trip generation data are assumed to reflect inherent mode share
percentages and vehicle occupancy. Therefore, for typical baseline development (that generally
has no or infrequent transit service, free parking, no rideshare program, and no special pedestrian
and bicycle facilities or amenities), the mode shares and vehicle occupancy are relatively consistent
across the baseline database.

5.3 General Approach for Estimating Multimodal Site Person Trips

The basic approach presented in this Handbook for estimating mode shares and vehicle occupancy
for a study site is to adapt baseline vehicle trip generation data using appropriate mode share and
vehicle occupancy data. This approach enables the analyst to make use of the entire Trip Generation
Manual database as a source for baseline vehicle trip generation characteristics. As the national
and local databases begin to include person trip data based on actual site counts, a more direct
calculation (rather than an adjustment to baseline data) may eventually be possible.

The general approach takes the following steps:

1. Estimate baseline vehicle trips generated for the study site using data from Trip Generation
Manual or other acceptable source with data representing baseline conditions. Use the
procedures presented in Chapters 3 and 4 to guide development of the estimate.

2. Convert baseline vehicle trips to baseline person trips using baseline mode shares and
vehicle occupancy. The conversion process is covered in sections 5.4 and 5.5 of this chapter.

3. Determine applicable mode shares and vehicle occupancy representing conditions

associated with the characteristics of the study site and its surrounding context. Section 5.5 of
this chapter presents a general overview of available methods for determining study site mode
shares and vehicle occupancy. Chapters 6, 7, and 8 provide detailed and specific tools for
making these adjustments.

4. Calculate the estimated person trips by mode for the study site using the applicable study site
mode shares and vehicle occupancy.

34 Trip Generation Handbook, 3rd Edition

5. Convert the adjusted person trips to adjusted vehicle trips (using the equations in section 5.4
of this chapter).

As is described in section 5.5, the availability of potential sources of baseline and proxy site data can
affect the final approach taken to estimate study site person trips and vehicle trips.

5.4 Conversion Between Vehicle Trips and Person Trips

The general approach for estimating multimodal site person trips and vehicle trips (presented in
section 5.3 of this chapter) requires the conversion between vehicle trips and person trips. The
formula for conversion from vehicle trips to person trips is

person trips = [(vehicle occupancy) * (vehicle trips)] + transit trips + walk trips + bike trips

TP = (TV * VO) + TT + TW + TB

where

TP = person trips

TV = vehicle trips

VO = vehicle occupancy

TT = transit trips

TW = walk trips

TB = bicycle trips

The conversion of study site person trips to study site vehicle trips (after the analyst makes
changes to mode share and vehicle occupancy using the recommended procedures presented in
Chapters 6 through 8) uses the following equation:
[(person trips) * (percent person trips in vehicles)]
vehicle trips =
vehicle occupancy

TV = [TP – (TT + TW + TB )] / VO

where

TV = vehicle trips

TP = person trips

TT = transit trips

TW = walk trips

TB = bicycle trips

VO = vehicle occupancy

Chapter 5: Person Trips 35

 If the percentage of all person trips that are in a vehicle (or 100 percent minus the combined
percentage of non-vehicle trips) is known,
[(person trips) * (percent person trips in vehicles)]
vehicle trips =
vehicle occupancy

TV = (TP * PCTV ) / VO

where

TV = vehicle trips

TP = person trips

PCTV = percent person trips in vehicles

VO = vehicle occupancy

The following formula combines proxy site mode shares and vehicle occupancy data with estimated
baseline person trips in the above formula to produce study site vehicle trips:
[(baseline person trips) * (% person trips in vehicles at proxy site)]
study site vehicle trips =
proxy site vehicle occupancy

TV-SS = (TP * PCTV-PS ) / VOPS

where

TV-SS = study site vehicle trips

TP = person trips

PCTV-PS = percent person trips in vehicles at proxy site

VOPS = vehicle occupancy at proxy site

5.5 Study Site and Baseline Mode Shares and Vehicle Occupancy
5.5.1 Selection of Method Based on Data Sufficiency

Table 5.1 lists the available methods for estimating study site and baseline mode shares and vehicle
occupancy. Some methods may not be available for a study site due to a lack of sufficient data.
The methods are presented in the table in descending order of preference based on their assumed
reliability and ease of application.

“Data sufficiency” is used as a qualifying factor in the assessment of the methods in the table. The
overall recommendation is to use data from an established trip generation resource (such as the
Trip Generation Manual data volumes or tables in the Handbook chapters or appendices) if the
data are sufficient to represent the study site characteristics. Sufficient data have three qualities:

36 Trip Generation Handbook, 3rd Edition

 ●● The same land use code and size as the study site—As much as site size is important, the site
market areas should also be comparable in size. For example, a small neighborhood market
and a small specialty food market may have the same GFA but draw from significantly different
market areas and therefore the mode shares for generated trips could be very different.
●● A setting similar to that of the study site—Section 3.3 of Chapter 3 provides a general description
of site context criteria that could be relevant. Chapters 7 and 8 identify the criteria that are
most relevant when establishing the sufficiency of proxy sites in infill locations and served by
significant transit, respectively.
●● Adequate quantity of sites—The proxy site data should include at least three data points (five or
more are preferable).

The first two factors are intentionally not quantitatively definitive. The analyst must use professional
judgment to assess the sufficiency of the database sites to correlate to the study site characteristics.

If any of the sufficiency criteria are not met with a national database, the next acceptable method is
to collect and use local proxy data. Likewise, if the analyst has reason to suspect study site trip-
making will be different from the national database, the local proxy data approach should be used.

Table 5.1 Available Methods for Estimating Study Site Mode Shares
and Vehicle Occupancy
Source of Study Source of Study
Site Vehicle & Site Mode Shares &
Person Trips Vehicle Occupancy Method Summary
ITE Baseline National Research Convert baseline vehicle trips to baseline person trips
or Local Proxy and Sources or using Trip Generation Manual and Handbook baseline
Sites Trip Generation or local proxy site data. Use methods described in
Manual Chapters 6 through 8 to estimate adjustments in
baseline person trips for a mixed-use, infill, or transit-
friendly study site. Method described in Section 5.5.3.
ITE Baseline Local Proxy Sites Convert baseline vehicle trips to baseline person trips
or Local Proxy using Trip Generation Manual and Handbook baseline
Sites or local proxy site data. Convert baseline person
trips to study site person trips using mode share and
vehicle occupancy data collected at three or more
proxy sites in same area and setting as study site.
Method described in Section 5.5.4.
Local Proxy Site Local Proxy Site Use person trip generation by mode and with vehicle
occupancy at existing development at study site
(applicable only if site is occupied with land use similar
or relevant to that being proposed). Method described
in Section 5.5.5.

Chapter 5: Person Trips 37

 5.5.2 Baseline Site Mode Shares and Vehicle Occupancy

Baseline person trips are calculated by

●● First, converting ITE baseline vehicle trip generation estimates to vehicle person trips using

the baseline vehicle occupancy for the specific land use code (or the same general land use
category), and
●● Second, converting vehicle person trips to person trips by mode through the use of applicable

baseline mode shares.

Baseline vehicle trip generation can be estimated from data provided in Trip Generation Manual.
Procedures for making those estimates are described in Chapters 3 and 4. Little information is
provided regarding baseline vehicle occupancy or mode shares.

For this Handbook, a limited amount of weekday commuter peak period (7:00–9:00 a.m., 4:00–6:00 p.m.)
mode share and vehicle occupancy data were collected for baseline sites to provide a general
starting point for some of the more common land use types. Baseline data were collected at
apartments, motels, offices, shopping centers, restaurants, a bank, and a bowling alley.5 These
baseline mode share and vehicle occupancy data are presented in Appendix B.

There are not enough samples in the Appendix B data to derive precise percentages by mode for
the land use types for which data were collected. However, in almost all cases, the percentage of
total person trips in vehicles exceeds 95 percent. In some cases the averages by land use are 100
percent motor vehicle. Based on the limited data shown, the analyst can reasonably conclude the
following with regard to baseline mode shares:
●● The percentage mode share of person trips made by vehicle (personal passenger vehicle plus

truck) for most baseline sites is 95 percent or more.

●● The majority of non-vehicle trips are by walking.

●● From the limited number of samples with more than 100 observations, it appears there may be

only very small directional differences in total vehicle share percentages for some land uses.
Smaller samples contain slightly larger variations. Those could be real or could be just statistical
data noise from smaller samples.
●● Percentages of person trips in vehicles are only available in this data set for a few land uses.

The findings may or may not be transferrable to other land uses. It is not suggested at this time
to assume the same results for other land uses. However, it may be reasonable to assume
similar results for land uses within the same land use category (such as residential, lodging, or
general retail).

If the analyst assumes a mode share of 95 percent of person trips are in vehicles, then the ITE vehicle
trip generation rates/equations (when converted to person trips) represent 95 percent of the total
person trips (both drivers and passengers). The other 5 percent are walk, bicycle, and transit trips.

5
The land use types were selected so the data would be transferrable to similar land uses. For example, residential
apartment mode shares should be applicable to all suburban baseline apartment classifications.

38 Trip Generation Handbook, 3rd Edition

Regarding baseline vehicle occupancy, the analyst can reasonably conclude the following:
●● For land uses with larger sample sizes (more than 100 observations), vehicle occupancy is fairly

consistent for a given land use type. However, there are differences in vehicle occupancy among
land uses.
●● For some land uses, inbound and outbound vehicle occupancy is similar. There could be some

land uses for which directional peak period vehicle occupancy might logically differ, such as
office, with commuters dominant in one direction and visitors in the opposite. That remains to be
determined through more data collection.

If the analyst has reason to suspect the local baseline mode shares or vehicle occupancy are
different than what the national database produces, local baseline data can also be collected
and used. Note however that these local baseline data are NOT intended to be mode shares and
vehicle occupancy in the vicinity of the study site; rather, they should be mode shares and vehicle
occupancy at suburban, stand-alone, single-use sites (that is, at baseline sites).

Additional baseline data are needed to expand coverage to more land uses and to increase the level
of confidence in the findings to date. Baseline sites are easy enough to find that these data should
be collectible solely through observational counts if done carefully. Interviews should not be needed
for baseline trip generation data collection.

It is recommended that additional data be collected—especially for the land uses most frequently
analyzed in infill areas where the differences between baseline and infill trip generation rates may
differ significantly (see the Chapter 7 discussion on trip generation for infill development).

For baseline mode shares and vehicle occupancy for other land use types, it is recommended that
baseline sites be found and observational surveys conducted.

5.5.3 Preferred Option—National Proxy Site Data for Study Site

If the study site adheres to the characteristics captured in the data and procedures presented in
Chapters 6, 7, and 8 (for mixed-use, infill, and transit-friendly development), those procedures
should be used to estimate study site mode shares and vehicle occupancy. The analyst should
confirm that the national database consists of a sufficient number of sites that are comparable in
type of land use, size of land use, and setting as the study site.

If potential walk trips to and from the study site are expected to compose a significant share, then the
analyst should focus on site context issues that affect walk mode shares. Examples include
●● Proximity of complementary land uses (such as density and quantity of residential near a retail

study site and density and quantity of office near a retail site [and vice versa]);
●● Types of pedestrian facilities;

●● Quality of the walk experience; and

●● Barriers created by nearby roadways (such as street width, vehicle speed, and uncontrolled crossings).

Chapter 7 provides additional guidance on relevant setting factors for infill development.

Chapter 5: Person Trips 39

 If potential bicycle trips to and from the study site are expected to compose a significant share, then
the analyst should focus on site context issues that affect bicycle mode shares. Examples include
●● Types of bicycle facilities (such as bicycle lanes, multi-use trails, separated bikeways, designated

bicycle routes, and bicycle boulevards);

●● Barriers created by nearby roadways (such as street width, vehicle speed, and uncontrolled

crossings); and
●● Proximity of complementary land uses (such as density and quantity of residential near an office

study site [and vice versa]).

If potential transit trips to and from the study site are expected to compose a significant share, then
the analyst should focus on site context issues that affect transit mode shares. Examples include
●● Proximity to transit service (bus stops, transit stations);

●● Type of transit service (heavy rail, light rail, commuter rail, streetcar, bus rapid transit, express

bus, local bus, shuttle);

●● Quality and reliability of transit service (peak period headways, hours of operation, days of operation);

●● Quality of passenger amenities (such as bus shelters); and

●● Connectivity between transit stop/station and study site (such as pedestrian facilities and ease of

crossing major streets).

Chapter 8 provides additional guidance on relevant setting factors for development served by
significant levels of transit.

If the analyst has reservations about the applicability or reliability of the national proxy data, the
analyst, as an alternative, should consider collecting data at local proxy sites (see Section 5.5.4).

5.5.4 Second Acceptable Method—Person Trip Generation Survey at Study Site

If the study site has existing development of the type(s) being proposed to be further developed on
the site, the analyst can collect person trip, mode share, and vehicle occupancy data at the same
site. This may occur when an existing development is being expanded or redeveloped with the
same or very similar land uses and site characteristics (such as the adequacy of parking supply).
Recommended procedures for conducting these surveys are described in Chapter 12, with additional
pertinent details provided in Chapters 6, 7, and 8, as appropriate.

5.5.5 Third Acceptable Method—Local Proxy Site Data for Study Site

The national database may not have a sufficient number of proxy sites with the same land use, size,
and setting as the study site. For this method, the analyst collects person trips, mode shares, vehicle
occupancy, and vehicle trips at local proxy sites that closely resemble the characteristics of the study
site. Recommended procedures for conducting these surveys are described in Chapter 12, with
additional pertinent details provided in Chapters 6, 7, and 8, as appropriate.

If the analyst uses only the mode share or vehicle occupancy data found at proxy sites, data should
be collected at three or more sites. If the analyst plans to also use the person trip and vehicle trip
data collected at proxy sites, the analyst should adhere to the procedures presented in Chapter 9
when deciding whether the local data are sufficient to establish a local trip generation rate.

40 Trip Generation Handbook, 3rd Edition

The results of the proxy site data collection should be compared to any appropriate national data
presented in Chapters 6 through 8 and assessed for reasonableness.

5.5.6 Options that Require Significant Caution

Adapting metropolitan area home or workplace travel survey data is rarely acceptable for site trip
generation applications. Similarly, data from the occasional U.S. National Household Transportation
Study (NHTS)6 are rarely acceptable. The reason is that most available metropolitan travel survey
and NHTS data are correlated with trip purpose (not land use) and travel analysis zone or census
tract (not specific site), so it is very hard to find an equivalency that can convert data from the travel
or NHTS survey to site trip generation data.

U.S. Census journey-to-work survey data are also rarely acceptable for site trip generation analysis.
These data are limited to home-based work trips, and virtually all land uses generate more than just
commute trips.

In the absence of a site-specific survey or a large sample regional travel survey, consideration
can be given to using a travel demand model as a source for information on vehicle occupancy
and mode choice by trip purpose. The percent of trips by purpose vary by land use type. For a
residential land use, trip purpose percentages can be derived from reviewing the percent purpose
of trip productions found in predominantly residential traffic analysis zones. For non-residential
zones, the percent trip purpose should reflect the dominant land use type. Once site-generated trips
are allocated by trip purpose, then vehicle occupancy rates and mode shares can be applied. If a
mode choice model is available and the site is served by transit, estimated mode shares and vehicle
occupancies from similar zones in the model could be borrowed for site-specific assumptions. For a
“highway only” model, there is generally only a single set of vehicle occupancy factors, if any at all.

6
Cambridge Systematics, Inc. et al. NCHRP Report 716: Travel Demand Forecasting: Parameters and Techniques.
Washington, DC: Transportation Research Board, 2012 provides transferrable parameters such as trip production
and attraction rates and vehicle occupancy rates based on the 2009 NHTS. However, this report does not provide
trip production or attraction rates for specific ITE land use categories such as single-family vs. multi-family
dwellings, shopping centers, or restaurants.

Chapter 5: Person Trips 41

 6 Trip Generation for Mixed-Use Development

6.1 Background

Most data presented in Trip Generation Manual were collected at single-use, free-standing sites.
However, development sites with two or more complementary land uses are now much more
common and a method to accurately estimate the external trip generation effects of these types
of developments is needed. At a development site consisting of two or more land uses, there is
potential for interaction among those uses (referred to as “internal capture trips”), particularly where
the trip can be made by walking. As a result, the total generation of external trips (that is, those
entering and exiting the overall site) may be less than the simple sum of the trips generated by each
discrete land use.

The recommended methodology is the same recommended procedure presented in NCHRP Report
684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments.7 The NCHRP report
provides details on the development of the recommended estimation procedure, its underlying data,
and validation of the estimation procedure. The report includes a summary of past research on trip
generation and internal trip capture at mixed-use developments, as well as a discussion of other
estimation methods that may be appropriate for the analyst to consider.

The recommended approach conforms to the Chapter 3 flow chart for estimation of site trip
generation (see Figure 3.1):
●● The baseline vehicle trip generation estimates are produced using the procedures presented in

Chapters 4 and 9, as appropriate;

●● Vehicle trip estimates are converted to person trips using methods presented in Chapter 5;

●● The product of the process recommended in this chapter is an estimate of the total person trips

entering or exiting the study site, after trips internal to the site (by walking, bicycle, transit, or
personal passenger vehicle) are subtracted from total person trips generated by the study site;
●● If the mixed-use site is located in an urban infill setting or near a rail transit station or a multi-

route bus transit center with high-frequency service, the procedures presented in Chapters 7 and
8 should be applied to the product of the person trip estimates produced in this chapter; and
●● Mixed-use development can attract vehicle traffic that is currently on adjacent or nearby streets.

Refer to Chapter 10 for guidance on estimating pass-by and diverted trips.

6.2 Definition of Mixed-Use Development

For the purpose of this Handbook, a mixed-use development is typically a single real-estate
development that consists of land uses corresponding to two or more ITE land use types between
which trips can be made without using the off-site road system. A mixed-use development may also
be referred to as a multi-use development.

7
Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture
Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, 2011.

Chapter 6: Trip Generation for Mixed-Use Development 43

 Because of the complementary nature of these land uses, some trips are made among the on-site
uses. This capture of trips internal to the site has the net effect of reducing vehicle trip generation
between the overall development site and the external street system (compared to the total number
of trips generated by comparable land uses developed individually on stand-alone sites).

Mixed-use developments are commonly found ranging in size between 100,000 and 2 million sq.
ft. of gross floor area within an overall area of up to roughly 300 acres. The data presented
in this chapter correspond to mixed-use developments in this size range. The recommended
procedures for estimating trip generation at mixed-use developments are likely applicable at even
larger sites, but the analyst is encouraged to collect and consider additional data.

A key characteristic of a mixed-use development is that trips between the various land uses can
be made on site and these internal trips do not utilize the major street system. In some mixed-
use developments, these internal trips can be made either by walking or by vehicles using internal
roadways without using external streets.

An internal capture rate can generally be defined as the percentage of total person trips generated
by a site that are made entirely within the site. The trip origin, destination, and travel path are all
within the site.

The trip reduction for internally captured trips is separate from the reduction for pass-by trips. These
are two distinct components of trip-making behavior and both could be applicable for a proposed
development. The internal trips, if present, should be subtracted before pass-by trip reductions are
applied (refer to Chapter 10 for a complete discussion of pass-by trip estimation).

6.3 Mixed-Use Development Classified as a Single Land Use

A mixed-use development could consist of any combination of different land use types within a
defined, congruous area. But that definition would encompass a wide range of potential applications,
many of which are not intended to be the focus of this chapter.

A traditional downtown or central business district is not considered a mixed-use development

for the purposes of this Handbook. Downtown areas typically have a mixture of diverse employment,
retail, residential, commercial, recreation, and hotel uses. Extensive pedestrian interaction occurs
because of the scale of the downtown area, ease of access, and proximity of the various uses.
Automobile occupancy, particularly during peak commuting hours, is usually higher in the CBD than
in outlying areas. Some downtowns have excellent transit service. For these reasons, trip generation
characteristics in a downtown environment are different from those found in general urban or
suburban areas. Most data presented throughout Trip Generation Manual from sites in suburban or
outlying business district settings with limited or no transit service and free or inexpensive parking.
Accordingly, trip generation characteristics in this chapter, and specifically in the case of
capture rates at mixed-use developments, are directly applicable only to sites outside the
traditional downtown. Chapter 7 presents a recommended approach for estimating person trips
generated in any urban setting including a downtown.

A shopping center could also be considered a mixed-use development because it typically includes
uses other than general retail such as restaurants, banks, and office. However, because data have

44 Trip Generation Handbook, 3rd Edition

been collected directly for them as a-stand-alone developments, shopping centers are considered
in Trip Generation Manual as a single land use. The associated trip generation data presented in
the Manual already reflect the effects of internal capture and the mixed-use nature of the center.
Accordingly, internal capture rates are not applicable and should not be used to estimate
trips for shopping centers if using statistics and data for Land Use Code 820. However,
if the shopping center is part of a larger mixed-use development or if it is planned to have out-
parcel development of a significantly different land use type, such as residential, the site could be
considered a mixed-use development for the purpose of estimating site trip generation.

A subdivision or planned unit development containing general office buildings and support
services such as banks, restaurants, and gasoline service stations arranged in a park- or campus-
like atmosphere should be considered an office park (Land Use Code 750), not a mixed-use
development. An office building with support retail or restaurant facilities contained inside the
building should be treated as a general office building (Land Use Code 710) because the Manual
data already reflect such support uses. A hotel with an on-site restaurant and small retail falls
within Land Use Code 310 and should not be treated as mixed-use development.

6.4 Underlying Assumptions about Internal Capture at a Mixed-Use Site

The internal trip-making characteristics of a mixed-use development site are directly related to
its mix of on-site land uses (which are typically a combination of office, retail, restaurant, cinema/
entertainment, residential, or hotel). When combined within a single mixed-use development, these
land uses tend to interact and thus attract a portion of each other’s trip generation. As should be
expected, the observed internal capture rates for mixed-use developments vary by time of day, mix
of on-site land uses, and size of the development.

Four premises form the basis for the recommended methodology:

●● Premise 1: The distribution of trip purposes among persons entering or exiting a development

site is relatively stable. In other words, the ratios of commute trips, work trips, and visitor trips
to or from an office building is roughly the same whether the building is stand-alone or within a
mixed-use development.
●● Premise 2: The distribution of destination land uses (that is, at the other end of a trip from the

development site) is likewise assumed to be relatively stable. For example, the destinations of
trips from an office building are distributed among the many potential destinations (such as retail
or residential) in roughly the same pattern whether the office is a stand-alone site or in a mixed-
use development.
●● Premise 3: The converse of Premise 2 is also true, that the distribution of origins for trips to a

particular land use is assumed to be relatively stable.

●● Premise 4: The number of trips from a land use within a mixed-use development to another land

use within the same mixed-use development (that is, an internal trip) is a function of the size of
the “receiving” land use and the number of trips it attracts, as well as the size of the “originating”
land use and the number of trips it sends. The number of trips between a particular pair of
internal land uses is limited to the smaller of these two values.

Key to the success of this methodology in replicating internal capture patterns at mixed-use sites is its
balancing step that constrains internal trip-making to realistic levels given the mix of land uses. Figure

Chapter 6: Trip Generation for Mixed-Use Development 45

 6.1 shows an example of this balancing. Assume Land Use A is a large residential development and
Land Use B is a smaller retail component of a mixed-use development. The residential development
is large enough to generate 75 peak hour outbound trips that could go to an on-site retail destination,
and could attract 50 inbound trips from an on-site retail origin. However, in this particular mixed-use
development, the retail portion of the development is only large enough to generate 25 peak hour
outbound trips to an on-site residential destination and 35 peak hour inbound trips from an on-site
residential origin. Therefore with this particular combination of size and type of land uses, the mixed-
use development internally captures a maximum of 35 trips from Land Use A to Land Use B and 25
trips from B to A. The remainder of the potential residential-to-retail on-site trips become external trips.

Figure 6.1 Balanced Internal Trips in Mixed-Use Development Example

Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture
Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, Figure 19, 2011.

6.5 Process for Estimating Mixed-Use Trip Generation

The recommended procedure for estimating internal trip capture and trip generation for a mixed-use
development is a series of nine steps:
●● Step 1: Determine whether methodology is appropriate for study site.

●● Step 2: Estimate person trip generation for individual on-site land uses.

●● Step 3: Estimate proximity between on-site land use pairs.

●● Step 4: Estimate unconstrained internal person trip capture rates with proximity adjustment.

●● Step 5: Estimate unconstrained demand between on-site land use pairs.

●● Step 6: Estimate balanced demand between on-site land use pairs.

●● Step 7: Estimate total internal person trips between on-site land use pairs.

●● Step 8: Estimate total external person trips for each land use.

●● Step 9: Calculate overall internal capture and total external vehicle trip generation.

A spreadsheet tool is available which automatically performs many of the required calculations based
on input data. The spreadsheet tool can be downloaded from within the Other Resources link in the
Trip and Parking Generation section of the ITE website (www.ite.org/tripgeneration/index.asp).

If using the spreadsheet tool, the analyst needs to complete Steps 1 through 3. The estimation
tool automatically calculates overall internal capture and total external vehicle trips in Steps 4
through 8 and summarizes the results. The complete step-by-step procedure is provided here

46 Trip Generation Handbook, 3rd Edition

if the analyst chooses to do the calculations manually (if the analyst, for example, is using local
data to supplement the national database). Appendix F contains an example application of the
recommended process.

The step-by-step procedure and spreadsheet contain data that enable the analyst to evaluate
internal capture at a mixed-use site with any combination of office, retail, restaurant, cinema/
entertainment, residential, and hotel land uses. Because data are not currently available for
other land use categories, internal capture to and from those uses is assumed to be zero in the
spreadsheet tool.

The analyst is cautioned that each mixed-use development has unique characteristics that influence
the extent of internal trip capture. Such characteristics include, but are not limited to, the following:
●● The number and magnitudes of complementary land uses;

●● The layout of the land uses relative to each other;

●● Specific businesses, residence types, and other component characteristics within each land

use category;
●● Proximity and connectivity between each pair of land uses;

●● Design characteristics of the development and its internal transportation system;

●● Specific characteristics of the development’s access and parking; and

●● Competing opportunities outside the development.

6.5.1 Step 1: Determine Whether Methodology Is Appropriate for Study Site

The procedure should be used for estimating internal capture only at a mixed-use development that
has characteristics resembling the sites from which the internal capture rates have been derived. In
determining if the recommended procedure is appropriate for a particular mixed-use development,
the analyst should consider at least the following factors:
●● Development Type: The mixed-use development should be a single, physically and functionally

integrated development on a single development block or a group of contiguous blocks with two
or more uses, with internal pedestrian and vehicular connectivity, and with shared parking among
some or all uses. The site should have sufficient parking supply to meet demand although the
most convenient parking may sometimes fill during peak demand periods.
●● Development Location: The mixed-use development should be downtown fringe, general

urban, or suburban. It should not be located either within or adjacent to a central business
district. Trip generation for a study site in a CBD setting is addressed in Chapter 7.
●● Development Size: The data that form the bases for the internal capture methodology are from

mixed-use development sites that have between 100,000 and 2 million sq. ft. of building space
and an overall acreage of up to roughly 300 acres. The mixed-use development should fall
within those ranges. It can be a single site, a block, or a district or neighborhood (with multiple
interconnected or interactive blocks within a defined boundary); however, this procedure should
not be used for a development composed of different adjacent, but not directly connected, land
uses. Adjacent blocks can be considered to be directly connected if there is an internal street,
driveway, alley system, or pedestrianway by which person trips can be made to travel from one
block to another. If the development site has multiple land uses and the blocks are configured in
such a way that internal trips must exit the site and use an external street system, then the site is
not a mixed-use development.

Chapter 6: Trip Generation for Mixed-Use Development 47

 ●● Land Use Mix: The mixed-use development should consist of a combination of at least two of
the following uses: retail, restaurant, office, residential, hotel, and cinema/entertainment. Internal
capture for land uses beyond these six should be considered to be zero (unless comparable
survey data for other land uses are provided) because there are no supporting data from which
to derive an appropriate percentage. In addition, if a substantial portion of the land use at a
mixed-use site is outside these six land uses, the Handbook internal capture rates might not be
appropriate. Alternatively, the analyst can collect internal capture data at proxy sites with similar
land use and setting characteristics.
●● ITE Trip Generation Manual Database: The mixed-use development should not already be
covered in the ITE trip generation database as reported in the latest edition of Trip Generation
Manual. Current ITE Land Use types that already account for internal trip-making include
shopping center, office park with retail, office building with ground floor retail or on-site cafeteria,
and hotel with limited retail and restaurant space.
●● Time Period for Analysis: The internal capture rates contained in this Handbook cover the
weekday AM and PM peak periods for adjacent street traffic. Internal capture rates for weekend
peak periods, for weekday midday peak periods, or for a daily period should not be assumed to be
the same as or even a simple, direct function of the weekday AM and PM peak period rates. The
analyst should collect additional data. Refer to section 6.7 of this chapter for guidance.

If the mixed-use development type, location, or size is not compatible with the sites in the internal
capture database or if an estimate of internal capture during the midday or on a weekend is desired.

6.5.2 Step 2: Estimate Person Trip Generation for Individual On-Site Land Uses

The purpose of the second step is to estimate the person trips generated for each on-site land use.
Person trips can be estimated from
●● Directional (in, out) vehicle trip generation estimates for each land use;

●● Mode share (percent of external person trips in personal passenger vehicle, truck, transit, and

non-motorized) for each land use; and

●● Vehicle occupancy for each land use.

These are baseline assumptions. They are used to factor baseline vehicle trip estimates to baseline
person trip estimates which are assumed to be the same as study site person trip estimates. These
should not reflect anticipated or potential changes in study site external mode shares (for example,
walk trips to/from a mixed-use development in an infill setting or transit trips to/from a mixed-use
development near a transit station). Those external mode share calculations are addressed in
Chapters 7 and 8.

The following paragraphs describe the data requirements for each set of inputs, including references
to the appropriate location on the spreadsheet tool where each data item should be entered. Figure
6.2 presents the PM peak hour input and output pages in the spreadsheet model. The spreadsheet
also includes AM peak hour input and output pages and internal capture rate look-up tables for both
AM and PM.

Vehicle Trip Generation by Land Use. The analyst should estimate vehicle trip generation for
each component land use using the procedures presented in Chapters 3 and 4 of this Handbook.

48 Trip Generation Handbook, 3rd Edition

The recommended procedure can estimate internal trip capture for the following generic land use
categories: office, retail, restaurant, residential, hotel, and cinema/entertainment.

Therefore, for the purpose of estimating internal capture, the analyst must consolidate individual
appropriate land uses into the above land use categories. As an example, for a mixed-use
development containing apartments and townhouses, compute vehicle trips generated for each and
total them to estimate the total residential vehicle trips. The vehicle trip generation estimates should
be entered in Table 1 of the spreadsheet tool shown in Figure 6.2 as entering or exiting vehicle trips.

The recommended procedure estimates internal capture only for trips to/from land uses that fall into
one of the above six categories. Also included in Table 1 of the estimator spreadsheet is a row for
the analyst to input the inbound and outbound vehicle trip generation data for all other land uses
that are not subject to internal trip capture computations. If there are multiple on-site land uses that
are not subject to internal trip capture, the individual land use estimates should be combined before
entering into the “All Other Land Uses” row. These trips are automatically assumed to be external
trips (that is, with no internal capture) in subsequent computations.

The spreadsheet calculates the total of the entering and exiting vehicle trips for the individual land uses.

Chapter 6: Trip Generation for Mixed-Use Development 49

 Figure 6.2 Spreadsheet Tool for Estimation of Trip Generation and
Internal Trip Capture at a Mixed-Use Development (PM Peak)
NCHRP 684 Internal Trip Capture Estimation Tool
Project Name: Organization:
Project Location: Performed By:
Scenario Description: Date:
Analysis Year: Checked By:
Analysis Period: PM Street Peak Hour Date:

Table 1-PM: Base Vehicle Trip Generation Estimates (Single-Use Site Estimate)
Development Data (For Information Only ) Estimated Vehicle Trips
Land Use 1
ITE LUCs Quantity Units Total Entering Exiting
Office 0
Retail 0
Restaurant 0
Cinema/Entertainment 0
Residential 0
Hotel 0
2
All Other Land Uses 0
Total 0 0 0

Table 2-PM: Baseline Mode Split and Vehicle Occupancy Estimates

Entering Person Trips Exiting Person Trips
Land Use
Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
2
All Other Land Uses

Table 3-PM: Average Land Use Interchange Distances (Walking Distance in Feet)
Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel

Table 4-PM: Internal Person-Trip Origin-Destination Matrix*

Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office 0 0 0 0 0
Retail 0 0 0 0 0
Restaurant 0 0 0 0 0
Cinema/Entertainment 0 0 0 0 0
Residential 0 0 0 0 0
Hotel 0 0 0 0 0

Table 5-PM: Computations Summary Table 6-PM: Internal Trip Capture Percentages by Land Use
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person Trips 0 0 0 Office N/A N/A
Internal Capture Percentage 0% 0% 0% Retail N/A N/A
Restaurant N/A N/A
3
External Vehicle Trips 0 0 0 Cinema/Entertainment N/A N/A
4
External Transit Trips 0 0 0 Residential N/A N/A
4
External Non-Motorized Trips 0 0 0 Hotel N/A N/A

1
Land Use Codes (LUCs) from Trip Generation Manual , published by Institute of Transportation Engineers.
2
Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
3
Vehicle trips computed using the mode split and vehicle occupancy values provided in Table 2-PM.
4
Person trips
*Indicates computation that has been rounded to the nearest whole number.
Estimation Tool Developed by Texas A&M Transportation Institute  

50 Trip Generation Handbook, 3rd Edition

Figure 6.2 (Continued) Spreadsheet Tool for Estimation of Trip Generation
and Internal Trip Capture at a Mixed-Use Development (PM Peak)

Source: An adaptation of a figure in NCHRP 684 (called Tables 103 and 104). Bochner, B., K. Hooper, B. Sperry,
and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments.
Washington, DC: Transportation Research Board, 2011.

Chapter 6: Trip Generation for Mixed-Use Development 51

 Vehicle Occupancy. The procedure requires vehicle occupancy rates in order to convert baseline trip
generation estimates from vehicle trips to person trips. The analyst should use the common values
reported in Chapter 5 (and Appendix B) if that set of data is sufficient for the study site analysis. The
baseline vehicle occupancy data should be for the same land use type, represent the same general
setting, and be composed of at least three data points in order to be considered sufficient. If not, the
analyst should collect vehicle occupancy data at a sufficient number of nearby proxy sites.

Enter the vehicle occupancy for each land use category in Table 2 of the spreadsheet. Note that the
analyst may enter separate expected vehicle occupancy levels for each land use by direction. If no
vehicle occupancy data are entered, a vehicle occupancy of 1.0 persons per vehicle is assumed in
the spreadsheet.

Mode Share. The procedure requires the analyst to determine the baseline mode shares for external
person trips generated by individual land uses within the mixed-use development. Mode shares
should be divided into at least total vehicles (personal passenger vehicles plus trucks), transit,
and non-motorized modes such as bicycle or walking. The analyst should use the common mode
share values reported in Chapter 5 (and Appendix B) if that set of data is sufficient for the study site
analysis. The baseline mode share data should be for the same land use type, represent the same
general setting, and be composed of at least three data points in order to be considered sufficient. If
not, the analyst should collect mode share data at a sufficient number of nearby proxy sites.

Enter the mode shares associated with each land use category in spreadsheet Table 2. Note that
the vehicle occupancy and mode share data are also entered for land uses not subject to internal
trip capture computations for the purposes of mode assignment for these trips (all external trips)
and is provided solely for convenience. If no mode share values are entered by the analyst,
100 percent of the person trips generated by a land use within the mixed-use development are
assumed to be in vehicles.

It is preferable for the analyst to use a reasonable estimate for the baseline mode shares and vehicle
occupancy. However, if the analyst is only going to calculate and use vehicle trips (and not person
trips or trips by travel mode) AND if the mixed-use development is in a suburban setting with an
expectation for very few external walk, bike, or transit trips, it is acceptable to assume8 that
●● 100 percent of person trips are in vehicles; and

●● Vehicle occupancy is 1.0 person per vehicle.

If the mixed-use development is located in an infill setting or close to significant transit service, the
calculation of external mode shares and vehicle occupancy for the study site requires the use of a
reasonable estimate for baseline mode shares and vehicle occupancy. As stated later in the Urban
Infill chapter (in section 7.4.1), for such a development, it is incorrect to simply assume baseline
values of 100 percent person trips by vehicle and a 1.00 vehicle occupancy.9

8
Because the baseline and study site mode shares and vehicle occupancy are not expected to be different for a
suburban, stand-alone mixed-use development.
9
Because it will result in an over-estimate of vehicle trip reductions that result from the infill setting or proximity to
significant transit.

52 Trip Generation Handbook, 3rd Edition

6.5.3 Step 3: Estimate Proximity between On-Site Land Use Pairs

Unconstrained internal trip capture rates between certain land use pairs can vary as a function of
distance between the uses. In order to account for that distance, the recommended procedure uses
the average distance between pairs of interacting land uses within the mixed-use development.
Determine the average distances between individual on-site land use pairs that are present in the
study site development.

The only land use pairs for which proximity adjustment factors are available (and therefore are the
only land use pairs for which distances are used in the analysis) are the following:
●● Office-to-retail;

●● Office-to-restaurant;

●● Office-to-residential;

●● Retail-to-residential;

●● Restaurant-to-residential;

●● Cinema/entertainment-to-residential;

●● Residential-to-retail;

●● Residential-to-restaurant; and

●● Hotel-to-residential.

The only time period for which sufficient data are available to derive a reliable proximity relationship
is the weekday PM peak period. In this procedure, AM peak period internal capture rates are not
adjusted to reflect distance between land uses.

The recommended procedure for measuring the distance between two on-site land uses is as
follows. If there is only one building of each land use category (for example, one apartment building
and one office building), enter the walking distance between the entrances to each building. If there
is a group of buildings or businesses of one land use category in an area, separate that land use
into blocks, with a block being the building faces along both sides of a street (see Figure 6.3 for an
example). Locate the centroid of the entrances of each specific land use for each block. Measure the
distance between each block centroid of that land use and the other, interacting land use. If there
are multiple blocks, the analyst should measure between all pairs of blocks and use the weighted
average distance, using square feet of land use involved in each exchange as the weighting factor.

Chapter 6: Trip Generation for Mixed-Use Development 53

 Figure 6.3 Sample Measurement of Proximity
for Land Uses in Multiple Blocks

A A A
Block 1 ● ●
D1 Block 2 ● ● Block 3
D2
A A A B

Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture
Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, adapted from Figure 24, 2011.

In the Figure 6.3 example, the dots represent the centroids of the entrances for Land Use A in blocks
1 and 2 and for Land Use B in block 3. The distances D1 and D2 are the respective distances from
Land Use A in blocks 1 and 2 to Land Use B in block 3. The weighted average distance between
Land Use A and Land Use B is
(D1 * land use A sq. ft. in block 1) + (D2 * land use A sq. ft. in block 2)
weighted distance =
land use A sq. ft. in blocks 1 and 2

DWTD = ((D1 * ALU-1) + (D2 * ALU-2)) / (ALU-1 + ALU-2)

where

DWTD = weighted average distance between Land Uses A and B

D1 = distance between block 1 and block 3

D2 = distance between block 2 and block 3

ALU-1 = Land Use A square feet in block 1

ALU-2 = Land Use A square feet in block 2

For each pair of interacting land uses, enter a distance (in feet) by the prevailing travel mode into
Table 3 in the estimator spreadsheet tool.

54 Trip Generation Handbook, 3rd Edition

6.5.4 Step 4: Estimate Unconstrained Internal Person Trip Capture Rates with
Proximity Adjustment

In this step, unconstrained internal trip capture rates that are appropriate for the subject mixed-use
development site are determined. The spreadsheet tool automatically determines the rates. The
following description is provided to enable the analyst to understand the derivation of the data.

Base internal trip capture rates are identified in Step 4A. These initial rates are modified to account for
specific proximity characteristics of the study site mixed-use development in Step 4B. The final proximity-
adjusted internal trip capture rates are calculated using simple multiplication as described in Step 4C.

Step 4A: Estimate Base Unconstrained Internal Trip Capture Rates

Internal trip capture rates have been developed for land use pairs with the following generic land use
categories: office, retail, restaurant, residential, hotel, and cinema/entertainment.

Table 6.1 presents estimated unconstrained internal trip capture rates for trip origins within a mixed-
use development. For example, during the weekday AM peak hour, of all the person trips exiting an
on-site retail land use, as many as 29 percent of the trips could be destined for an on-site office and
as many as 14 percent could be destined to an on-site residential use.

Table 6.2 presents estimated unconstrained internal trip capture rates for trip destinations within a
mixed-use development. For example, during the AM peak hour, of all the person trips entering an
on-site retail land use, as many as 32 percent of the trips could originate at an on-site office and as
many as 17 percent could originate at an on-site residential use.

It should be noted that no internal trip capture rates are provided between a land use and itself. This
is because an internal trip between two components of similar land use type is implicitly accounted
for when estimating trip generation for that particular land use.

The internal trip capture rates presented in Tables 6.1 and 6.2 are considered “unconstrained” because
they represent the maximum potential trip interaction between two land uses, by direction. Subsequent
steps of the recommended estimation procedure adjust the unconstrained person trips to account for
site-specific constraints that limit the internal trip capture achieved for a given land use pair.

Tables 6.1 and 6.2 report unconstrained internal trip capture rates for an AM street peak hour (typically
between 7:00 and 9:00 a.m.) and a PM street peak hour (typically between 4:00 and 6:00 p.m.). The
internal trip capture rates presented are only valid for trip generation studies during those time periods.
Data for other periods, such as weekday daily, weekday mid-day, or weekends are not available.

If the analyst finds a table value of zero for a particular land use pair (or a value well below a logical
value), the analyst has the option to collect internal capture information at a proxy mixed-use
development site with the same pair of land uses. Section 6.7 of this chapter provides guidance on
how to collect appropriate internal capture data. In this circumstance, the analyst does not need to
survey an entire mixed-use development, just the two land uses that are the target pair.

If the mixed-use development study site contains a land use for which unconstrained internal capture
rates are not provided in Tables 6.1 and 6.2, the analyst should either (1) assume no internal capture
for trips to and from that land use or (2) establish an internal capture rate through the conduct of

Chapter 6: Trip Generation for Mixed-Use Development 55

 intercept surveys at a proxy mixed-use development site with the same land use Codes. Section 6.7
of this chapter provides specific guidance on the types of information to gather in the data collection
process. Although an assumption of no internal trip capture may be unrealistic, the recommended
procedures do not account for land uses not listed in the table. In the absence of any supporting
data, it would, of course, be more conservative to potentially over-estimate external trip generation.
If the land use is truly unique and one for which no proxy sites exist, a reasonable assumption
supported by documentation should be appropriate.

56 Trip Generation Handbook, 3rd Edition

 Table 6.1 Unconstrained Internal Person Trip Capture Rates
for Trip Origins within a Mixed-Use Development
WEEKDAY
AM Peak Hour PM Peak Hour
From OFFICE To Retail 28% 20%
To Restaurant 63% 4%
To Cinema/Entertainment 0% 0%
To Residential 1% 2%
To Hotel 0% 0%
From RETAIL To Office 29% 2%
To Restaurant 13% 29%
To Cinema/Entertainment 0% 4%
To Residential 14% 26%
To Hotel 0% 5%
From RESTAURANT To Office 31% 3%
To Retail 14% 41%
To Cinema/Entertainment 0% 8%
To Residential 4% 18%
To Hotel 3% 7%
From To Office 0% 2%
CINEMA/ENTERTAINMENT To Retail 0% 21%
To Restaurant 0% 31%
To Residential 0% 8%
To Hotel 0% 2%
From RESIDENTIAL To Office 2% 4%
To Retail 1% 42%
To Restaurant 20% 21%
To Cinema/Entertainment 0% 0%
To Hotel 0% 3%
From HOTEL To Office 75% 0%
To Retail 14% 16%
To Restaurant 9% 68%
To Cinema/Entertainment 0% 0%
To Residential 0% 2%
Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture
Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, Tables 99 and 100, 2011.

Chapter 6: Trip Generation for Mixed-Use Development 57

 Table 6.2 Unconstrained Internal Person Trip Capture Rates
for Trip Destinations within a Mixed-Use Development
Weekday
AM Peak Hour PM Peak Hour
To OFFICE From Retail 4% 31%
From Restaurant 14% 30%
From Cinema/Entertainment 0% 6%
From Residential 3% 57%
From Hotel 3% 0%
To RETAIL From Office 32% 8%
From Restaurant 8% 50%
From Cinema/Entertainment 0% 4%
From Residential 17% 10%
From Hotel 4% 2%
To RESTAURANT From Office 23% 2%
From Retail 50% 29%
From Cinema/Entertainment 0% 3%
From Residential 20% 14%
From Hotel 6% 5%
To From Office 0% 1%
CINEMA/ENTERTAINMENT From Retail 0% 26%
From Restaurant 0% 32%
From Residential 0% 0%
From Hotel 0% 0%
To RESIDENTIAL From Office 0% 4%
From Retail 2% 46%
From Restaurant 5% 16%
From Cinema/Entertainment 0% 4%
From Hotel 0% 0%
To HOTEL From Office 0% 0%
From Retail 0% 17%
From Restaurant 4% 71%
From Cinema/Entertainment 0% 1%
From Residential 0% 12%
Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture
Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, Tables 101 and 102, 2011.

58 Trip Generation Handbook, 3rd Edition

Step 4B: Apply Proximity Adjustment Factors (PM Peak Hour Only)

The unconstrained internal capture values presented in Tables 6.1 and 6.2 represent rates to be
expected between land use pairs that are not affected by proximity. As some land use pairs are
located farther apart, the unconstrained internal capture rates may decline. Step 4B of the estimation
procedure accounts for the specific proximity characteristics of the mixed-use development.
Proximity adjustment factors are included for only the land use pairs for which the available data
clearly demonstrates a direct relationship between proximity and internal capture rate. These are
composed of only PM peak period trips from
●● All land uses to residential and applicable only to the trip origin end;

●● Office to retail or restaurant, applicable at both the origin and destination ends of a trip; and

●● Residential to retail or restaurant, applicable at both origin and destination ends of a trip.

No proximity adjustments are available for the AM peak period.

If a land use pair is not included in the above list, the Table 6.1 and Table 6.2 unconstrained internal
capture values are used without adjustment. Figure 6.4 shows the two curves that establish the
relationship between proximity and internal trip capture rate. The proximity adjustment is equal to 1.0
for land uses in close proximity, and declines as distances between land uses increases. The lowest
possible value for the proximity adjustment factor is 0.10, thereby allowing for a minimal amount of
internal trips between two on-site land uses at a mixed-use development regardless of the distance
between the two uses.

The estimation tool calculates the proximity adjustment factor automatically based on the land use
proximity measurements calculated in Step 3 and entered by the analyst in Table 3.

Step 4C: Calculate Proximity-Adjusted Internal Trip Capture Rates

For each applicable land use pair and direction, the appropriate unconstrained internal trip capture
rate from Table 6.1 or 6.2 (Step 4A) is multiplied by the proximity adjustment factor calculated in Step
4B to obtain the proximity-adjusted internal trip capture rates to be utilized in subsequent steps of the
estimation procedure. The results appear in Table 7 of the spreadsheet.

Chapter 6: Trip Generation for Mixed-Use Development 59

 Figure 6.4 Proximity Adjustment Factors for Unconstrained Internal Trip
Capture Rates within a Mixed-Use Development

Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture
Estimation for Mixed-Use Developments. Washington, DC: Transportation Research Board, Figure 22, 2011.

6.5.5 Step 5: Estimate Unconstrained Demand between On-Site Land Use Pairs

In this step, unconstrained demand between on-site land use pairs is estimated. The proximity-
adjusted internal trip capture rates (from Step 4) are multiplied by the appropriate directional person
trip generation value in the estimation spreadsheet tool (calculated earlier in Step 2). For each pair
of land uses, four values for unconstrained demand will be estimated, two for each direction of travel
(as demonstrated earlier in Figure 6.1). The origin-destination matrix for unconstrained internal trips
between on-site land uses computed at the origin is reported in Table 8(O) in the computational
details worksheet of the spreadsheet estimator tool. The origin-destination matrix for unconstrained
internal trips between on-site land uses computed at the destination is reported in Table 8(D).

6.5.6 Step 6: Estimate Balanced Demand between On-Site Land Use Pairs

In this step, internal demand volume is balanced by direction by comparing the values in the
corresponding cells of Table 8(O) and Table 8(D) for each land use pair and selecting the lower
value. The purpose of this step is to balance the estimates of directionally internally captured trips

60 Trip Generation Handbook, 3rd Edition

between land uses. Figure 6.5 illustrates the concept on internal trip balancing between land uses
within a mixed-use development.

Figure 6.5 Estimator Balancing Concept

This step is performed for two reasons:

1. Estimates for each individual land use are based on the quantity of that land use and its capacity
to send or receive internal trips. Without balancing, there is no assurance there is enough
capacity on the receiving end to accept as many trips as are being sent.

2. The total trips sent internally (that is, internally captured trips) from one use to another must
equal the number received at the other end of the trip. Both numbers must be the same.

The balanced demand for each land use pair is calculated by the spreadsheet tool with the results
posted in Table 4 on the main estimator tool worksheet.

6.5.7 Step 7: Estimate Total Internal Person Trips between On-Site Land Use Pairs

In this step, total internal person trips are estimated by adding the internal trips to each other land
use, then totaling the internal trips from each other land use. These totals are calculated and posted
in the computational details worksheet in the “Internal” column of Table 9(D) for entering trips and
Table 9(O) for exiting trips.

The analyst should review these values and verify that they appear reasonable.

6.5.8 Step 8: Estimate Total External Person Trips for Each Land Use

In this step, total external person trips are estimated by subtracting the estimated internal trips from
the total trips for each individual land use. For entering trips, the spreadsheet tool subtracts the total
internal trips for each land use as calculated in Step 7 from the total person trips from Table 7(D).
The total external trips by land use are produced by the worksheet in the “External” column of
Table 9(D) for entering trips and Table 9(O) for exiting trips.

Chapter 6: Trip Generation for Mixed-Use Development 61

 6.5.9 Step 9: Calculate Overall Internal Capture and Total External Vehicle Trip Generation

The final step is calculation of the total net external vehicle trip generation for the mixed-use
development site. The total external trips by land use reported in the “External” column of Table 9(D)
for entering trips and Table 9(O) for exiting trips
Appendix G contains an example represent the total external person trips expected at
application of the recommended process. the mixed-use development site. The total external
person trips generated is multiplied (within the
spreadsheet tool) by the expected mode shares
of external person trips by land use (Table 2) to
compute the total external person trips by mode for each land use. The total external person trips by
transit and non-motorized modes are reported in the two far right columns of Table 9(D) for entering
trips and Table 9(O) for exiting trips. The balance of person trips for each land use and direction
are assumed to be vehicle trips. The estimated external person trips by vehicle are divided by the
expected vehicle occupancy for each land use and direction (Table 2) to obtain the total external
vehicle trip generation expected at the site.

The total person trips, external vehicle trips, external person trips by transit, and external person trips
by non-motorized modes by direction are reported in Table 5 of the spreadsheet. The site internal
trip capture rate is estimated by taking the sum of the all values in the internal person trip origin-
destination matrix (Table 4) and dividing this value by the total person trips by direction (Table 7). The
internal trip capture rate for each individual land use and direction of travel is calculated in a similar
manner, and the results are reported in Table 6.

All of the data and calculations used in the spreadsheet tool should represent baseline conditions.
The calculations do not reflect anticipated or potential changes in study site external mode shares
(for example, walk trips to/from a mixed-use development in an infill setting or transit trips to/from
a mixed-use development near a transit station). Those external mode share calculations are
addressed in Chapters 7 and 8.

6.6 Cautionary Notes

The internal trip capture data and estimation procedure presented in Section 6.5 quantifies the
influence of several key factors on internal trip capture rates. Numerous other factors have a direct
influence on travel at a mixed-use development, factors for which the current data and estimation
procedure do not account. Additional data and analysis are desirable to better quantify the
relationships between these factors and mixed-use development trip generation and internal trip
capture rates. A summary of the pertinent information contained in several existing documents is
included in NCHRP Report 684.

Limited Sample Size—The estimated typical internal trip capture rates presented in Section 6.5 in
Tables 6.1 and 6.2 rely directly on data collected at a limited number of mixed-use developments
in Florida, Georgia, and Texas. While this Handbook recognizes the limitations of these data, they
represent the only known credible site-level data on mixed-use internal trip capture rates and are
provided as illustrative of typical rates. If local data on internal trip capture rates by land use pair
can be obtained, the local data should be used and the data submitted to ITE for possible
inclusion in future publications (refer to section 6.7 of this chapter for guidance).

62 Trip Generation Handbook, 3rd Edition

Pass-By Trips—The application of pass-by trip reductions presented in Chapter 10 should likewise be
applicable to mixed-use sites. However, none of the internal trips can be of a pass-by nature because
they do not travel on the adjacent (external) street system. Pass-by trip percentages are applicable
only to trips that enter or exit the adjacent street system. Apply the pass-by trip estimation
procedure in Chapter 10 of this Handbook only to the mixed-use development external vehicle trips.

Atypical Tenant Mix—The specific tenants at the mixed-use development sites from which
the internal capture relationships in the recommended procedure are derived are relatively
complementary. For example, the restaurants located near or adjacent to office buildings are often
coffee shops or are geared to serve a lunchtime clientele and an after-work crowd. A family sit-
down restaurant would likely generate a different level of internal capture with the on-site office. The
analyst is cautioned to review the particular characteristics of the mixed-use development study
site and its tenants before using the internal trip capture rates presented in Tables 6.1 and 6.2. The
analyst should assess whether each set of internal trip capture rates makes sense considering the
particular individual land uses within the specific, mixed-use development site.

Competing Markets—Proximity to competing markets is expected to influence internal trip capture

rates. The greater the distance to external competing uses, the greater the likelihood of capturing
trips internally within a mixed-use development site. However, at this time, there is no trip generation
data available on which to base adjustment factors of this type. It is important to note that the modes
of external trip-making to and from competing markets are addressed in Chapter 7, Trip Generation
for Urban Infill/Redevelopment.

Other Site-Specific Issues—Many other issues potentially affect trip-making at mixed-use sites.
For examples, can those who work on-site afford to live on-site? How long will it take for the office
uses to attract work trips from on-site residences? Is there an internal pedestrian, bicycle, or transit
circulation system or roadway network that enhances or discourages internal trips?

Shared Parking—Shared parking and mixed-use trip generation estimation methodologies, though
similar, are not interchangeable. Shared parking factors cannot be applied directly to estimate trip
generation at a mixed-use development.

6.7 Data Collection at a Mixed-Use Development

Chapter 12 provides guidance on a proper approach for collecting appropriate person and vehicle
trip information at a mixed-use development. The procedures in the chapter focus on the conduct of
a comprehensive data collection program to cover an entire mixed-use development.

If the analyst desires to focus on trip interactions between individual land use pairs at an existing
mixed-use development, the procedures can be adapted. The data collection program will likely
require intercept surveys similar to Chapter 12 survey instruments.

The modified data collection program must include

●● Measurement of total person trips (directionally) between the specified land uses, and

●● The proportions of all trips to/from the individual land uses that these trips between the specified

land uses comprise.

Chapter 6: Trip Generation for Mixed-Use Development 63

 If, for example, the analyst wants to determine internal capture between two land uses (A and B), the
product of the data collection effort must produce at a minimum:
●● There are an estimated X person trips from Land Use A to Land Use B during the time period;

●● There are an estimated Y person trips from Land Use B to Land Use A during the time period;

●● Of all person trips from Land Use A during the time period (both internal and external to the

mixed-use development site), P percent go to Land Use B;

●● Of all person trips to Land Use B during the time period (both internal and external to the mixed-

use development site), Q percent come from Land Use A;

●● Of all person trips from Land Use B during the time period (both internal and external to the

mixed-use development site), R percent go to Land Use A; and

●● Of all person trips to Land Use A during the time period (both internal and external to the mixed-

use development site), S percent come from Land Use B.

Suggested procedures, survey instruments, sample sizes, and other pertinent information are
presented in Chapter 12.

64 Trip Generation Handbook, 3rd Edition

 7 Trip Generation for Urban Infill/Redevelopment

7.1 Background

This chapter presents a recommended approach for estimating person and vehicle trip generation
for development and redevelopment in compact, urbanized, mostly developed areas where walking,
bicycling, and transit are viable modes of transportation. Development in this type of area is also
known as “infill” development.

The current Trip Generation Manual data volumes do not reflect trip generation at urban infill sites.
Redevelopment in built out areas and new development in areas that are almost fully built out often
results in fewer vehicle trips generated than would result in suburban and outlying locations. These
effects may be the result of modal shifts:
●● More walking (because of closer proximity of complementary uses);

●● More transit ridership (because of convenient, frequent transit service);

●● More bicycling (because of bicycle facilities that improve safety or reduce travel time); or

●● Higher vehicle occupancy (because of more carpooling that results from overall traffic

congestion, preferential treatments along roadway network, or parking pricing).

In recent years, several research efforts have collected trip generation data at various types of infill
sites and devised methods and tools for estimating vehicle trip generation for infill and related types
of development sites. The approach recommended in this chapter draws from the research findings
and was selected for its ease of application and likelihood of widespread acceptance. The approach
relies on data that are typically available for proposed developments at the time of their applications
for zoning, land use revisions, and development review.

The recommended approach conforms to the Chapter 3 flow chart for estimation of site trip
generation (see Figure 3.1):
●● The baseline vehicle trip generation estimates used in the infill trip estimation method are

produced using the procedures presented in Chapters 4 and 9, as appropriate.

●● Vehicle trip estimates are converted to person trips using methods presented in Chapter 5.

●● If the infill development is a mixed-use development, the internal capture trips should be

estimated (using the Chapter 6 procedures) prior to applying the external trip adjustments
presented in this chapter.
●● The product of the process recommended in this chapter is an estimate of the total person trips

entering or exiting the study site by pedestrian, bicycle, or transit mode.

●● If the infill site is located near a rail or rapid transit station or a multi-route bus transit center with

high-frequency service, the procedures presented in Chapter 8 should also be applied to the
product of the person trip estimates produced in this chapter.
●● Infill development can attract vehicle traffic that is currently on adjacent or nearby streets. Refer

to Chapter 10 for guidance on estimating pass-by and diverted trips.

Chapter 7: Trip Generation for Urban Infill/Redevelopment 65

 7.2 Definition of Infill Development

For the purpose of this Handbook, an infill site is a site for which the surrounding area within a one-
half mile radius is mostly developed (perhaps, more than 80 percent10). An infill site can be in or
around a central business district, urban core, suburban business district or any other area that is
substantially developed.

The following are suggested approximate thresholds for typical infill sites. A particular site does not
need to satisfy all four criteria to be considered infill. However, most infill sites will exhibit most of the
characteristics; few will exhibit none or only one.
●● Walkable area—A study site or proxy site is likely infill if it is located within a built urban

or suburban district composed of traditional central city blocks (typically 200 to 500 ft.
long [approximately 61 to 152 m long]) with sidewalks on all block faces, crosswalks at all
intersections, and pedestrian phases on all traffic signals. The analyst may define other metrics
for walkability.11
●● Convenient/frequent transit service—A study site or proxy site is likely infill if there is a light or

heavy rail station within one-half mile, or a bus rapid transit station or bus stop on the same or
the adjacent block, providing peak headways of typically 20 minutes or less for 4 to 6 hours each
weekday.
●● Bicycle accessible—A study site or proxy site is likely infill if it has a pedestrian entry, parking lot/

garage, and/or location of bicycle parking within one block of a designated bicycle facility such as
a marked bicycle lane, a signed bicycle route, a bicycle boulevard, or an off-street path.
●● Mix of interacting land uses—A study site or proxy site is likely infill if it is located in a district

composed of a mix of commercial, residential, retail, dining, civic, cultural, or other interacting
land uses so that a worker, resident, or visitor of the district need not travel long distances for
everyday needs and services.

These thresholds are not intended to limit applications to just highly urban sites. The threshold size,
density, and intensity of the context in which the study site and proxy site are located are not as
important as the similarity in their contextual characteristics. Criteria may be adjusted, for example,
by a local agency to represent a small town business district or nearly fully developed suburban sites
exhibiting the stated characteristics. Similarly, a small-to-medium municipality may be well-served by
peak transit service of 30-minute headways, for peak periods shorter than two hours, with a result of
significant transit use in corridors served during those periods.

7.3 Underlying Assumptions for Infill Site Trip Generation

The recommended method relies on an underlying premise that a particular land use will generate
the same number of person trips regardless of context (whether general suburban, suburban
business district, or general urban), with the only differences being the mode of travel and vehicle
occupancy for person trips that enter or exit the land use.

10
For this calculation, surface and structured parking is considered “developed” and rural land and open space are
considered “undeveloped.” Public streets are excluded from the computation.
11
Other less measurable characteristics of a walkable network include buffers that separate pedestrians from
moving traffic, landscaping (especially street trees that provide shade), pedestrian scaled lighting, buildings that
front the back of sidewalk, direct entries onto sidewalks, and architectural interest at the scale of the pedestrian.

66 Trip Generation Handbook, 3rd Edition

Vehicle trips are the portion of person trips that use a vehicle (personal passenger vehicle or truck),
adjusted for vehicle occupancy. The formula is
person trips * vehicle mode share
vehicle trips =
average vehicle occupancy

VT = (PT * MS) / VO

where

VT = vehicle trips

PT = person trips

MS = person trip mode share in vehicles

VO = average vehicle occupancy

The equation can be reordered to calculate person trips as the dependent variable. For a baseline site:
baseline vehicles trips * baseline vehicle occupancy
baseline person trips =
baseline person trip mode share in vehicles

PTBL = (VTBL * VOBL) / MSBL

where

PTBL = baseline person trips

VTBL = baseline vehicle trips

VOBL = baseline vehicle occupancy

MSBL = baseline person trip mode share in vehicles

For an infill site (substituting for study site in the equation above):
infill site vehicle trips * infill site vehicle occupancy
infill site vehicle trips =
infill site person trip mode share in vehicles

PTSS = (VTSS * VOSS) / MSSS

where

PTSS = infill site person trips

VTSS = infill site vehicle trips

VOSS = infill site vehicle occupancy

MSSS = infill site person trip mode share in vehicles

Chapter 7: Trip Generation for Urban Infill/Redevelopment 67

 Given the assumption that baseline site person trips and infill site person trips are the same, the two
equations are equal. The result is the following formula for calculating vehicle trips for an infill site, using
the mode shares of person trips in vehicles and vehicle occupancy for baseline and infill conditions:
infill site vehicle mode share baseline veh. occ.
infill site vehicle trips = baseline vehicle trips *
baseline vehicle mode share * infill site veh. occ.

VTSS = VTBL * (MSSS / MSBL) * (VOBL / VOSS )

where

VTSS = infill site vehicle trips

VTBL = baseline vehicle trips

MSSS = infill site person trip mode share in motor vehicles

MSBL = baseline person trip mode share in motor vehicles

VOBL = baseline vehicle occupancy

VOSS = infill site vehicle occupancy

If the infill study site and baseline vehicle occupancy values are the same (as is typically the case),
the equation simplifies to
infill site vehicle mode share
infill site vehicle trips = baseline vehicle trips *
baseline vehicle mode share

VTSS = VTBL * (MSSS / MSBL)

where

VTSS = infill site vehicle trips

VTBL = baseline vehicle trips

MSSS = infill site person trip mode share in vehicles

MSBL = baseline person trip mode share in vehicles

68 Trip Generation Handbook, 3rd Edition

 Given:

Study site is estimated to generate 300 PM peak hour vehicle trips.

Baseline person trips mode share in vehicles is 95 percent.

Study site person trip mode share in vehicles is 80 percent (based on survey of three proxy sites).

Baseline site and study site vehicle occupancy is assumed to be the same.

Infill vehicle trips are calculated as follows:

0.80
infill site vehicle trips = 300 * = 253
0.95

The recommended approach described below requires the analyst to determine four values:
●● Mode shares for baseline sites and for the infill site; and

●● Vehicle occupancy for baseline sites and the infill site.

The simplicity or complexity of the method lies within the way these values are determined. If the
baseline and study site vehicle occupancy are assumed to be identical, neither value is required for
the calculation of infill site vehicle trips.

7.4 Process for Estimating Infill Trip Generation

The recommended process for estimating infill site trip generation follows three steps:
●● Step 1—Determine baseline mode shares and vehicle occupancy

●● Step 2—Estimate study site mode shares and vehicle occupancy

●● Step 3—Estimate vehicle trips for study site

The method is both simple and transparent, using person trips as the common unit of travel. The
method can be readily applied across all land uses and contexts without further model development.

7.4.1 Step 1—Determine Baseline Mode Shares and Vehicle Occupancy

Baseline site mode shares and vehicle occupancy are discussed and presented in Chapter 5. The
analyst should use values listed in Tables B.1 through B.3 in Appendix B for baseline site mode
shares and vehicle occupancy. If baseline data are not available in the tables, either
●● Use a default value of 95 percent vehicle mode share and assume no change in vehicle

occupancy between the baseline and study sites;

●● Use the average of mode share and vehicle occupancy data collected at three or more

comparable developments in baseline locations. A procedure for collecting baseline data is

provided in Chapter 12.

It is incorrect to simply assume baseline values of 100 percent person trips by vehicle and a 1.00
vehicle occupancy.

Chapter 7: Trip Generation for Urban Infill/Redevelopment 69

 7.4.2 Step 2—Estimate Study Site Mode Shares and Vehicle Occupancy

The following section presents three alternative methods for deriving the study site mode share
and vehicle occupancy factors. The analyst should consider all three methods in order to select
a preferred method for a particular study site application. Method A is recommended if there are
sufficient data in the national database for the land use type and site context.

7.4.2.1 Method A—Use Data from National Database

Tables C.1 through C.10 in Appendix C provide infill trip generation mode share (and limited vehicle
occupancy) data summaries that can be used directly to estimate the same for a study site. If the
tables include data for at least three sites of an
Conclusions Drawn from Limited Infill Data applicable land use type in a similar context, the
●● Fewer vehicle trips than baseline sites analyst should compute an average mode share
●● The more urban the site, the fewer and vehicle occupancy (if the latter are likely to
vehicle trips be different for the study site than for baseline
●● Proximity to rail transit results in greater sites in the same area) and use for the study site
vehicle trip reduction than bus transit (described below in Step 3).
availability
●● In most cases, walk trips exceed transit
This method is easy and convenient to apply
and bike trips and does not require the expense of significant
new data collection. It is consistent with the
recommended use of Trip Generation Manual
data (described in Chapter 4) to estimate vehicle
trips. However, the shortage of existing infill data
makes the utility of the method quite limited and the method has not been formally validated.

The method uses qualitative context descriptors in lieu of quantifiable metrics describing varying
levels of context. This is done to simplify the estimation process and reduce the quantity of data
required to both develop and apply the estimation method. The flexibility afforded in this method of
qualifying infill areas relies on the professional judgment of the analyst to account for any variations
in similar contexts found in different locales.

The data in Tables C.1 through C.10 in Appendix C represent a start on an infill trip generation
database, but are still very limited. There are too few sites in each context type to be able to
conclude much other than that the more “urban” the site, the lower the motor vehicle mode shares.
Data are needed from more sites, more land uses, and more contexts to permit the development of
a set of adjustment factors or models that are applicable across the most commonly analyzed land
uses, let alone all land use codes. Nevertheless, the limited data do provide significant findings and
conclusions, as follows.
●● The total vehicle mode shares of person trips at infill sites are consistently and significantly

below baseline levels for most land uses for which data are available from multiple sites.
Correspondingly, vehicle trips at infill sites are below those at baseline sites.
●● The variance in the percentage of trips made by motor vehicle appears to be related to the site

context (that is, the more urban settings have lower motor vehicle mode shares) and proximity to
rail transit.

70 Trip Generation Handbook, 3rd Edition

 ●● Walk mode makes up most of the non-motor vehicle mode shares. Even at infill sites where
rail stations are nearby, the walk mode share appears in large sample results to exceed transit
mode share at most sites surveyed. Bicycle trips, where counted separately, make up a small
percentage of person trips.

7.4.2.2 Method B—Use Data from Local Proxy Sites

This method uses trip generation surveys at local proxy sites to estimate mode share and vehicle
occupancy for the study site. This method has the potential to provide accurate results because
characteristics of the study site and the proxy site(s) can be very similar. If properly selected, use of
proxy sites as a basis for infill mode share and vehicle occupancy could yield more accurate data
than small sample national data summaries.

The analyst should select at least three comparable infill (proxy) sites at which to collect data.
Proxy sites should have developments of similar character (with the same land use type, general
size, and types of activity) and context. If three sites are not available, two may be sufficient if they
are very similar to the study site in development and context characteristics. Proxy sites near the
study site are preferred.

Context characteristics to consider include, but are not limited to, the following:
●● Area type;

●● Density;

●● Compactness (as measured by land coverage);

●● Development mix within one-quarter to one-half mile;

●● Parking availability, convenience, and pricing;

●● Pedestrian environment;

●● Transit service levels (defined as number of routes, headways, and proximity of stops/stations to

site); and
●● Apparent vitality (visible level of activity).

It is important that the analyst focuses on characteristics that make the mode shares and vehicle
occupancy of the potential proxy sites similar to those of the study site.

Chapter 12 provides guidance on how to develop and execute a data collection plan to collect
person trips by mode and vehicle occupancy at an infill site. The analyst should submit any new infill
data to ITE for inclusion in the national infill trip generation database.

7.4.2.3 Method C—Use Relationships Developed for Local Application

Several research projects (described in Appendix G) have compiled infill trip generation data and
have developed multivariate approaches to account for the influence of urban context characteristics
on trip generation. These research results are limited to a small number of land uses and site
contexts at this time. However, they may provide sufficient information for adjusting baseline trip
generation estimates for these land uses in the regions where they were developed.

Chapter 7: Trip Generation for Urban Infill/Redevelopment 71

 7.4.3 Step 3—Estimate Vehicle Trips for Study Site

The analyst should use the equations in section 7.3 of this chapter to calculate vehicle trips for the
study site:
infill site vehicle mode share baseline veh.occ.
infill site vehicle trips = baseline vehicle trips *
baseline vehicle mode share * infill site veh.occ.

VTSS = VTBL * (MSSS / MSBL) * (VOBL / VOSS )

where

VTSS = infill site vehicle trips

VTBL = baseline vehicle trips (developed using procedures presented in Chapters 4 and 9)

MSSS = infill site person trip mode share in motor vehicles (from step 2 above)

MSBL = baseline person trip mode share in motor vehicles (from step 1 above)

VOBL = baseline vehicle occupancy (from step 1 above)

VOSS = infill site vehicle occupancy (from step 2 above)

7.5 Examples of Recommended Process

7.5.1 Method A—Use Data from National Database

Objective: Estimate weekday AM and PM street peak hour vehicle trips for a proposed 320,000
square foot, free-standing, mixed tenant, general office building to be located on a redevelopment
site in a mid-sized regional CBD well-served by transit. There is a light rail station three blocks away
that is served by two lines. Parking supply more than meets demand but most employees must pay
to park. The area is very walkable and attracts some bicycle commuting and visitors. The regional
CBD has the same land use and activity mix as most healthy mid-size downtowns.

Step 1—Determine Baseline Mode Shares and Vehicle Occupancy: In the professional judgment of
the analyst, the baseline mode share and vehicle occupancy data in Appendix B are sufficient for this
application.
●● AM motor vehicle mode share—99 percent inbound and 100 percent outbound

●● PM motor vehicle mode share—100 percent inbound and 99 percent outbound

●● AM vehicle occupancy—1.06 (both inbound and outbound)

●● PM vehicle occupancy—1.11 inbound and 1.07 outbound

Step 2—Estimate Study Site Mode Shares and Vehicle Occupancy: Tables C.3 and C.4 in Appendix
C shows data for several downtown general office buildings with rail transit stations within one-
quarter mile (area type “0Ta”). The average mode shares and vehicle occupancy for those buildings
are as follows:

72 Trip Generation Handbook, 3rd Edition

 AM PM
Mode Share Percent Mode Share Percent
Proxy Range of
Office Floor Areas Motor Motor
Buildings (1,000 GSF) Vehicle Transit Walk Bike Vehicle Transit Walk Bike
Average 64–416 46 30 18 6 42 35 19 4

Vehicle occupancy data are not provided. Even though vehicle occupancy for an office building in
this regional CBD could be a little higher than for typical suburban sites due to parking fees, in the
professional judgment of the analyst the study site vehicle occupancy is assumed to be the same as
the baseline level.

Step 3—Estimate Vehicle Trips for Study Site: The data requirements for the equation in section
7.4.3 are
●● Proxy site vehicle mode share—from step 2

●● Baseline vehicle mode share—from step 1

●● Baseline vehicle trips—from Chapter 4 of this Handbook

Calculations of the AM and PM baseline vehicle trips are shown in the first set of rows in the
following worksheets. Calculations of infill vehicle trips are shown in the second set of rows.

Compute baseline vehicle trips for 320,000 sq. ft. GFA office building (Land Use Code 710 in Trip
Generation Manual). Use fitted curve equations because the AM Peak Hour and PM Peak Hour
data pages contain 218 and 236 data points, respectively.
AM Peak Hour PM Peak Hour
Ln (T) = 0.80 Ln (x) + 1.57 T = 1.12 (x) +78.45

for x = 320, T = 485 for x = 320, T = 437

Inbound trips = 0.88 x 485 = 427 Inbound trips = 0.17 x 437 = 74

Outbound trips = 0.12 x 485 = 58 Outbound trips = 0.83 x 437 = 363

Compute infill vehicle trips adjusting for mode share and vehicle occupancy:
infill site vehicle mode share
infill site vehicle trips = baseline vehicle trips *
baseline average mode share

AM Peak Hour PM Peak Hour

Infill Site Vehicle Trips Infill Site Vehicle Trips

Inbound Trips = 427 * 46%/99% = 198 Inbound Trips = 74 * 42%/100% = 31

Outbound Trips = 58 * 46%/100% = 27 Outbound Trips = 363 * 42%/99% = 154

Chapter 7: Trip Generation for Urban Infill/Redevelopment 73

 7.5.2 Method B—Use Data from Local Proxy Sites

Because the study site is located near a rail Objective: Estimate weekday AM and PM street
transit station, an alternative approach for peak hour vehicle trips for a proposed 150-room
estimating vehicle trip generation is to use motel with no meeting space or other supporting
(1) the Appendix C infill data for estimating facilities. The site is located in an almost fully
walk and bike trips only and (2) Chapter 8, developed outlying business district about three
Transit-Friendly Development guidance for blocks by four blocks in size.
estimating transit trips. The business district consists of low- to mid-rise
office buildings totaling about 800,000 sq. ft., six
high turnover sit-down and quality restaurants,
800,000 sq. ft. of retail, 800 apartments in low- to
mid-rise buildings, and small amounts of supporting and complementary commercial. Blocks average about
400 ft. by 500 ft (122 m by 152 m). There are three bus routes with 12–20 minute headways connecting
this area to downtown (three miles east) and a medical center (two miles south). Parking is adequate
in every block with some in pay garages (two-hour free parking with validation), some in free lots, and
30-minute and two-hour meters on street. Informal observations indicate there are significant walking
and transit use in the business district. Based on this description, the motel study site qualifies as an
urban infill setting.

Step 1—Determine Baseline Mode Shares and Vehicle Occupancy: Appendix B provides the
following baseline values for surveyed motels:
●● AM motor vehicle mode share—93.3 percent inbound and 99.0 percent outbound

●● PM motor vehicle mode share—98.7 percent inbound and 98.0 percent outbound

●● AM vehicle occupancy—1.26 (inbound and outbound)

●● PM vehicle occupancy—1.31 inbound and 1.30 outbound

Step 2: Estimate Study Site Mode Shares and Vehicle Occupancy: The available infill trip generation
data in Appendix C do not include any information for motels. The analyst needs to use the Method B
approach in order to estimate study site mode shares and vehicle occupancy.

There are no hotels or motels in the business district. The anticipated market for the proposed motel
is for business travel to places in the business district, downtown, and the medical center. There
are potential proxy motels in another business district five miles south of downtown. The proxy
site business district is four blocks by seven blocks averaging about 400 ft. on a side. It includes
1,200,000 sq. ft. of office, 14 various restaurants, 600,000 sq. ft. of retail, 1,200 apartments, one
movie theater, and similar parking, transit service, and walkability. The proxy business district is
determined to be similar to the study site business district.

Person trip mode shares and vehicle occupancy are collected at three motels within the proxy
site business district. The data are presented in the following worksheet. The average proxy site
values for directional mode shares and vehicle occupancy for both the AM and PM peak periods are
determined to be reasonable and appropriate to use for the study site.

74 Trip Generation Handbook, 3rd Edition

 AM PM

Mode Share Percent Mode Share Percent

Proxy Occupied Motor Vehicle Motor Vehicle

Motels Rooms Vehicle Transit Walk Bike Occup. Vehicle Transit Walk Bike Occup.

1 78 85 5 9 1 1.24 76 8 15 1 1.31

2 143 89 7 2 2 1.36 89 4 5 2 1.15

3 189 90 3 7 0 1.33 90 0 10 0 1.32

Average 88 5 6 1 1.31 85 4 10 1 1.26

Step 3—Estimate Vehicle Trips for Study Site: The data requirements for the equation in section
7.4.3 are
●● Proxy site person trips in motor vehicle mode share—from step 2

●● Baseline person trips in motor vehicle mode share—from step 1

●● Proxy site vehicle occupancy—from step 2

●● Baseline vehicle occupancy—from step 1

●● Baseline vehicle trips—from Chapter 4 in this Handbook

Calculations of the AM and PM baseline vehicle trips are shown in the first set of rows in the
following worksheet. Calculations of infill vehicle trips are shown in the second set of rows.

Compute baseline vehicle trips for 150-room motel (from Trip Generation Manual):

Use Land Use Code 320 (Motel) fitted curve equations because the AM Peak Hour of
Adjacent Street Traffic and the PM Peak Hour of Adjacent Street Traffic data pages
contain 24 and 26 data points, respectively.
AM Peak Hour PM Peak Hour
Ln (T) = 0.92 Ln (x) – 0.46 Ln (T) = 0.94 Ln (x) – 0.51
for x = 150, T = 63 for x = 150, T = 67
Inbound Trips = 0.36 * 63 = 23 Inbound Trips = 0.54 * 67 = 36
Outbound Trips = 0.64 * 63 = 40 Outbound Trips = 0.46 * 67 = 31
Compute infill vehicle trips adjusting for mode share and vehicle occupancy using baseline
data and proxy site data and formula (1) in chapter, which is:
infill site vehicle mode share baseline veh. occ.
infill site vehicle trips = baseline vehicle trips *
baseline vehicle mode share * infill site veh.occ.

AM Peak Hour PM Peak Hour

Infill Site Vehicle Trips Infill Site Vehicle Trips
Inbound Trips = 23 * 88%/93.3% * 1.26/1.31 = 21 Inbound Trips = 36 * 85%/98.7% * 1.31/1.26 = 32
Outbound Trips = 40 * 88%/99.0% * 1.26/1.31 = 34 Outbound Trips = 31 * 85%/98% * 1.30/1.26 = 28

Chapter 7: Trip Generation for Urban Infill/Redevelopment 75

 8 Trip Generation for Transit-Friendly Development

8.1 Background

This chapter presents a recommended approach for forecasting the number of transit trips generated
by a proposed development site. The current Trip Generation Manual data volumes do not provide
any transit trip generation data.

The recommended approach conforms to the Chapter 3 flow chart for estimation of site trip
generation (see Figure 3.1):
●● The baseline vehicle trip generation estimates are produced using the procedures presented in

Chapters 4 and 9, as appropriate;

●● Vehicle trip estimates are converted to person trips using methods presented in Chapter 5;

●● If the development is also a mixed-use development, the internal capture trips should be

estimated (using the Chapter 6 procedures) prior to applying the external trip adjustments
presented in this chapter;
●● If the development is also in an urban infill setting, external walk and bicycle trips should be

estimated (using the Chapter 7 procedures) prior to applying the mode share adjustments
presented in this chapter; and
●● Even with significant nearby transit service, a development can attract vehicle traffic that is

currently on adjacent or nearby streets. Refer to Chapter 10 for guidance on estimating pass-by
and diverted trips.

8.2 Definition of Transit-Friendly Development

For the purpose of this Handbook, a transit-friendly development (TFD) is any development that is
directly connected, immediately adjacent to, or directly oriented toward a rail or rapid transit station
or stop (including heavy rail, light rail, streetcar, commuter rail, and bus rapid transit) or a multi-route
bus transit center with high-frequency service.
If the TFD is near rail transit or near a
multi-route bus transit center, use Chapter Transit-oriented development (TOD) is the
7 to estimate external walk trips and more common term used to describe TFD in
Chapter 8 to estimate transit trips. If the research reports and local ordinances. However,
TFD is near bus transit only, use Chapter 7 the precise definition of TOD can (and does)
to estimate both walk and transit trips. vary among its many applications. Therefore,
this Handbook is using a term with a specific
definition applicable to its included guidance.

The analyst should feel free to substitute the term TOD for TFD throughout this chapter as long as
it is understood that the definition of TFD (and therefore the guidance in this chapter) may not apply
to all types of development considered TOD. The term TOD has been retained in the text describing
research reports referenced in this chapter and Appendix D.

Chapter 8: Trip Generation for Transit-Friendly Development 77

 A TFD site can be a single-use or a mixed-use development. It can be located in an urban or suburban
setting. A TFD site is typically compact at a moderate-to-high density and includes pedestrian-friendly
features. For the TFD sites identified and evaluated in the research literature, residential densities are
typically at least four dwelling units per acre and commercial floor area ratios are typically at least 0.4.
Significantly higher densities are found adjacent to or near rail transit stations.

8.3 Factors Affecting Transit Use at a TFD

8.3.1 Transit Service

TCRP Report 12812 reports that “proximity to rail stations is a stronger determinant of transit
usage for work trips than land-use mix or quality of walking environment. Thus, concentrating
growth around rail stops will often yield high ridership dividends almost regardless of the urban
design attributes of the immediate area. Still, all transit trips involve walking to some degree; thus
the provision of safe, efficient, and comfortable-feeling walking corridors to/from a transit station is
an essential attribute of a successful TOD.” TCRP 128 also found that research data “suggest the
presence of an ‘indifference zone’ for longer-distance work trips. That is, once work commuters
are within one-quarter mile of a rail station, factors like mixed land uses, traffic calming, pedestrian
amenities, and even density seem to matter little [to transit mode shares].” TCRP 128 also reports
that “strong determinants of whether those working in TODs take transit or not are the availability,
price, and convenience of [TOD] parking [at the employment end of the trip].”

The research data also indicate that the type of transit system serving a TFD (such as heavy rail,
light rail, or bus) has an effect on the transit trip-making characteristics of TFD residents, workers,
and visitors. Integral to the quality of the transit service is its frequency, reliability, and ease for
patrons to reach destinations in terms of travel time and transfers required.

8.3.2 Site Design and Land Use

The exact quantifiable impact of good (or poor) urban design on TFD transit mode shares has not
been empirically measured adequately as a stand-alone factor in reducing site-generated vehicle
trips. Therefore, TFD site design is not an explicit consideration in the recommended approach
(presented in section 8.4) for estimating mode share in this Handbook. However, this does not
condone the lack of logical site design characteristics or accommodations oriented to pedestrian
connectivity and travel. In fact, pedestrian and bicycle travel can have an effect on external trip-
making at a TFD site that is also a mixed-use
The recommended approach for development (Chapter 6) or infill site (Chapter 7).
estimating person and vehicle trip
It is important to recognize the transit service
generation at a TFD focuses on the type
and land use characteristics cited above that
of transit service and proximity of transit
influence travel are not the complete set of
as the only independent variables.
explanatory variables. For example, the specific
characteristics of residents (such as income,

12
Arrington, G.B. and R. Cervero. TCRP Report 128: Effects of TOD on Housing, Parking, and Travel. Washington,
DC: Transportation Research Board, 2008.

78 Trip Generation Handbook, 3rd Edition

household size, or auto availability) have been found to be critical factors in research that has
evaluated them on a macro-scale for their relationship to TFD mode shares. The difficulty with these
and some other variables is the likely limited availability of this information at the time of need—that
is, when the analyst is estimating potential vehicle trip generation at a proposed development site.

8.4 Process For Estimating Transit Trips at a TFD Site

8.4.1 Transit Mode Share of Motorized Trips

Transit users are estimated after walk/bike trips to/from the site are “removed” from the pool of
person trips generated by the site (based on guidance in Chapter 7). The remainder are the person
trips that arrive/depart the site via transit or via a vehicle (personal passenger vehicle or truck) as a
driver or passenger. For the purposes of this Handbook, these non-walk/non-bike person trips are
called motorized trips. It is essential that the analyst understand the concept of motorized trips in
order to apply the recommended approach properly.

To demonstrate the concept of motorized trips, assume the following mode share data have been
compiled for two proxy sites:
●● Site A is a suburban TFD located near a rail station. Peak period mode shares are determined to be

80 percent by vehicle (67 percent as driver and 13 percent as passenger for an

average vehicle occupancy of 1.2)
0 percent walk/bike
20 percent by transit
●● Site B is a TFD located in an urban infill setting. Peak period mode shares are determined to be

48 percent by vehicle (40 percent as driver and 8 percent as passenger for an average
vehicle occupancy of 1.2)
40 percent walk/bike
12 percent by transit

A quick glance would indicate that Site A has the higher transit mode share (20 percent versus 12
percent for Site B). But for both sites, the transit mode share of motorized trips is 20 percent. For
Site B, of the site trips that are motorized, 20 percent (12 divided by 60 [48 + 12]) are by transit. All of
the transit mode shares presented in the tables and charts presented in Appendix D are expressed
as percentages of the site motorized trips (unless stated otherwise). Analysis of research results has
found a much better relationship with this measure than with total transit mode share.

8.4.2 Preferred Method—Use Proxy Site Data

The national database of person trips by mode for TFD sites is limited. Therefore, the preferred
method for estimating transit mode share for external trips at a TFD is to conduct surveys at three
or more proxy sites with land use and site characteristics comparable to the study site (or to locate
appropriate data from previously conducted surveys). For a nearby site to be a suitable proxy site, it
should have
●● The same land uses;

●● Similar proximity to a transit station;

Chapter 8: Trip Generation for Transit-Friendly Development 79

 ●● The same type (heavy rail, light rail, streetcar, bus rapid transit, express bus) and similar
frequency of transit service;
●● A comparable size range in terms of development units (such as office square footage or
residential dwelling units); and
●● A similar site context.

It is important the analyst focus on characteristics that make the mode shares of the potential proxy
sites similar to those of the study site. Proxy sites near the study site are preferred.

Chapter 12 provides guidance on how to develop and execute a data collection plan to collect
person trips by mode at a proxy site. The analyst should submit any new mode share data to ITE for
inclusion in the national trip generation database.

From the mode share information gathered at the proxy site, the analyst can calculate the transit
proportion of the motorized trips external to the proxy site. This proportion can be applied to the
external motorized trips generated by the study site.

If the proxy site has characteristics that differ from the study site, manual adjustments should be
made to the assumed transit mode share proportion. For example, data presented in Appendix D
demonstrate that transit mode shares at an office site decrease with increasing distance from a
transit station. If the proxy site is closer or farther than the actual distance for the study site, the
analyst should adjust the proxy site mode share using the same curve relationship.13

8.4.3 Acceptable Method—Adapt Research Results

If proxy site data are not available or cannot be collected, it is acceptable to consider data from
research conducted in other metropolitan areas. Appendix D summarizes mode share data collected
for several studies of TFD sites. For each TFD study, information is provided on the specific land uses
surveyed, the site size (such as number of dwelling units), its location within the urban area (CBD or
non-CBD), and its proximity to transit (rail or bus). These data, though limited, could provide the analyst
a starting point from which to derive an estimate of transit mode shares for site-generated person trips.

The research results and data presented in Appendix D provide clear indications that the proximity
of transit service to a development site can result in some of the site-generated person trips being
made by means of transit.

However, most of the research results reported in Appendix D are based on data that do not exactly
match the travel characteristics that are needed for the recommended approach. For example,
●● Some of the research collected or reported vehicle trip generation rather than mode share

information (thereby mixing the potential effects of both proximity to transit and proximity to
complementary land uses in an infill setting);
●● Some of the research results are based on sample surveys of workers or residents that are self-

administered rather than on a universal count and a sampled survey of all trips to or from a site;

13
Adjust the proxy site mode share as follows. First, identify the points on the curve in Appendix D (showing the
mode shares at various distances from a transit station) that correspond to the proxy site and study site distances.
Second, apply the percentage difference represented by the points on the curve to adjust the proxy site results to
the study site.

80 Trip Generation Handbook, 3rd Edition

 ●● Some of the research results are based on daily data rather than peak hour or peak period data;
●● Some of the research data represent only incomplete subsets of the complete peak period travel
population (for example, commuter trips rather than total trips at a residential or office site);
●● Some of the research results are based on surveys that obtained information on “typical” or
“regular” travel patterns which can be different from the “actual” travel patterns on the survey
date; and
●● Some of the estimates of transit mode shares for trips to or from the TFD sites are based on field
observations rather than intercept surveys; it is unclear how the field observations would have
been able to distinguish between walk trips and transit trips to or from a rail station not located at
or adjacent to the TFD site.

The limitations of specific data sets are described in the individual research report summaries in
Appendix D. The above are intended to be observations about, not critiques of, the cited research
and its applicability to data needs prescribed in this Handbook.

An imperfect match between specific data needs and actual available data can sometimes be
overcome through thoughtful refinement of the data. As an example, a data source for an office site
could provide pertinent transit mode share information, but the data only cover commuters. For the
AM peak period, the commuter transit mode share may be an adequate representation for all site-
generated person trips because the non-commuter trips are such a small percentage during that
time period. However, the use of only commuter trip mode shares to estimate the PM peak period is
likely to be inaccurate; visitor trip mode shares are also needed. If both commuter and visitor mode
share information is available, the analyst needs to find a credible estimate for the mix of commuter
and visitor trips from a local or national source in order to weight and merge the data. Finally, the
mode share calculations should be done directionally.

Table 8.1 summarizes the types of TFD sites for which data are reported in Appendix D. Data are
provided for five different land use categories located both within and outside the metropolitan area
CBD and located close to heavy rail, light rail, and significant bus service. The last column in the
table lists the section in Appendix D that provides the pertinent data and describes its source.

Chapter 8: Trip Generation for Transit-Friendly Development 81

 Table 8.1 Types of TFD Sites for which Data are Reported in Appendix D.
Location within Location of Relevant Data
Land Use Urban Area14 Transit Service 15
in Appendix D
Office Outside CBD Heavy Rail D.1.2; D.2.1
Light Rail D.1.2
CBD Heavy Rail D.2.1; D.3
Light Rail nonD
Multi-Route Bus Transit D.3
Center
Residential Outside CBD Heavy Rail D.1.1; D.2.2; D.3
Light Rail D.1.1; D.4
Multi-Route Bus Transit D.3; D.4
Center
CBD Heavy Rail D.2.2; D.3; D.6
Light Rail D.3; D.5
Retail Outside CBD Heavy Rail D.1.3; D.2.3; D.3
Light Rail D.1.3
CBD Heavy Rail D.3
Light Rail D.3
Multi-Route Bus Transit D.3
Center
Hotel Outside CBD Heavy Rail D.1.4; D.2.4
Light Rail D.1.4
Cinema Outside CBD Heavy Rail D.2.5

For a TFD located in a CBD (whether served by heavy rail, light rail, or bus), it is recommended
the analyst collect and use local data. The limited number and unique characteristics of the sites

14
The “outside the CBD” locations include suburban business districts, activity centers, and dense commercial
corridors, as well as stand-alone development sites.
15
A site identified in Table 8.1 as near a heavy or light rail transit station is likely to also be served by bus transit. A
site identified as near bus service has at least a nearby multi-route bus transit center with high-frequency service
that could include express bus. The exact nature of the bus transit service can be determined through examination
of the individual research documents.

82 Trip Generation Handbook, 3rd Edition

documented in Appendix D make it impractical (with the current database) to derive information that
could be pertinent universally at CBD sites.

For a TFD site served by bus only, it is recommended that the analyst use the data and approach
presented in Chapter 7 for infill development to estimate the combination of walk and transit trips
generated by the study site. The analyst can consider the TFD research data for non-CBD residential
sites after confirmation that the site setting and transit service characteristics are compatible with
those of the study site.

Chapter 8: Trip Generation for Transit-Friendly Development 83

 9 Use of Local Data to Estimate Trip Generation

9.1 Background

Chapter 4 presents a recommended process for assessing the appropriateness of Trip Generation
Manual data for estimating trip generation at a particular study site. The procedure states that local
data should be collected and used to estimate trip generation under the following circumstances:
●● If the characteristics or setting of a study site are not covered by a land use description and the

individual data points presented in the Trip Generation Manual data volumes; OR
●● If the size of a study site is not within the range of data points presented in the Manual data

volumes; OR
●● If the Manual database has an insufficient number of data points; OR

●● If the Manual database produces weighted average rates or fitted curves for which standard

deviation or regression coefficients are not appropriate for use; OR

●● If local circumstances (such as the site setting or context, age of residents, worker shifts, area

type, parking conditions, or business activity) indicate a study site may have different trip-making
characteristics than the baseline sites for which data were collected and reported in the Manual.

This chapter presents a recommended procedure for estimating trip generation using local trip
generation data.

If the study site is located in a downtown or infill setting, is served by significant public transportation,
or is a mixed-use development, other chapters in this Handbook provide specific guidance for
estimating vehicle and person trip generation. Chapter 6 addresses mixed-use development,
Chapter 7 addresses infill development, and Chapter 8 addresses development in close proximity to
significant transit service.

9.2 Cautionary Notes

While many analysts and local officials feel their area is somehow unique, this can lead to a
conclusion that this uniqueness means vehicle trip generation characteristics in their area are
different from those in the national database. However, it is the experience of the professionals who
prepared the guidance contained in this Handbook that differences in trip generation between sites
have more to do with the site context and setting than exclusively with geography.

A development site in one metropolitan area will generally have trip generation characteristics
comparable to those of a development site in another metropolitan area if the site settings are similar.
In contrast, two development sites in the same state or same local jurisdiction may have different
trip generation characteristics because of significant differences in their settings. For example, the
analyst should expect vehicle trip generation characteristics to be different between sites located in
a downtown setting versus sites located in a suburban setting. Likewise, a site located near and with
accessibility to major transit service can exhibit a lower vehicle trip generation rate than a similarly
located site with no transit service. Guidelines for estimating the effects of setting and proximity to
transit on study site vehicle trip generation are presented in Chapters 7 and 8.

Chapter 9: Use of Local Data to Estimate Trip Generation 85

 It is recommended that the geography of data points not be the primary focus of concern with the
national database when deciding whether to collect or use local trip generation data. Rather, the
analyst should understand that site context is the overriding factor influencing trip generation, not the
state or local jurisdiction.

9.3 Collection of Local Trip Generation Data

The decision to establish a stand-alone local trip generation rate or equation should start with
the development of a hypothesis for why the national Trip Generation Manual data might not be
appropriate for local application. For example, the rationale could involve the age of residents,
or the supply and price of parking, or market area characteristics for a retail site. It is critical that
the analyst document a common-sense rationale for the local trip generation characteristics to be
significantly different from that presented in the Manual. Clearly, the absence of any data covering
a particular land use or a data deficiency in the existing database (for example, in the range of site
sizes) is a sufficient rationale.

The analyst should collect trip generation data at a minimum of three local sites. Collecting data at
five or more sites is preferable. Where there are only one or two potential data collection sites in a
comparable setting, the analyst should use that data, coupled with other local or national data, to derive
the estimate. The analyst is cautioned that this recommendation should not be used as an excuse for
collecting and using data from only one or two sites when more sites are reasonably available.

Chapter 12 presents guidance on the selection of appropriate data collection sites, on the
appropriate procedures for collecting data, and on the analysis and summary of data. The following
are reminders of specific issues that need to be considered when the analyst designs and conducts
a program to establish a local trip generation rate or equation.
●● Each data collection site should be located in a setting comparable to that of the study site. For a

jurisdiction that wishes to establish a local trip generation rate based on specific characteristics,
the local trip generation sites should match the setting or size characteristics set out in the initial
hypothesis.
●● The data collection sites should reflect the size range of the study site and the anticipated

general intensity of activity. Each independent variable presented in the Manual for the particular
land use (such as GFA or employees) should be included, if available, in the identification of
potential comparable sites.
●● The data collection time period should reflect the time of day, day of the week, and month of

the year corresponding to the analysis period needed for the study site or for the local trip
generation database.

In accordance with guidance presented in Chapter 12, the analyst should collect person trip
information, tabulated by travel mode, as well as vehicle trips.

9.4 Calculation of a Stand-Alone Local Trip Generation Rate or Equation

The weighted average rate and standard deviation can be calculated as described in Appendix J of
this Handbook. The weighted average rate is appropriate for use as a stand-alone local estimator for

86 Trip Generation Handbook, 3rd Edition

trip generation if the weighted average rate for the local counted sites is at least 15 percent16 higher
or lower than the comparative Manual rate and if the local trip generation data provide results that
satisfy the Chapter 4 criteria that demonstrate the validity of the data in a statistical sense.17

If the Manual database is composed of two or fewer data points AND if the local trip generation data
provide results that satisfy the Chapter 4 criteria, then the weighted average rate (or, if applicable,
the fitted curve equation) is appropriate for use as a stand-alone local estimator for trip generation.

On the other hand, if either of the two criteria for establishing a stand-alone local trip generation rate
or equation is not met (because the local data either (1) are not sufficiently different from the national
data to warrant consideration as being distinct or (2) do not demonstrate sufficient consistency to
warrant consideration as a stand-alone local trip generation rate), then the analyst should consider
consolidating the local and national databases, as described in the following section 9.5.

9.5 Calculation of a Consolidated Local Trip Generation Rate

The following text presents formulas that should be used for merging local and national databases.
They can be used for any land use, time period, and independent variable for which a weighted
average trip rate is provided in the Manual. Derivation of a consolidated fitted curve equation is not
possible with the data that are available.

As shown in the equation below, the consolidated weighted average trip generation rate equals the
sum of all trips in the combination of the ITE database and the local database divided by the sum of
all the independent variable units in the combination of the ITE database and the local database.
ΣTrips (I T E ) + ΣTrips (loc al )
Consolidated Weighted Average Rate =
ΣIV Units (ITE) + ΣIV Units (local)

where

Σ Trips (ITE) = “ weighted average trip rate” (from ITE data page statistics) multiplied by
“average value of independent variable values” (from data page) multiplied by
number of studies (from data page)

Σ IV Units (ITE) = “ average value of independent variable values” (from data page) multiplied
by number of studies (from data page)

Σ Trips (local) = the sum of trips recorded for all of the local data collection sites

Σ IV Units (local) = the sum of independent variable values for all of the local data collection sites

16
The “15 percent difference” threshold is considered to be a reasonable, though arbitrary, guideline. If the analyst,
based on professional judgment, is confident of the validity and applicability of the data for local application, then
the analyst should use the local data rather than the national data. But the analyst is reminded that the simple
randomness of numbers will produce some variation and the 15 percent threshold tries to limit the possibility of
reaching unfounded conclusions that local conditions are indeed different from the national database.
17
As described in that chapter, an acceptable weighted average trip generation rate requires at least three data
points with a computed standard deviation that is no more than 55 percent of the weighted average rate. An
acceptable fitted curve equation requires at least four data points with a computed R2 of at least 0.75.

Chapter 9: Use of Local Data to Estimate Trip Generation 87

 9.6 Documentation

The stand-alone or consolidated local trip generation documentation should clearly state the
following:
●● The local rates or equations;

●● The circumstances in which they are applicable; and

●● What to do in situations where they are not applicable (for examples, use national data or collect

more local data).

The documentation should also include the site-specific information for the local data, such as
●● Land use;

●● Value(s) of the independent variable(s);

●● Survey date and day of the week;

●● Survey time period and its relation to site peak hour and peak hour of adjacent street; and

●● Site context.

All trip generation data should be submitted to ITE for inclusion in future editions of Trip Generation
Manual. In cases where a local rate or equation is developed, consideration should be given to
submitting the results of the local trip generation analysis to ITE. Sources will be cited but the identity of
specific sites will be kept confidential. Data and analyses should be transmitted to:

Institute of Transportation Engineers ITE accepts trip generation data in any

Trip Generation Data form. Preference is for forms and content
1627 Eye St., NW, Suite 600 consistent with Chapter 12 guidance.
Washington, DC 20006 However, it is acceptable to submit data
Tel: +1 202-785-0060 which are potentially incomplete or that
Fax: +1 202-785-0609 must be extracted from a report.
www.ite.org

9.7 Examples of Recommended Process

The following examples demonstrate the steps for determining whether a stand-alone, local trip
generation rate/equation, or a consolidated local trip generation rate is appropriate. The calculations
referenced below are presented in detail in the Appendix J examples for how to calculate weighted
average, variance, and standard deviation.

Example 1—Local Data Weighted Average more than 15 Percent Different from Manual
Weighted Average Rate but Inadequate Local Data Statistics

In the professional judgment of the analyst, Trip Generation Manual data for Land Use Code 492
(Health/Fitness Club) is not appropriate for estimating the weekday morning peak hour of the
generator as a function of site GFA for a local study site. Trip generation data are collected at three
local proxy sites:
●● Site A is 43,000 sq. ft. GFA and has 11 vehicle trips in AM site peak hour

●● Site B is 49,000 sq. ft. GFA and has 83 vehicle trips in AM site peak hour

●● Site C is 15,000 sq. ft. GFA and has 34 vehicle trips in AM site peak hour

88 Trip Generation Handbook, 3rd Edition

The three sites have a total GFA of 107,000 sq. ft. and 128 total AM peak hour trips for a weighted
average of 1.20 (calculated as 128/107).

For Land Use 492, the data pages in Trip Generation Manual, 9th Edition present the following:
●● Weighted average weekday trip rate (per 1,000 sq. ft. GFA) = 1.43

●● Average value for the independent variable unit (1,000 sq. ft. GFA) = 39

●● Number of studies = 4

The weighted average trip rate for the three local proxy sites (1.20) is 16 percent lower than the
Manual rate (1.43). However, the weighted standard deviation for the local data is 0.97 (81 percent
of the weighted average rate) and is too high to be acceptable (that is, greater than 55 percent).
Therefore, the recommended use of the local data is to consolidate it with the national data to
produce a consolidated local rate.
Σt ri ps (I T E ) + Σt rips (loc al )
consolidated weighted average rate =
ΣIV units (ITE) + ΣIV units (local)

where

Σ trips (ITE) = 1.43 * 39 * 4 = 223

“weighted average trip rate” multiplied by “average value of independent variable

values” multiplied by number of studies

Σ IV units (ITE) = 39 * 4 = 156

“average value of independent variable values” multiplied by number of studies

Σ trips (local) = 128

Σ IV units (local) = 107

223 + 128
consolidated weighted average rate = 1.33 =
156 + 107

The consolidated weighted average rate (1.33) is less than the Manual weighted average rate of
1.43, but higher than the weighted average rate of 1.20 for the three local data points.

Chapter 9: Use of Local Data to Estimate Trip Generation 89

 Example 2—Local Data Weighted Average less than 15 Percent Different from Manual
Weighted Average Rate

Trip generation data are collected at a fourth local proxy site to add to the three sites described above:
●● Site A is 43,000 sq. ft. GFA and has 11 vehicle trips in AM site peak hour

●● Site B is 49,000 sq. ft. GFA and has 83 vehicle trips in AM site peak hour

●● Site C is 15,000 sq. ft. GFA and has 34 vehicle trips in AM site peak hour

●● Site D is 48,000 sq. ft. GFA and has 65 vehicle trips in AM site peak hour

The four sites have a total GFA of 155,000 sq. ft. and 193 total AM peak hour trips for a weighted
average rate of 1.25 (calculated as 193/155).

The weighted average trip rate for the four local proxy sites (1.25) is 13 percent lower than the
Manual rate (1.43). Because the weighted trip generation rate for the local data is within 15 percent
of the Manual data trip generation rate, the recommended use of the local data is to consolidate it
with the national data to produce a consolidated local rate.
Σt ri ps (I T E ) + Σt rips (loc al )
consolidated weighted average rate =
ΣIV units (ITE) + ΣIV units (local)

where

Σ trips (ITE) = 1.43 * 39 * 4 = 223 (from Example 1)

Σ IV units (ITE) = 39 * 4 = 156 (from Example 1)

Σ trips (local) = 193

Σ IV units (local) = 155

223 + 193
consolidated weighted average rate = 1.34 =
156 + 155

The consolidated weighted average rate (1.34) is less than the Manual weighted average rate (1.43),
but higher than the weighted average rate (1.25) for the four local data points.

Example 3—Local Data Weighted Average more than 15 Percent Different from Manual
Weighted Average Rate and Adequate Local Data Statistics

Trip generation data are collected at a fifth local proxy site to add to the four sites described above:
●● Site A is 43,000 sq. ft. GFA and has 11 vehicle trips in AM site peak hour

●● Site B is 49,000 sq. ft. GFA and has 83 vehicle trips in AM site peak hour

●● Site C is 15,000 sq. ft. GFA and has 34 vehicle trips in AM site peak hour

●● Site D is 48,000 sq. ft. GFA and has 65 vehicle trips in AM site peak hour

●● Site E is 38,000 sq. ft. GFA and has 40 vehicle trips in AM site peak hour

The five sites have a total GFA of 193,000 sq. ft. and 233 total AM peak hour trips for a weighted
average of 1.21 (calculated as 233/193).

The calculated average trip rate for the five local proxy sites (1.21) is 16 percent lower than the
Manual rate (1.43). The weighted standard deviation is 0.67 (55 percent of the weighted average
rate). The local rate is acceptable for use for estimating trips generated by the study site.

90 Trip Generation Handbook, 3rd Edition

10 Primary, Pass-By, and Diverted Trips

10.1 Background

The guidance presented in Chapters 3 through 9 enables the analyst to estimate vehicle trips
or person trips, by mode, which enter and exit a study site. These volumes are appropriate for
determining the total traffic to be accommodated by site driveways.

However, not all traffic entering or exiting a site driveway is necessarily new traffic added to the street
system. The actual amount of new traffic is dependent upon the purpose of the trip and the route used
from its origin to its destination. For example,
The pass-by trip-making phenomenon, retail-oriented developments such as shopping
if estimated to be significant, should be centers, discount stores, restaurants, banks,
recognized when examining the traffic service stations, and convenience markets are
impact of a development on the adjacent often located adjacent to busy streets in order to
street system. attract motorists already on the street system for a
different purpose. These sites attract a portion of
their trips from traffic passing the site on the way
from an origin to an ultimate destination. Thus,
these “pass-by” trips do not add new traffic to the adjacent street system and may be reduced from
the total external trips generated by a study site.

Vehicle trips generated by a site can be separated into two major categories: pass-by trips and
non-pass-by trips. In some traffic impact study applications, it is necessary to further subdivide
non-pass-by trips into primary trips and diverted
Types of Vehicle Trips Generated by a Site trips. These trip types are defined below and are
●● Pass-By
illustrated in Figure 10.1.
●● Non-Pass-By

Primary If the study site is a mixed-use development,

Diverted internal capture reductions should be estimated
prior to splitting site-generated trips into pass-
by and non-pass-by trips. If the study site is an
infill setting or is served by significant transit,
reductions in site-generated vehicle trips to reflect walk, bicycle, and transit trips should be estimated
prior to splitting trips into pass-by and non-pass-by trips. The above reductions are computed as
person trips. Pass-by trips are computed in terms of vehicle trips.

Chapter 10: Primary, Pass-By, and Diverted Trips 91

 Figure 10.1 Primary, Pass-By, and Diverted Trips

92 Trip Generation Handbook, 3rd Edition

10.2 Definitions

A pass-by trip is made as an intermediate stop on the way from an origin to a primary trip destination
without a route diversion. Pass-by trips are attracted from traffic passing the site on an adjacent
street or roadway that offers direct access to the generator. Pass-by trips are not diverted from
another roadway not adjacent to the site. In
the Figure 10.1 example, the shopping center- Pass-by trips are not new to the overall
generated trips that are the result of a motorist roadway network and do not involve a route
driving from the shown office to the shown home diversion to enter the site driveway.
are pass-by trips.

A non-pass-by trip is simply any trip generated by

a site that is not a pass-by trip. This term is sometimes used when diverted trips are not tabulated
separately from primary trips in the data collection process or are not evaluated separately in the
analysis process.

A primary trip is made for the specific purpose of visiting the generator. The stop at the generator is
the primary reason for the trip. The trip typically goes from an origin to a destination and then returns
to the origin. Home-to-work-to-home, work-to-restaurant (for lunch)-to-work, and home-to-shopping-
to-home are all examples of pairs of primary trips. If an intermediate stop is made along the way, the
primary trip becomes either a pass-by trip (described above) or a diverted trip (described below).

A diverted trip is attracted from the traffic volume on roadways within the vicinity of the generator but
without direct access to the site. A diverted trip requires a diversion from a roadway not adjacent to
the site to another roadway to gain direct access to the site. A diverted trip adds traffic to streets
adjacent to a site and could remove a trip on streets from which it diverted. Figure 10.1 shows
an example of what was a primary trip from an office to a home that has diverted to a gas station.
Both pass-by and diverted trips may be part of a multiple-stop chain of trips.

10.3 Process for Estimating Pass-By Trip-Making

The analyst has two basic options for developing an estimate for pass-by trip-making at a study site:

1. Derive a pass-by estimate from national database presented in Appendix E, or

2. Collect and use pertinent local data on pass-by trip-making at proxy sites.

10.3.1 National Database

Listed in Table E.1 in Appendix E are the 25 land uses for which ITE has received and compiled
pass-by and diverted trip data. The table denotes whether the data are presented in this Handbook
in a table or a figure (in a data plot similar to those presented in Trip Generation Manual for trip
generation data). Table E.1 also identifies the time periods for which the data have been reported.
The data are presented in Tables E.2 through E.38 and Figures E.1 through E.19.

A fitted curve is provided if the plot has at least four data points and the coefficient of determination
(R2) for the linear fitted curve equation is at least 0.50. Prior editions of Trip Generation Handbook

Chapter 10: Primary, Pass-By, and Diverted Trips 93

 The guidance provided in this section deals included fitted curves for some data plots with R2
directly with pass-by trip estimation. A values of less than 0.5.
similar procedure can be used for estimating
If provided, the fitted curve equation should
diverted trips and primary trips.
be used as a starting point for pass-by trip
estimation. Consideration should then be given
to the data scatter at the size of the independent
variable for the study site. The analyst should also recognize that the pass-by survey results are
presented in the tables and the figures regardless of the survey sample size and its effect on
potential errors in estimating the pass-by trips for the surveyed site.

If a fitted curve equation is not provided, the average rate should be considered as a starting point if
the following criteria are met.
●● Sample consists of three or more data points; and

●● Size of the study site (in terms of the independent variable unit of measurement) is within the

range of the data points provided in the table or figure.

Primarily due to less available data, The analyst should start with the average rate
the level of accuracy in estimating listed in the pertinent table and make appropriate
pass-by percentages is typically lower refinements, if circumstances dictate. For
than that available for estimating overall example, a review of the data or of the data plot
trip generation. might indicate the study site could be expected to
have a slightly higher or lower pass-by rate due to
its size, location, or proximity to through-traffic.

10.3.2 Local Data

If national data are not available or if any of the above criteria are not met, surveys should be
conducted at three or more existing developments (proxy sites) that are similar to the study site.
Surveys conducted on the same major roadways would, for example, be preferred. Chapter 12
presents recommended pass-by data collection procedures. This data should be submitted to ITE to
supplement the existing database.

10.4 Cautionary Notes

10.4.1 Pass-By Trips

Statistical analysis and correlation of pass-by data collected by the profession continue to evolve.
However, due to the limited amount of pass-by data available and the inherent variability in surveyed
site characteristics, it has proven difficult to obtain high correlation indices.

Traditional pass-by trip analyses have attempted to correlate pass-by trip percentages (the
percentage of the total number of external trips generated by a site) with units of occupied site
development (such as gross leasable area, gross floor area, seats in a restaurant, or fueling
positions at a gas/service station). For some land uses, pass-by trip percentages are also thought to
be correlated with the magnitude of the traffic passing the site on the adjacent roadway(s).

94 Trip Generation Handbook, 3rd Edition

Pass-by trips are drawn from the passing traffic stream, but are always included in site driveway
movements. In traffic analyses, summation of driveway volumes must equal the total external site
generation (that is, the sum of primary, pass-by, and diverted trips).

Pass-by trips are not included in (and thus, are subtracted from) the through-volumes passing a
given site access point on an adjacent road. If application of a pass-by percentage results in an
unrealistic reduction in the calculated through volume on the adjacent road, the pass-by percentage
should be re-evaluated for reasonableness. For example, it is unlikely for a site’s pass-by traffic to
represent the majority of adjacent street traffic.

In a mixed-use development, it is likely there will be trips internal to the site (refer to Chapter 6 for
guidance). Before applying the pass-by reduction, the analyst should remove internal trips from the
total number of external trips generated by the mixed-use site. Pass-by trips are only applicable to
external trips (that is, those that enter or exit the site), not internal trips.

If the study site is located in an infill setting or is a transit-friendly development, the mode share shifts
presented in Chapters 7 and 8, respectively, should be applied in the calculation of site-generated
vehicle trips prior to calculating pass-by trips.

10.4.2 Diverted Trips

Diverted trips are clearly different from pass-by trips. Diverted trips add trips to the adjacent roads
at a proposed or expanded site. However, it is common for a traffic impact assessment of site
development to treat diverted trips as additional trips within the study area of the traffic impact study.

Diverted trips are often difficult to identify. Consequently, diverted trips should be estimated in a
traffic impact study only if
●● Reliable data reporting the percentage distribution of the three types of trips (primary, pass-by,

and diverted trips) are available for the land use(s) being considered; and
●● The travel routes for diverted trips can be clearly established.

If these conditions cannot be met, the analyst should treat all non-pass-by trips as primary trips.

In establishing travel routes for diverted trips, the analyst should consider the location and relative
volume of traffic on major roadways within the study area for the traffic impact analysis. Locally
established data or data from the site developer may also be helpful in identifying the travel routes
for diverted trips.

Overall, diverted trips represent a change in local area travel patterns but constitute no new increase
on a macroscopic scale. Within the immediate study area, diverted trips represent additional traffic
on individual streets adjacent to a proposed development and could decrease traffic on the streets
from which they divert, and should be analyzed that way (if diverted trips are considered in the study
and if the streets from which traffic is diverted are within the study area).

10.5 Example of Recommended Process

This section describes an example of the assignment process for primary, pass-by, and diverted
trips. The objectives in this example are to

Chapter 10: Primary, Pass-By, and Diverted Trips 95

 1. Estimate the number of new trips added to the adjacent street traffic volume with the
development of a shopping center with 707,000 sq. ft. of gross leasable area (GLA), and

2. Determine the turning movement volumes at the shopping center driveway.

The background two-way PM peak hour traffic on

Objectives of Example Assignment Process:
a street adjacent to the proposed shopping center
Determine (1) turning movement volumes is 1,200 vehicles, as shown in Figure 10.2(A)—
at a shopping center driveway, and (2) trips 1,000 traveling west and 200 traveling east.
added to the adjacent street traffic volume. Also shown in Figure 10.2(A) is a major highway
in close proximity to the east of the proposed
shopping center.

The shopping center is estimated to generate

2,220 PM peak hour trips (based on the fitted curve equation given for Land Use Code 820 in Trip
Generation Manual, 9th Edition). An assessment of the shopping center parking configuration and
access points indicates an estimated 18 percent of the site-generated traffic will use the driveway
being analyzed in this example. Thus, the driveway volume is estimated to be 400 PM peak hour
trips (calculated as 18 percent of 2,220 trips). For this example, 48 percent of trips enter (192 trips)
and 52 percent exit (208 trips) the proposed shopping center.

Data on pass-by and diverted trips collected at other shopping centers during the weekday PM
peak period are compiled in Table E.9 and plotted graphically in Figure E.7, both in Appendix E.
These exhibits are used to identify the appropriate pass-by and diverted trip percentages to be
used in this example.
●● From the fitted curve equation accompanying the data in Figure E.7, it is estimated that the

pass-by trip percentage for a 600,000 square foot shopping center is 23 percent.
●● Neither a data plot nor fitted curve equation is available to estimate the diverted trip

percentage. A review of the data in Table E.9 indicates there are ten studies from shopping
centers between 600,000 and 800,000 sq. ft. in size which also contain data on diverted trip
percentages. The average diverted trip percentage from these ten studies is 29 percent.

10.5.1 Pass-By Trips

Based on the discussion above, 23 percent (92 trips) of the driveway volume (400 trips) is pass-
by trips. The directional distribution of trips entering/exiting among pass-by trips is similar to the
driveway as a whole (48 percent entering, 52 percent exiting). As a result, there are 44 pass-by trips
entering the site and 48 pass-by trips exiting the site. The assumed distribution for pass-by trips is
shown in Figure 10.2(B). Because 83 percent of the traffic passing by the site comes from the east
(calculated as 1,000 of the 1,200 shown previously in Figure 10.2 (A)), it is expected 83 percent of
the pass-by trips will likewise arrive from the east and depart toward the west.

The assignment of the pass-by trips generated by the proposed shopping center is shown in
Figure 10.2(C). Based on the directional distribution in Figure 10.2(B), 37 pass-by trips are
expected to arrive from the east and 7 are expected to arrive from the west; 40 pass-by trips are
expected to depart to the west and 8 are expected to depart to the east. Note that the calculation
also shows the expected through-trip reductions as the pass-by trips turn into the new driveway.

96 Trip Generation Handbook, 3rd Edition

For example, the new westbound right-turn volume of 37 causes a corresponding reduction in the
westbound through movement.

10.5.2 Diverted Trips

It is estimated that 29 percent of the total driveway volume will be diverted from the major highway
in close proximity to the east of the proposed shopping center. Therefore, a total of 116 trips (29

Figure 10.2 Example Application of Pass-By, Diverted, and Primary Trips

Chapter 10: Primary, Pass-By, and Diverted Trips 97

 percent of 400 trips) are diverted trips. Assuming the diverted trips have a similar enter/exit split as
the overall driveway volume, it is estimated that 56 diverted trips will be entering and 60 diverted trips
will be exiting the site. Because these trips are diverted from the major highway east of the proposed
shopping center, 100 percent of the diverted trips will arrive from and depart to the east (see Figure
10.2(D)).

The assignment of the diverted trips generated by the proposed shopping center is shown in Figure
10.2(E). Because the major highway from which trips are diverted is located to the east of the study
site, all diverted trips (56 entering and 60 exiting) travel to/from the east as shown in Figure 10.2(E).

10.5.3 Primary Trips

The remaining driveway volume is primary trips. The total number of primary trips at the driveway is
calculated by subtracting the estimated pass-by and diverted trip volumes from the total estimated
trip volumes for each direction. For example, the primary trip volume for entering trips is calculated
by subtracting 44 pass-by and 56 diverted trips from the estimated total entering volume (192 trips),
resulting in a total of 92 primary trips entering the site.

The assumed trip distribution for the primary trips is shown in Figure 10.2(F). These values are
based on local knowledge of expected trip patterns for primary trips to and from the shopping center
(based on existing travel patterns or surrounding land uses). For this example, 60 percent of primary
trips are expected to arrive from the east and return to the east after the trip to the shopping center.

The assignment of the primary trips generated by the site is shown in Figure 10.2(G). The total
number of primary trips entering and exiting the site is 92 and 100 trips, respectively. Sixty percent of
primary trips are expected to arrive from the east and return to the east, resulting in 55 primary trips
arriving from the east and 60 primary trips departing to the east. A total of 37 primary trips arrive from
the west and 40 primary trips depart to the west.

10.5.4 All Trips

The final assignment of all trips entering and leaving the shopping center driveway, as well as
passing the driveway, is shown in Figure 10.2(H). These values are simply the algebraic sum of the
base volumes (from Figure 10.2(A)), the pass-by trips generated by the site (from Figure 10.2(C)),
the diverted trips generated by the site (from Figure 10.2(E)), and the primary trips generated by the
site (from Figure 10.2(G)). Note that the through-traffic volumes at the site driveway in both directions
on the major street are reduced from the base volumes as a result of the pass-by trips.

98 Trip Generation Handbook, 3rd Edition

11 Truck Trip Generation

The ability to accurately predict truck trips generated by a development site has grown in importance
as truck activity patterns and practices have changed. “Just-in-time” truck delivery practices have
evolved to become “Just-about-all-the-time” deliveries. Further changes in patterns are the result
of reductions in on-site inventories, requests for fast deliveries of prepared goods, continuous flows
of information to and from vehicles, and a variety of changes in the supply chain for the movement
of goods. These changes have direct impacts on site-specific truck trip generation. This chapter
presents a recommended process for developing truck trip generation estimates.

National Cooperative Freight Research Program (NCFRP) Report 26: Guidebook for Developing
Subnational Commodity Flow Data18 suggests the use of a “playbook” to facilitate the selection of
the “right” approach to collect and analyze truck trip generation data. The following recommended
process borrows directly from the playbook structure and terminology.

Step 1 Determine Intended Use of Estimate and Formulate Objective(s)

The analyst should identify the specific objectives for developing truck trip estimates. Questions to
answer include
●● What truck definition is appropriate for the site and subsequent analysis?

●● Are hourly or daily truck volumes desired? If hourly, what specific period(s)?

●● What level of precision is desired or required for the truck volume estimate?

Step 2 Identify Stakeholders

Stakeholders include both public sector and private sector entities that are involved or have an
interest in the truck trip generation issue. Stakeholders should include potential users or reviewers of
the truck trip data. Stakeholders should also include potential sources of freight and truck movement
information.

Step 3 Understand Nature of Freight Movement at Site

The analyst should disaggregate truck trips that deliver cargo to the site and truck trips that leave the
site with cargo. In many cases, the numbers and types of trucks that deliver cargo to a site are not
the same as, nor do they operate on the same schedule as, the numbers and types of trucks that
pick-up cargo from the site. It may also be appropriate to separate service trucks from trucks that
deliver or pick-up cargo.

The analyst should determine the factors that influence site truck trip generation. These factors
can be used as independent variables. Typical factors include truck equivalent units shipped,

18
Cambridge Systematics, Inc., K. Casavant, A. Goodchild, E. Jessup, and C. Lawson. NCFRP Report 26: Guidebook for
Developing Subnational Commodity Flow Data. Washington, DC: Transportation Research Board, 2013.

Chapter 11: Truck Trip Generation 99

 site employees, and site loading bays. But the preferred independent variable could be unique to
the particular site. The stakeholders identified in Step 2 are critical sources for this information.
Compilation and analysis of this data may lead to the identification of additional stakeholders.

The analyst should quantify (to the degree applicable for the intended analyses, and practical) the
monthly, weekly, daily, and hourly fluctuations in the movement of freight to or from the site.

Step 4 Choose Between Primary Data Collection and Use of Secondary Data Sources

The use of data and relationships reported in secondary sources might be adequate and appropriate
in some cases. Appendix I contains a summary of findings from NCHRP Report 739/NCFRP Report
1919 (Freight Trip Generation and Land Use), a summary of truck trip data in the Trip Generation
Manual data volumes, information about a web-based clearinghouse with truck trip generation data,
and a list of additional suggested resources. However, before using any of this secondary data, the
analyst is encouraged to review and understand the limitations of existing data sources as explained
in the NCHRP Report 739/NCFRP Report 19 findings. As an example, many of the Trip Generation
Manual truck data are presented as percentages of overall vehicle trips generated by a site; the
NCHRP/NCFRP report clearly demonstrates that these percentages are not expected to have any
statistical reliability.

If the analyst has any doubt that the secondary data will provide a sufficient level of accuracy
to satisfy the analysis objectives, primary data should be collected. The gathering of accurate
establishment level data on truck activities will provide direct assurance of reliable truck trip
generation rates. Chapter 12 includes a recommended approach and a prototype survey instrument
that can be easily adapted for a specific application.

19
Holguin-Veras, J. et al. NCHRP Report 739/NCFRP Report 19: Freight Trip Generation and Land Use.
Washington, DC: Transportation Research Board, 2012.

100 Trip Generation Handbook, 3rd Edition

12 Data Collection

12.1 Background

In order for the methods presented throughout this Handbook to produce accurate trip generation
estimates, they must be based on consistent, correctly collected, and applicable data. This chapter
presents a recommended framework for the collection of data pertinent to trip generation estimates.
The framework is structured to be straightforward, easily replicated, and adaptable to any potential
land use and development type.

The analyst should first identify the information needed from the data collection effort. Once that is
established, the analyst should identify specific data to be collected, general criteria for the type and
setting of sites at which to collect it, and the time period(s) to be covered.

The chapter includes specific guidance for 12.1.1 Transportation Data to Collect
data collection for:
●● Person trips
The potential site-generated trip generation data
●● Vehicle trips
that could be collected are person trips by mode;
●● Pass-by trips
vehicle trips; pass-by, diverted, and primary trips
●● Truck trips
(may supplement one of the other data collection
●● Internal trips
efforts or be collected independently); truck trips;
and internal capture trips within a mixed-use
development (normally includes person trips).

If person trips by mode are to be collected, the

objective of the data collection effort is to determine the primary travel mode of the trip entering or
exiting the site.
●● 
If a person crosses the site cordon line in a personal passenger vehicle or truck, as driver or
passenger, vehicle is considered the travel mode.
●● 
If a person crosses the site cordon line in a transit vehicle, transit is considered the travel
mode.
●● If a person crosses the site cordon line as a pedestrian or on a bicycle, the travel mode (for trip

generation purposes) depends on whether other modes are used on the trip:
If a person uses transit on any part of the trip, transit is considered the primary trip
mode. A person may walk or bicycle to or from transit, but transit typically covers the
longest distance.
If a person uses a personal passenger vehicle or truck on any part of the trip (and does
not use transit), vehicle is considered the primary trip mode.
If a person uses a bicycle on any part of the trip (and does not use transit or a motor
vehicle), bicycle is considered the primary trip mode.
If a person walks the entire length of the trip, walking is the primary mode.

Chapter 12: Data Collection 101

 A person trip by vehicle (both personal passenger vehicle and truck, either separately or combined)
can include
●● A trip in a vehicle parked on-site;

●● A trip in a vehicle parked off-site (there should be few or none of these at a baseline or isolated

site); and
●● A trip by a passenger picked up or dropped off at or near the site.

ITE accepts trip generation data in any ITE recognizes that an analyst may choose (or
form. Preference is for forms and content may only be able) to collect simple vehicle trips
to be consistent with Chapter 12 guidance. or an aggregation of person trips (in which all
However, it is acceptable to submit data non-vehicle trips are treated as single travel
which are potentially incomplete or that mode). The greater the level of detail for the trip
must be extracted from a report. generation data the better for the overall ITE
trip generation database. However, all data are
acceptable and can be useful.

12.1.2 Context or Setting for Data Collection Site

If data are being collected at a proxy site for a study site, the context or setting for the data collection
site should match that of the study site.

If the data are being collected to supplement the national vehicle trip database, the context or setting
should be a stand-alone, single-use, suburban site with limited or no transit service and limited
opportunity or demand for walk trips between the site and its surrounding area.

If the data are being collected for the person trip database, the context should be selected to
represent either baseline conditions as described for the vehicle trip database, or infill conditions.

If the data are being collected for a mixed-use site, the site selection should consider criteria
described in Chapter 6 of this Handbook.

If the data are being collected to establish a “local” trip generation database, the context or setting
should match that of potential study site applications.

Table 12.1 lists the descriptive information that should be compiled for the data collection site.

102 Trip Generation Handbook, 3rd Edition

 Table 12.1 Descriptive Information for a Data Collection Site
Information Comments
Overall Characteristics of Site
Name Common name for the overall site.
Site Maturity The site should be fully occupied (or nearly so), mature (occupied for at least two
years), and considered successful locally. As examples, an occupancy of 85 percent
is recommended as a reasonable lower limit for an office building; occupancy for a
retail site or an apartment is likely to be higher (perhaps 90 percent); a successful
hotel could have a lower room occupancy (perhaps 75 percent).
Mix of Tenants Primary tenant (that is, the tenant(s) that serves as the primary driving force behind
the overall site); whether the site has a truly unique tenant.
Physical Characteristics of Site
Site Plan with Site diagram, sketch, plan, or aerial photo of the site that shows
Locations and ●● Overall site layout with building footprints;

Types of Access ●● Building entrances and pedestrian pathways;

●● Site access points for motorists (including delivery and service vehicles),

pedestrians (including transit patrons), and bicyclists; and

●● Type of traffic control at or serving each access point (signalized or

unsignalized).
Land Use(s) Primary land use (or land uses at a mixed-use site) within the site in accordance
with Trip Generation Manual land use codes.
Building Size(s) Building size(s) in development units such as office building square footage (GSF),
amount of leased retail space (GLA), number of restaurant or theater seats, or
number of residential units. Also obtain the number of stories.
Building Building occupancy (actual occupied space or units, not just leased). In a multi-
Occupancy tenant building, contact the property manager, leasing agent, or owner to obtain
occupied space data.
Site Density Total development units per site acreage.
On-Site Parking Quantity of on-site spaces; type of parking facility (either surface or garage); and
nominal daily/hourly cost and time restrictions.
Setting/Context of Site within Surrounding Region
Location Regional CBD, outlying CBD, urban core, activity center, general urban, suburban
within Urban business district, suburban strip commercial, general suburban, special district, rural
Area (General business district, or rural (refer to Glossary in Appendix A for definitions).
Setting)
Adjacent Land Degree to which off-site land uses compete with or complement with those on-site.
Use Description
Proximity to Walk distance to rail or rapid transit station or nearest bus stop with significant
Transit service; peak period transit headways.
Off-Site Parking Proximity of off-site parking available for site (including pricing).

Chapter 12: Data Collection 103

 12.1.3 Time Period

The final component of the definition of the data collection purpose is to establish the timeframe for
which data are desired or required. The analyst needs to identify
●● The season or month of the year (such as typical month, holiday shopping season, summer, or

when school is in session);

●● The day of the week (such as weekday [typically, Tuesday through Thursday], Friday, Saturday,

or Sunday); and
●● The time-of-day (such as 24-hour, morning peak hour for the site, morning peak hour for the

adjacent street, afternoon peak hour for the site, afternoon peak hour for the adjacent street, or
other peak hour of generator if it may be subject to traffic impact analysis).

Refer to the Time Periods section of the Glossary in Appendix A for definitions of these time periods.

12.2 Data Collection Basics

12.2.1 Observation Counts and Interview Surveys

There are two principal techniques available to the analyst to collect vehicle trips, person trips, pass-
by trips, or internal capture trips at a development site:
●● Observation count—a count of persons (in some cases, by mode) or vehicles (in some cases,

by vehicle class); includes both manual (in-person or a person viewing a video recording) and
automated (tube counters); and
●● Interview survey—an interview of persons to obtain mode of travel; pass-by, diverted, or primary

trip purpose; or internal capture characteristics.

Both the purpose of the data collection effort and the characteristics of the data collection site dictate
whether an observation count will suffice or if a combination of interviews and counts is necessary. If
it is possible and practical to conduct the necessary data collection by observation counts alone, it is
preferable to do so. A count requires fewer resources because planning a count and the training and
supervising of a field crew is easier.

Table 12.2 presents the typical components of a data collection effort for four common purposes
(vehicle trips, person trips, pass-by trips, and internal capture trips) and for two types of data
collection sites (isolated and non-isolated). An isolated site is one at which a data collector can
determine accurately, through observation only, the primary mode of travel for each person
arriving or departing the site. The table indicates that
●● Observation counts can suffice for collecting person trip or vehicle trip information for an isolated site;

●● Interviews with counts are typically required for the collection of pass-by or internal capture

information; and
●● A non-isolated site (such as a mixed-use development, a development served by off-site transit

routes and stations/stops, an infill development located in a highly walkable area, or a site that
uses off-site parking) requires interviews and counts.

104 Trip Generation Handbook, 3rd Edition

 Table 12.2 Typical Components of a Data Collection Effort
Characteristics of Data Collection Site
Data Collection Purpose Isolated Site Non-Isolated Site
Vehicle Trips Observation Count Count and Interview
Person Trips Observation Count (typically) Count and Interview
Pass-By Trips Count and Interview Count and Interview
Internal Capture Trips Count and Interview Count and Interview

For a site with on-site parking and access directly between the building and parking facility, vehicle
occupants can be counted with certainty if they are entering or leaving as vehicle drivers or
passengers. Interviews are not needed to determine mode or vehicle occupancy. For such trips,
observation counts are sufficient unless other information (such as pass-by trips) is needed.

If interviews are needed, it may not be necessary to use interviews around the entire site. As an
example, for a non-isolated site with on-site parking and one or more pedestrian entrances (for
persons who walk, ride transit, bicycle, or use off-site parking), it is likely that interviews will be
needed at the pedestrian entrances to determine primary mode of travel for each person trip.
However, an observation count at the on-site parking entrance should be able to determine vehicle
occupancy and, therefore, person trips by vehicle. If other travel information is needed (such as
pass-by trips), interviews may be needed at that entrance.

12.2.2 Person Trips versus Vehicle Trips

All data collection procedures in this section refer to the For most isolated sites, person trip
collection of person trip information (such as persons by data can be compiled as easily and
mode and vehicle occupancy). If the analysis objectives with the same level of resources as a
require only vehicle trip generation data, the procedures vehicle trip generation count.
and forms can be easily simplified to fit this specific
need. As a reminder, however, ITE prefers that all trip
generation data submittals include person trip as well as
vehicle trip information.

In general, vehicle trip data are acceptable for the following three situations:

1. If data are being collected at a proxy site for a single-use, suburban study site;

2. If data are being collected to establish a “local” trip generation database and the study sites are
expected to be single-use, suburban sites; and

3. If data are being collected to compile supplementary data for the national ITE vehicle trip
database (but person trip data are preferred) and the data collection sites are single-use,
suburban sites.

Chapter 12: Data Collection 105

 12.2.3 Data Collection that Requires Interviews

Interviews are needed at a site that cannot be fully isolated because the mode of travel for persons
entering or leaving the site cannot be positively observed from the site cordon line. Among the
conditions that may contribute to the need for interviews are
●● Inability to determine a person’s primary mode of travel (for example, transit stop out of sight);

●● Inability to see where people park (for example, off-site parking for personal passenger vehicles,

delivery trucks, and bicycles);

●● On-site parking shared with another building; and

●● Some trips cross cordon lines but go to another location.

Interviews are also necessary in order to determine pass-by trips or internal capture trips. Suggested
survey instruments for interviews are presented later in this chapter for determining travel mode (in
section 12.6), pass-by trips (section 12.7), and internal capture at a mixed-use site (section 12.8).

Interviewers can typically interview only a sample of all people entering or exiting a building or site
entrance. Therefore, it is necessary to also conduct a count of all people entering and exiting each
interview location so that the interview data can be factored to represent the universe of all person
trips at that entrance. In addition, the factoring will account for different sampling rates at a site with
multiple interview points.

If interviews are to be conducted at only a representative sample of building access locations, door
counts of all entering and exiting people will also be needed at each entrance where no interviews
are to be conducted so the interview data can be factored to represent all trips.

The characteristics of a specific development site may occasionally (but rarely) necessitate use
of other types of interviews or respondent surveys. Appendix M summarizes key components of
a range of survey types that could have applicability for a particular data collection effort. As long
as the surveys are properly designed and implemented to obtain an adequate and representative
sample to ascertain the proper data, such alternatives can be acceptable.

12.3 Generic Guidance for all Data Collection

12.3.1 Site-Specific Data Collection Plan

A transportation professional experienced in trip generation data collection should visit the candidate
site and determine the site access components, assess how site access works, and supervise the
formulation of a data collection plan. Professional judgment is often needed for this step.

The analyst should develop a site-specific data collection plan that demonstrates how all trips to and
from the site (whether vehicle trips or person trips) can be counted and how the appropriate subsets
(such as person trips by mode, pass-by trips, or internal capture trips) can be isolated and tabulated.

It is essential that the site configuration enable the data collection program to be able to isolate and
efficiently count (and interview if needed) the trips to, from, and within the development. Ideally, there
should be no through traffic.

106 Trip Generation Handbook, 3rd Edition

At a data collection site where tube traffic counters are expected to be used, the design of vehicle
access points should be such that mechanical counting techniques will produce accurate vehicle
counts (for example, a short driveway throat makes it difficult to place a tube counter to work
properly), or if not, manual or video counts should be employed.

A data collection plan for a multimodal site (that is, a site where walking, bicycling, and transit are
viable modes of transportation) should also meet the criteria described in sections of this Handbook
that are related to those types of sites:
●● Chapter 6 for mixed-use development;

●● Chapter 7 for infill development; and

●● Chapter 8 for transit-friendly development.

As an example, for a mixed-use development, the analyst should identify the specific buildings
or building entrances at which to collect internal capture data. This could be a subset of all site
entrances and should include only entrances with potential to have trips internal to the site, whether
by foot, bike, or vehicle.

12.3.2 Permission and Cooperation

On-site interviews and observations can be conducted only with the permission and cooperation of
the site owner or property manager. Off-site observations will benefit from this cooperation as well
but it may not be necessary.

The analyst or data collection supervisor should contact (and meet, if necessary) property
management to discuss the purpose and procedures of the data collection effort and how to keep it
from interfering with normal site activities. The analyst or data collection supervisor should convey an
understanding of the needs (1) to not impede patrons and (2) to not divulge proprietary or sensitive
information. An incentive for property management to cooperate can be an offer to include a site-
specific question during the interview process (and to offer the opportunity to receive the survey results
or a copy of the study report). If a good working relationship can be developed, property management
can often help tailor the intercept sampling procedure for the site and to interpret the survey results.

In most cases, the owner or manager will communicate directly with site tenants, businesses, or
landlords. In some cases, the data collection supervisor may need to initiate these contacts.

12.3.3 Data Collection Duration

Observation counts (and interviews, if applicable) should be conducted for at least two hours,
starting at least one-half hour before and ending at least one-half hour after the known or presumed
peak hour in order to make sure the peak hour is actually covered.

12.3.4 Field Crew Staffing and Training

Some data collection personnel will need to count vehicles or people entering and exiting the data
collection site. For some data collection efforts, personnel will need to conduct interviews. Generally,

Chapter 12: Data Collection 107

 outgoing and assertive staff make the best interviewers. A person with a retiring personality should
not be deployed as an interviewer but may make a good counter.

When determining staffing requirements for a person or vehicle count, the data collection supervisor
must be sure to not overload the counter with too many tasks based on the person or vehicle flow
that must be counted. A brief pilot test of the responsibilities for each counter and interviewer can
confirm their reasonableness or identify necessary refinements.

The data collection supervisor should conduct a training exercise so that both interviewers and
counters can become familiar with the survey instruments through practice.

All data collection personnel should be provided with a map showing each location where counts
and/or interviews are to be performed. The data collection supervisor should include on each map
the overall data collection site with names of buildings, tenants, and areas to which interviewees
might refer as well as the specific location and movements the counter or interviewer is to handle.

12.3.5 Field Crew Supervision

The data collection supervisor should perform a check of each staff person’s work during
the first hour to make sure work is being done correctly and information recorded accurately.
Misunderstandings and deficiencies should be corrected so they do not recur.

Observation counts should be completely checked by the data collection supervisor immediately
after each data collection period. For each individual count location and for the sum of the site
cordon counts, ensure that
●● The count covers full period;

●● Inbound and outbound balances are reasonable;

●● Variations by 15-minute period are reasonable and logical;

●● Modal shares are within expected ranges; and

●● Vehicle occupancy is within expected ranges.

If discrepancies are found, the data collection supervisor should determine if corrections can be
made, and if not, schedule a recount as needed.

Interview forms should be completely checked immediately after each data collection period. For
each interview location, ensure that
●● Times of interviews are recorded;

●● Responses are within range of permitted choices (that is, codes are consistent with choices

available);
●● Write-in responses are complete and understandable;

●● Trip origin or destination and travel mode are logical; and

●● Modes of access at the site are logical for each particular trip.

Where discrepancies or errors appear to exist, the data collection supervisor should review forms
with the interviewer (contact as soon as possible while their memory is clearest) to determine
if corrections can be made or if interviews must be discarded. Small percentages of unusable
interviews should be deleted. Large numbers may require that part of the survey be repeated.

108 Trip Generation Handbook, 3rd Edition

12.3.6 Interview Logistics

It is important to successfully interview a representative cross-section of trips. The data collection

supervisor should train the interviewers to resist the tendency to pre-select what appears to be an
“easier” target, perhaps of a similar age, sex, or background as the interviewer, thereby introducing
undesirable bias into the sample.

An interview should be designed to take no more than 60 seconds to complete. After a survey is
completed, the interviewer should check the survey entry to confirm its completeness. A competent
interviewer (who actively approaches people to get interviews and who records responses completely
and accurately) located at a moderately active entrance should be able to complete interviews with
at least 10 people per hour. However, activity levels will vary and typically result in a range of five to
20 completed interviews per hour. For a pass-by survey, the number of completed interviews could
be higher because the interviews are much briefer. An average interviewer should be able to obtain
completed interviews from one out of every three to four persons approached when walking.

The interviewer should expect some people will simply decline the interview or will act as if or say
they are rushed. If they are willing to share information quickly as they walk by, the interviewer
can conduct an abbreviated version of the survey. In anticipation of this event, the analyst should
prioritize the information to be gathered. For example, for a survey intended to determine person trip
mode share, the interviewer should make sure the person is leaving the site and obtain the off-site
travel mode. For a survey intended to determine internal capture at a mixed-use development, the
two essential questions are “Where are you going?” and “How are you getting there?”—an option
that can be completed within 15 seconds.

There is no simple answer or unified standard on the sufficiency of a sample for calculating trip rates.
However, it is important to document the sample size of any survey used for site-specific analysis, as
well as sub-strata information appropriate to the population being sampled.

12.3.7 Interview Factoring

The interview data need to be expanded or factored to represent the total number of people who
enter and exit the building or cross the cordon line. The factoring needs to be done separately
for inbound and outbound directions (if interviews are conducted in both directions) because the
interviews will represent different percentages of the total person trips entering or exiting. Normally,
factoring is done for each building entrance but sometimes it may be acceptable to combine data for
multiple entrances if the characteristics of the trips and tripmakers are likely to be the same.

In order to expand the directional interview data to represent all people passing the intercept
interview location, the analyst should multiply the directional interview data for that entrance by the
ratio of people counted to usable interviews, or
directional door count
directional expansion factor =
directional usable interviews

Chapter 12: Data Collection 109

 The analyst can choose to use additional respondent stratifications if collected, such as gender or
age range, in order to remove any potential bias from the interviews. The objective of any factoring is
to properly represent responses for the universe of people entering or exiting the data collection site.

12.4 Observation Count—Vehicle Trips and Vehicle Occupancy

Observation counts are typically recorded on a form (or computer tablet) with separate data entry
fields for each direction for each entrance being counted.20 Counts should be made both directionally
and by 15-minute period to
●● Permit determination of peak hour or peak period profiles as appropriate; and

●● Provide directional vehicle occupancy (which can differ for some LUCs during some periods of

the day).

A suggested count form is shown in Figure 12.1. The form includes non-motor vehicle travel modes
which can be ignored if the data collection objective is simply for vehicle trips and vehicle occupancy.
This form can be automated or modified as needed for specific site conditions.

The form covers a single location. Other formats may be employed (for example, to include two
locations observed by a single counter), but should contain at least the same choices and be readily
tabulated and summarized.

A counter using this form enters one mark for each vehicle crossing the cordon line. That mark
should be placed in the column that corresponds to the number of persons in that vehicle. Separate
rows are provided for inbound and outbound movements for each 15-minute period.

The form in Figure 12.1 shows a maximum recordable occupancy of four persons per vehicle.
This will normally be sufficient. However for a site with vanpooling or some other cause for vehicle
occupancy in excess of four people, additional columns are suggested to cover the higher values.

For the purposes of determining vehicle occupancy, persons to be counted as occupants include
anyone visible from outside a vehicle who is not riding in a child’s seat. Vehicle occupancy is
sometimes difficult to determine in a vehicle with heavily tinted windows, above average height,
passenger seating areas without windows, or child restraint seating.

20
A counter may be able to count multiple access points.

110 Trip Generation Handbook, 3rd Edition

Figure 12.1 Vehicle Trip and Person Trip Count Form

Chapter 12: Data Collection 111

 12.5 Observation Count—Person Trips by Mode

Person trip counts can be for several purposes:

●● To tabulate total person trips;

●● To tabulate person trips by mode (by observation only); or

●● To tabulate total person trips for the factoring of interview responses.

The count form in Figure 12.1 can serve as a means for tabulating person trips by mode. Each
person entering or exiting the data collection site is counted as an individual. The counter marks the
count form in the appropriate trip mode for each individual.21

The analyst needs to decide beforehand and the data collection supervisor must instruct counters
how to treat atypical person trips. As examples,
●● A child entering or exiting a school bus is considered a transit trip, in general;

●● A child walking to or from school is considered a walk trip, in general; and

●● A person on a tour trip (such as walking a dog or on a run) is considered a walk trip if the trip

takes the person beyond the sidewalk adjacent to the site.

For subsequent analysis purposes, these data can be aggregated after the data collection is complete.

Figure 12.2 shows a manual count form that can be used to count people exiting or entering each door
of each establishment where interviews are to be conducted or that the interviews are to represent.
This form or an automated equivalent can be modified to meet specific data collection site needs.

12.6 Interview Survey—Travel Mode

Figure 12.3 shows a sample form for use in intercept interviews to determine travel mode. Figure
12.4 shows an alternative survey instrument where the respondent is asked directly for the primary
mode of travel. The latter form provides a more accurate accounting of travel mode but does require
more interviewer training to elicit the proper responses. It is organized to ask the inbound trip
information first, but could easily be reversed if desired to ask the outbound trip information first.

The Figure 12.4 form is intended to also determine internal capture at a mixed-use site (see section
12.8 of this chapter) and therefore includes several queries that could be removed if determined
unnecessary for the overall data collection objective. The form includes a “refusal” column that can
be filled out by the interviewer based on observation.

21
If a transit route enters the data collection site, the preferred way to count inbound and outbound person trips
by transit is to count boardings and alightings at the on-site transit stop. Within a large mixed-use development,
it is possible that a transit trip could begin and end within the data collection site. If that is a possibility, the data
collection supervisor needs to determine how to count people entering and leaving the site by transit (for example,
it may be necessary to conduct on-board interviews).

112 Trip Generation Handbook, 3rd Edition

 Figure 12.2 Sample Door Count Form

Location: __________________ Counter: _____________________ Date: ____________ Hour Starting: ____:00 a.m. p.m.

Minutes Business / Place / Count Location

after Hour Direction

:00 to :15 Enter

Exit

:15 to :30 Enter

Exit

:30 to :45 Enter

Exit
Figure 12.2 Sample Door Count Form

:45 to :00 Enter

Exit

Source: Adapted from Bochner, B. et al. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments.
Source: Bochner, B., K. Hooper, B. Sperry, and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments.

Chapter 12: Data Collection

Washington, DC: Transportation Research Board, 2011
Washington, DC: Transportation Research Board, adapted from C-2, 2011.

14

113
114
Interview Surveys
Site: Denotes mandatory field - MUST BE COMPLETED
Date:
Weather:
Interviewer:
Answer Sheets
Level 1 103 Carlton Gore Road ph 531 5006
Q1 Q 1B Q2 NOTE
Main Travel Mode
Interview Any comments / observations
If car…. Group Size

Direction

Question
Arrival for entry Departure for exit Time
survey survey

Source: Traffic Design Group Inc.

Parked Nearby

Trip Generation Handbook, 3rd Edition

other (note) Other 1 2 3 4 HH:MM

car
bus
walk

bicycle

Answer
(specify)
5 or more

Outbound
Picked Up /
On-Site
parking

Dropped Off
On-street
Off-street

1- Inbound, 2-
1

10

11

12

13

14

15

16

17

18

19
Figure 12.3 Survey Instrument for Determining Travel Mode

20
 Figure 12.4 Alternative Survey Instrument for Determining Travel Mode

Source: Form provided in Handy, S., K. Shafizadeh, and R. Schneider. California Smart-Growth Trip Generation
Rates Study. University of California, Davis for California Department of Transportation, 2013.

12.7 Interview Survey—Pass-By Trips

A sample form for conducting the pass-by and diverted trip survey is presented in Figure 12.5. A
response of “yes” to Question 2 should be counted as a primary trip. A survey response of “yes” to
Question 3 should be counted as a pass-by trip. The remainder of the trips should be considered
diverted trips. Question 4 should be reported to ITE in terms of miles. However, it may be easier for
motorists to provide geographic information (for example, the nearest intersection to the motorist’s
usual route). If such responses are provided, the analyst should develop a reasonable estimate
of the number of miles traveled between the motorist’s usual route and the site. The pass-by and
diverted trip survey results (as well as the site trip generation data) should be summarized in a
format similar to that presented in Figure 12.6.

The number of pass-by and diverted trip interviews should meet the minimum sample size
requirements listed in Table 12.3. The analyst should make an initial estimate of the expected
percentage of pass-by trips. Figures E.1 through E.14 and Tables E.2 through E.30 in Appendix E
can be used to derive this initial estimate. For example, using Table 12.3 for a 95 percent level of
confidence and maximum error of 10 percent, a shopping center would require a minimum of 97
usable interviews if the expected pass-by trip percentage is 50 percent. If the expected pass-by
percentage is 20 percent, the minimum sample size is 62 usable interviews. If an initial estimate of
the expected pass-by percentage is not able to be made from the data presented in Appendix E,
the analyst should use the minimum sample size requirement listed under the “Unknown” column.
As demonstrated in the table, a larger sample is required for a 95 percent level of confidence than
for a 90 percent level of confidence; a larger sample size is also required as the maximum tolerable
error in mean decreases. It should be noted that the minimum sample sizes suggested in the table

Chapter 12: Data Collection 115

 represent the numbers of vehicles, not persons. During the interview process, no more than one
occupant per vehicle should be interviewed.

When developing the data collection plan for a pass-by and diverted trip survey, the analyst should
consider the relative volume and characteristics of traffic that is expected to use each access point
for a site which has multiple access driveways. Pass-by and diverted trip interviews should be
conducted on all sides of the site with access in order to not favor one roadway or one area of the
site over another. If different driveways are anticipated to exhibit significantly different pass-by or
diverted percentages, the minimum sample size should be met for each.

Table 12.3 Minimum Sample Size for Pass-By/Diverted Trip Surveys

90% Level of Confidence
Expected Percent Pass-By Trips
Maximum Error in
Mean 20% 30% 40% 50% 60% 70% Unknown
5% 174 228 260 271 260 228 271
10% 44 57 65 68 65 57 68
15% 20 26 29 31 29 26 31

95% Level of Confidence

Expected Percent Pass-By Trips
Maximum Error in
Mean 20% 30% 40% 50% 60% 70% Unknown
5% 246 323 369 385 369 323 385
10% 62 81 93 97 93 81 97
15% 28 36 41 43 41 36 43

116 Trip Generation Handbook, 3rd Edition

Figure 12.5 Sample Questionnaire
for Pass-By/Diverted Trip
Interview

Chapter 12: Data Collection 117

 Figure
Figure 12.6 12.6 Pass-By
Pass-By and Diverted
and Diverted Trip Trip Survey
Survey Summary
Summary

Name and Address of Development (Note: ITE will keep identifying information confidential)

Metropolitan Area

Description of Land Use (shopping center, bank, fast-food restaurant, etc.)

Land Use Code:

Survey Date Day of Week

Number of Interviews

Independent Variables: use same variables as specified in Trip Generation Manual for surveyed land
use; include other independent variables that can be collected and forecast and that might correlate to pass-by or
diverted trip-making.

Independent Variable units

Independent Variable units

Independent Variable units

Survey Period ( TO ) Peak Hour ( TO )

Total Site Volume - Inbound

Outbound

Pass-by Trip Percentage

Diverted Trip Percentage

Usable Interviews

Adjacent Street Traffica

a
Adjacent street traffic includes all traffic with direct access to the site. If site access is via service roadways,
the adjacent streets are those that lead to the service roadways and thus may not be physically contiguous to
the site.

3
118 Trip Generation Handbook, 3rd Edition
12.8 Interview Survey—Internal Capture

In order to collect sufficient internal capture information at Detail on internal trip data collection
a mixed-use site, the data collection effort should include at a mixed-use site is provided in
interviews at as many establishments as possible while NCHRP Report 684.
obtaining the desired number of interviews per land use
during each survey period. Under the best scenario,
interviews are conducted at each establishment within the
site. If that is not possible, conduct interviews at a representative cross-section within each land use.
When using the sampling approach, deploy interviewers to the busiest locations in each land use.

Generally, for a single time period, it is desirable to have at least 50 usable interviews22 per land use
(30 minimum). This may not be possible for land uses that are small or are relatively inactive during
the survey time period (such as weekday morning retail). One way an interview sample can be
expanded is by conducting interviews during the same time periods over multiple days.

Interviews of persons are typically conducted as they leave a single land use or building within the
site. Each interview can obtain information on both the trips to and from the surveyed building and
to and from the overall mixed-use site. NCHRP 684 provides sample forms that can be used. The
interview forms presented earlier in Figures 12.3 and 12.4 could be used. Table 12.4 lists the types
of trip type information that should be gathered.

22
Sample sizes of less than 30 are usually avoided to ensure the sample results benefit from the central limit
theorem that says the sampling distribution of the means will approach that of a normal distribution even if the
population being sampled is not normally distributed.

Chapter 12: Data Collection 119

 Table 12.4 Information to Gather in Internal Capture Survey
Destination (or Origin) of Trip Within the mixed-use site
Outside the mixed-use site

Land use at destination (or at origin) Office

Retail
Restaurant
Residential
Medical office
Cinema/entertainment
Hotel/motel
Other (specify

Travel mode to destination (or from origin) Vehicle driver

Vehicle passenger
Walk
Transit
Bicycle

If the survey will be conducted at the cordon driveway or other type of location, the analyst may
need to revise the questions to capture the last (for exit interviews) or first (for inbound interviews)
on-site stop. Other modifications may be needed for special locations or applications. The analyst
should make sure the questionnaires to be used fit the conditions as well as collect the desired data.
In general, use of a survey instrument such as that shown in Figure 12.4 is adaptable to nearly any
survey condition and can be automated if desired. Each item is needed for a complete analysis or
for checking responses. In addition, some data collection sites may need supplemental questions to
firmly and clearly establish the characteristics of the trips being reported.

12.9 Person Trip Data Processing Examples

12.9.1 Isolated Site

The following example demonstrates the data collected, the data processing step, and a typical data
summary for an isolated site for which person trip data are collected using observation counts. The
example represents a specific survey condition; not all isolated sites can be surveyed as described.
The site is an isolated commercial site with a single on-street pedestrian entrance (A) and on-site

120 Trip Generation Handbook, 3rd Edition

parking (P), with a single entrance (see Figure 12.7). Two bus stops (T) serve the site and are
located at the intersection next to the building. All parking is on-site. The raw count data are shown in
the top half of Table 12.5. The table shows calculation of person trips by mode and direction as well
as directional vehicle occupancy.

Figure 12.7 Data Collection Results for Isolated Site Example

Table 12.5 Raw Data and Computations for Isolated Site Example

Chapter 12: Data Collection 121

 12.9.2 Non-Isolated Site

The following example demonstrates the data collected, the data processing step, and a typical data
summary for a non-isolated site that needs interviews but for which some access points can be
covered with observation counts.

The objective of the data collection effort is to determine person trip mode shares at a non-isolated
commercial site. As illustrated in Figure 12.8, the site has three pedestrian entrances (A, B, C) along
two frontages and an underground garage (P) with an entrance in the front. Two bus stops (T) serve
the site and are located a block away, out of sight of the data collection site cordon. On-site parking
is supplemented by off-site parking with access out of sight of the site.

In order to meet the data collection objectives, the analyst decides to conduct (1) door counts and
exit interviews at pedestrian entrances, and (2) vehicle occupancy counts at the on-site garage
entrance. The data collection supervisor observes there is very little activity at entrance B and
that the directional distribution of users seems to resemble that for entrance A. The data collection
supervisor decides to not conduct interviews at entrance B and to assume the entrance A interview
results will match those for entrance B.

The raw count and interview results are shown in Table 12.6 along with an explanation for all
calculations. The table also shows person trips by mode and vehicle occupancy by direction for the
data collection site.

Figure 12.8 Data Collection Results for Non-Isolated Site Example

122 Trip Generation Handbook, 3rd Edition

 Table 12.6 Raw Data and Computations for Non-Isolated Site Example
Raw  and  Processed  Data  from  Door  Counts,  Interviews,  and  Cordon  Counts  –  Survey  Period  
Complete/Usable  Exit  Interviews   Vehicles  
Door  Counts   In   Out   In   Out   Expansion  
Walk   Bike   Auto   Auto   Occupants/Vehicle   Occupants/Vehicle   Factors  
Park   Park  Off-­‐
Access   In   Out   In   Out   Off-­‐Site   Drop  Off   Walk   Bus   Total   Site   Pick  Up   Walk   Bus   Total   1   2   3   4+   Total   1   2   3   4+   Total   In   Out  
Column   1   2   3   4   5   6   7   8   9   10   11   12   13   14   15   16   17   18   19   20   21   22   23   24   25   26  
                                                     
A   49   160   0   0   12   4   29   4   29   20   2   37   5   37   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐      
                                                  1.83   4.51  
B   4   7   0   0   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐      
                                                     
A+B  
-­‐   -­‐   -­‐   -­‐   22   7   53   7   53   90   9   167   23   167                          
Factored  
                                                     
C   39   16   0   6   2   3   8   1   8   2   2   10   0   10   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   4.88   1.60  
                                                     
C  Factored   -­‐   -­‐   -­‐   -­‐   10   10   39   5   39   3   3   16   0   16                          
                                                     
P   0   0   0   0   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   -­‐   62   51   5   1   183   418   73   2   0   570      
                                                     
Sum  of  
Entrances   -­‐   -­‐   -­‐   -­‐   32   17   92   12   92   93   12   183   23   183                          
Factored  
                                                     
In   Out                                
*  Includes  all  trips  by  auto;  
Auto*   Walk   Bus   Total   Auto*   Walk   Bus   Total         see  text              
Primary  Mode   49   31   12   92   105   55   23   183                                
                                                     
      Driver   Passgr       Driver   Passgr                                      
      32   17       90   15                                      
                                                     
In   Out                          
Auto   Auto                          
Driver   Passgr   Bike   Walk   Bus   Total   Driver   Passgr   Bike   Walk   Bus   Total                          
Total  Person  Trips   156   82   o   31   12   281   588   92   6   55   23   764                          
                                                     
Table 12.6 Raw Data and Computations for Non-Isolated Site Example

Chapter 12: Data Collection

1

123
 Computations and Explanations
Rows for access points A, B, C, and P show summarized raw data from counts and interviews.
Computations will be needed to accomplish the following:

1. Combine door counts and interviews for Entrances A and B per supervisor’s plan.

2. Compute interview expansion factors using ratios of door counts to completed interviews for
both inbound and outbound directions so interview data will cover all persons who entered
or exited the site on foot. Expand the interview data for each entrance to represent the total
volumes in and out.

3. Total interview data.

4. Since the questionnaire did not ask people traveling by auto and using off-site parking or being
picked up or dropped off if they were a driver or a passenger (survey oversight), the supervisor
decided to assume that visitors using the off-site garage have the same vehicle occupancy as
users of the on-site garage. Auto users needs to be split into drivers and passengers.

5. Total person trips by mode and direction from the on-site garage cordon count and the
pedestrian entrance interviews.

6. Compute the directional vehicle occupancies (combined).

124 Trip Generation Handbook, 3rd Edition

Computation descriptions:

1. Combine door counts and interviews for Entrances A and B per supervisor’s plan. Add door counts in rows A
and B to get 153 in and 167 out. Corresponding exit interviews for door A are 29 in and 37 out.

2. Compute interview expansion factors using ratios of door counts to completed interviews for both inbound
and outbound directions so interview data will cover all persons who entered or exited the site on foot.
Inbound and outbound interview expansion factors are ratio of door counts to completed interviews, or

Expansion Factor in = Door Count in/Completed Interviews in = 153/29 = 1.83

Similarly, Expansion Factor out = 167/37 = 4.51

Multiply the inbound interview data in row A by 1.83 to get expanded data for doors A and B combined.

Multiply the outbound interview data in row A by 4.52 to get expanded data for doors A and B combined.

The results are shown in the row labeled A+B Factored.

Repeat the factoring process for door C. The expansion factors are shown in row C and factored
interview results are shown in the row labeled C Factored.

3. Total interview data. Add the two newly created factored rows. The results are in the row labeled Sum of
Entrances Factored.

4. Since the questionnaire did not ask people traveling by auto and using off-site parking or being picked up
or dropped off if they were a driver or a passenger (survey oversight), the supervisor decided to assume
that visitors using the off-site garage have the same vehicle occupancy as users of the on-site garage. Auto
user needs to be split between drivers and passengers. Divide inbound and outbound auto users in the row
labeled Sum of Entrances Factored by the respective inbound and outbound vehicle occupancies for the on-
site garage (see Example A) to get auto drivers. For example,

Auto Drivers in = Auto (total) in/Vehicle Occupancy in = 49/1.52 = 32

Corresponding Auto Passengers = Auto (total)—Auto Drivers.

5. Total person trips by mode and direction from the on-site garage cordon count and the pedestrian entrance
interviews. This combines the factored data with the on-site garage cordon count data in row P. The row P
data is processed the same way as it was in Example A. Auto drivers and auto passengers from row P are
added to the factored data. The result is shown in the row labeled Total Person Trips.

6. Compute the directional vehicle occupancies (combined).

Vehicle Occupancy In =[Veh Drivers In (col 3) + Veh Passgrs In (col 4)]/Veh Drivers In = (156+82)/156 = 1.53

Outbound vehicle occupancy is calculated using data in rows 9 and 10. Veh Occ out = (588+92)/588 = 1.16

Chapter 12: Data Collection 125

 12.10 Truck Trip Data Collection

If an objective is to determine truck trips generated at a data collection site, the analyst should attempt
to separate truck trips into trip purposes. Trip generation relationships to site-specific independent
variables are different for (1) a truck that comes to the site to deliver cargo, (2) a truck that leaves the
site after picking up cargo, and (3) a truck that visits the site (such as a service truck). In some cases,
the truck trip delivers cargo as part of a chain of intermediate trips (for example, to deliver produce to
a series of grocery stores). In some cases, the truck trip for a specific trip purpose also produces a
“backhaul” (in other words, the truck delivering cargo to a site leaves the site empty). If it is not possible
to determine truck trip purpose through simple observation, the use of a survey is likely needed.

Table 12.7 presents a sample list of information that could be useful in (1) the estimation of site-generated
truck trips by trip purpose, and (2) the identification of potential independent variables with direct
relationship to truck trip volumes. Questions should be asked and answers recorded with a level of rigor
that allows for more probing at any point in the interview (taken as notes on the survey instrument).

126 Trip Generation Handbook, 3rd Edition

 Table 12.7 Questionnaire Elements for Truck Data Collection Survey
Topic Interviewer Instructions/Explanation
Business Primary business activity(ies)—to be converted into single industry sector
Description designation for commodities using the 43 categories available in the Standard
Classification of Transported Goods. Note other activities that generate freight.
Number of Current number of full-time and part-time employees at the site. If response
Employees is only available for multiple locations in the region, note this aggregation and
record other data elements as aggregates.
Shipments by How the site receives and ships most of its goods—clearly indicating if the
Mode goods are being received (inbound) or being shipped (outbound).
Deliveries Average number of deliveries received weekly. If interviewee can only provide
Received by monthly or annual numbers, convert these figures to weekly data in post-
Mode processing procedures.
Shipments Average number of shipments generated weekly. If interviewee can only provide
Generated by monthly or annual numbers, convert these figures to weekly data in post-
Mode processing procedures.
Size of For each mode used for inbound and outbound activities and whether most of
Shipment these shipments are “less than full load” or “full load.” For containers, indicate
size of container (such as 20 ft. or 40 ft.).
Weight of Normal weight of a full shipment (not including vehicle weight) inbound and/
Shipment or outbound by all modes. Containers assumed as truck trip, but indicated
separately as container on truck.
Size of Facility Size in square feet under roof. Indicate outdoor space used as separate information.
Annual Volume Total number of shipments inbound/outbound for most recent year.
of Shipments
Source: From Thompson, J., K. Yarbrough, M. Anderson, G. Harris, and K. Harrison. “Approach to Collecting Local
Freight Information.” In Transportation Research Record: Journal of the Transportation Research Board, No. 2160,
Figure 1, p. 163. Copyright, National Academy of Sciences, Washington, DC, 2010. Reproduced with permission of
the Transportation Research Board.

NCFRP Report 11, Truck Drayage Productivity Guide, provides a variety of methods for collecting
data related to truck activities at a port, including the use of webcam data collection. With proper
placement and viewing angle of the camera, it is possible to capture a number of important variables
for understanding the operating conditions at a port (for example, the gate processing time of
each truck). In addition, the data can provide high quality data on the number of trucks moving
through a site. Future consideration should be given to “harvesting” webcam truck count data from
specific sites, either in conjunction with establishment surveys, or in some cases where it is easy to
understand the truck trip purposes (for example, all the trucks are entering the site with containers of
distribution center cargo and leaving empty).

Chapter 12: Data Collection 127

 12.11 Data Submittal to ITE

A brief report that presents the site-specific information and the data collection results should be
submitted to ITE. At a minimum, include the following information:
●● Name, address, and location (city, state/
ITE accepts trip generation data in any province, metropolitan area) of development
form. Preference is for forms and content (note: ITE will keep the identity of the site
to be consistent with Chapter 12 guidance. confidential);
However, it is acceptable to submit data ●● Land use type (such as shopping center,
which are potentially incomplete or that bank, or fast-food restaurant), especially if
must be extracted from a report. it varies from the existing ITE land use code
description;
●● ITE Land Use Code;
●● Survey date and day of the week;
●● Time period during which the data collection took place;

●● Number of complete and usable interviews conducted (if interviews conducted);

●● Volume of traffic on adjacent streets that have full or partial access to the site (hourly volume

during data collection period);

●● Size of the development measured in the same independent variable units presented in

Trip Generation Manual; and

●● Size of the development in terms of other independent variables that could be collected and

forecast and that might correlate to trip-making.

Data will be accepted and sources cited in subsequent editions of Trip Generation Manual.
The identity of specific sites will be kept confidential. Data should be transmitted to

Institute of Transportation Engineers

Trip Generation Data
1627 Eye Street, NW, Suite 600
Washington, DC 20006 USA
Telephone: +1 202-785-0060
Fax: +1 202-785-0609

128 Trip Generation Handbook, 3rd Edition

 Appendix A. Glossary

The definitions presented in this glossary are intended specifically for use in Trip Generation Handbook.
The glossary terms are grouped as follows:
●● Trip Types and Trip Modes;

●● Area Types;

●● Time Periods;

●● Independent Variables;

●● Data Page Terms; and

●● Other Terms.

Trip Types and Trip Modes

Baseline Vehicle Trips—vehicle trips estimated with the aid of Trip Generation Handbook
methodologies to represent the estimated vehicle trips at baseline sites. These baseline trips are
converted to baseline person trips and then adjusted using study site vehicle occupancy and mode
share assumptions in order to estimate vehicle trip generation at a multimodal study site.

Bicycle Trip—an inbound or outbound person trip where the greatest distance between the trip
origin and trip destination is traveled by a bicycle. Bicyclists include all people traveling on pedal-
powered vehicles.

Diverted Trip—a vehicle trip made as an intermediate stop while traveling from an origin to a
primary destination with a route diversion from a primary route to another roadway to gain access
to the site. A diverted trip is attracted from the traffic volume on roadways within the vicinity of the
generator but without direct access to the site. A diverted trip requires a diversion from a roadway not
adjacent to the site to another roadway to gain direct access to the site. A diverted trip adds traffic to
streets adjacent to a site and could remove a trip on streets from which it diverted. For an illustration
of a diverted trip, refer to Figure 10.1 in Chapter 10.

Inbound Trip—a trip that enters a site.

Internal Capture Trip—a person trip made between two distinct on-site land-uses at a mixed-use
site without using an off-site road system. Internal trips can be made by personal passenger vehicle,
truck, walking, bicycling, or transit.

Motorized Trip—a person trip that is part of either a vehicle trip or transit trip. A non-motorized trip
is a person trip that is part of either a walk trip or bicycle trip.

Non-Motorized Trip (see Motorized Trip)

Non-Pass-By Trip (see Pass-By Trip)

Outbound Trip—a trip that exits a site.

Appendix A: Glossary 129

 Pass-By Trip—a vehicle trip made as an intermediate stop on the way from an origin to a primary
trip destination without a route diversion. Pass-by trips are attracted from traffic passing the site
on an adjacent street or roadway that offers direct access to the generator. Pass-by trips are not
diverted from another roadway not adjacent to the site. For an illustration of a pass-by trip, refer to
Figure 10.1 in Chapter 10. A non-pass-by trip is simply any vehicle trip generated by a site that is
not a pass-by trip. This term is sometimes used when diverted trips are not tabulated separately from
primary trips in the data collection process or are not evaluated separately in the analysis process.

Person Trip—a trip made by any mode of travel by an individual person from an origin to a
destination. Every trip made anywhere by a person is a person trip. If three people leave a
development site in a single vehicle, this is counted as three person trips.

Primary Trip—for the purposes of trip generation, a vehicle trip made for the specific purpose of
visiting the generator. The stop at the generator is the main reason for the trip; it is not a stop on
the way to another destination. For an illustration of a primary trip, refer to Figure 10.1 in Chapter
10. Home-to-work-to-home, work-to-restaurant (for lunch)-to-work, and home-to-shopping-to-home
are all examples of pairs of primary trips. If an intermediate stop is made along the way, the trip is
instead a pass-by trip or a diverted trip.

Transit Trip—an inbound or outbound person trip that crosses the site cordon line in a transit vehicle
or where the greatest distance between the trip origin and trip destination is traveled by transit
vehicle. Transit includes the following modes: bus, heavy rail (metro, subway, rapid transit), light
rail (streetcar, tramway, trolley), commuter rail (regional rail), monorail, ferry boat, trolleybus, cable
car, automated guideway transit (personal rapid transit), aerial tramway, and inclined plane. For the
purposes of this Handbook, the following modes are classified as personal passenger vehicle and
not transit: taxi, paratransit, and vanpool (including airport shuttles).

Trip or Trip End—a single or one-direction person or vehicle movement with either the origin or
the destination (exiting or entering) inside a study site. In technical terms, a trip has an origin and
a destination at its respective ends (known as trip ends). Each trip end is a part of a trip. For site
trip generation, the analyst is usually interested in trips entering (inbound) and exiting (outbound)
a single site. An entering trip end is a destination trip end; an exiting trip end is an origin trip end.
Common usage throughout this Handbook is to refer to the inbound and outbound trip ends as trips
because they are the site’s portion of those trips.

Vehicle Trip—an inbound or outbound person trip that crosses the site cordon line in a personal
passenger vehicle or truck, or that crosses the site cordon line as a pedestrian to or from a personal
passenger vehicle or truck. If, for example, a person drives a personal passenger vehicle from
home, parks off-site, and walks from the parking facility to an office building, the trip (at both ends) is
considered a vehicle trip.

Walk Trip—an inbound or outbound person trip where the greatest distance between the trip origin
and trip destination is traveled on foot or on any type of assistive device (including wheelchair,
walker, skates, or skateboard). For the purpose of trip generation, due to its speed of travel, a
Segway person trip is also considered a walk trip for the mode share definition.

130 Trip Generation Handbook, 3rd Edition

Area Types
Activity Center—large multi-use center within a major metropolitan area (greater than 500,000
population) surrounded by lower density (usually suburban) development. Contains a mix of uses
including major amounts of office and retail, along with hotel, residential, and, often, entertainment
and other commercial uses. Activity centers typically have more jobs than residents. An activity
center within a highly commercial or multi-use area should be considered part of an urban core.

Central Business District (CBD)—the regional CBD is the downtown area for the core city of the
metropolitan region. It is the largest CBD within its region and typically includes shared and priced
parking both on-street and in structured garages or surface lots, an extensive pedestrian sidewalk
network, multi-storied buildings, and a wide range of land uses including a government center. The
regional CBD also is typically the focal point of a regional transit system. An outlying CBD is any
community CBD that is not the largest in its region. It typically includes a government center but may
or may not have a transit hub.

General Suburban—low density and almost fully residential except for commercial that usually
occurs at major intersections, schools, and other occasional isolated uses.

General Urban—fully developed (or nearly so) at low-medium density with a mix of residential and
commercial uses within most quarter-mile squares. May also include major non-residential uses
such as industrial, institutional, or educational.

Rural—agricultural or undeveloped except for scattered parcels and at very low densities.

Rural (Town) Business District—business district of a town or small city not part of a metropolitan
area of 50,000 population or more.

Special District—major concentration of development other than residential, commercial, or schools

(K–12). These include office and industrial parks, government centers, colleges and universities,
medical centers, stadium/arena complexes, recreation/entertainment districts, and other special
purpose concentrations of development.

Suburban Business District—commercial district (not just strip commercial, or general suburban)
larger than intersection commercial concentrations in a low-density, almost entirely residential
area. Should include at least six complete commercial blocks. Most buildings are located behind or
surrounded by parking. May have been the business district of a formerly rural but now urbanized
and surrounded community.

Suburban Strip Commercial—segment of a street continuously lined for at least three contiguous
block faces with commercial development intended to be accessed directly by motor vehicle.
Buildings generally located behind or surrounded by parking.

Urban Core—area just outside CBD or other medium-high density multi-use area; could also be
called “midtown.” Buildings normally have little or no setback from sidewalk. A city with no defined
CBD may have an urban core; if it has a CBD, to also have an urban core for trip generation
purposes, the metropolitan area should have a population greater than 100,000.

Appendix A: Glossary 131

 Time Periods
Saturday, Peak Hour of the Generator—the hour with the highest volume of traffic entering and
exiting a site on a Saturday. It may occur in either the AM or PM.

Saturday, Midday Peak Hour of Adjacent Street Traffic—the one hour between 11:00 a.m. and
1:00 p.m. when the combination of site-generated traffic and the traffic on the adjacent street is the
highest on a Saturday.

Sunday, Peak Hour of the Generator—the hour with the highest volume of traffic entering and
exiting a site on a Sunday. It may occur in either the AM or PM.

Weekday—a continuous 24-hour period during Monday through Thursday. The period can bridge
two days.

Weekday, Peak Hour of Adjacent Street Traffic—the one hour within the morning and evening
commuter peak periods when the combination of site-generated traffic and the traffic on the adjacent
street is the highest on a weekday (typically from data collected Monday through Thursday). If the
adjacent street traffic volumes are unknown, the peak hour of the adjacent street is assumed to be
the one hour when the highest hourly vehicle trips are generated by the site during the commuting
peak periods between 7:00 and 9:00 a.m. or 4:00 and 6:00 p.m. Recent studies have indicated that
these peak periods have expanded in some heavily populated areas.

Weekday, Peak Hour of the Generator—the hour of highest volume of traffic entering and exiting
the site during the AM or PM on a weekday (typically from data collected Monday through Thursday.
It may or may not coincide with the peak hour of the adjacent street traffic.

Independent Variables
Acre—a unit of measurement equal to 43,560 sq. ft. and for the purpose of Trip Generation Manual
used to quantify the total gross area of a development site (including land dedicated to public
agencies). The distinction between total acres and total developed acres is not always clearly
defined in the site acreage reported to ITE. Therefore, caution should be used with this variable.
When submitting data, the analyst should indicate the percentage of developed acreage to the total
acreage of the property.

AM/PM Peak Hour Traffic on Adjacent Street—the highest hourly volumes of traffic on the
adjacent streets during the AM and PM commuter peak periods, respectively (see Peak Hour of
Adjacent Street Traffic under Time Periods). The value includes all traffic on streets abutting the
site that have direct access to the development site. Where the site is serviced by some form of
service roadway, the adjacent street definition includes any street that leads to the service road and
thus may not actually be contiguous to the site. Traffic on travel lanes where road features physically
restrict direct access to the development site is excluded.

Attendee—a person who is present on a given occasion, during a given event or at a given place.
The variable is currently used for three recreation land uses (452, 453, and 454) but could apply to
more land use codes.

132 Trip Generation Handbook, 3rd Edition

Average Flights per Day—the sum of all arriving and departing flights (counted separately)
normally and repeatedly on a typical day at an airport.

Based Aircraft—an aircraft registered to the particular airport.

Batting Cage—a designated location available for the purpose of a single person hitting baseballs
within a contained area.

Bed—a designated place to sleep for a group quarters resident. Occupied beds are the beds for
which there is an assigned person on the data collection date. In Trip Generation Manual, the terms
are used for Land Use Codes (LUCs) 254 (Assisted Living), 571 (Prison), 610 (Hospital), and 620
(Nursing Home). The terms could also be used for other types of group quarters facilities.

Berth—a designated place where a boat can anchor at a marina or wharf. Truck Berth is a similar
term with a different definition.

Bowling Lanes—the total number of lanes within one facility available for the purposes of bowling.

Commercial Flights per Day—the typical total number of arriving and departing commercial
airline flights (primarily passenger) occurring at an airport. This measure does not normally include
commercial air freight flights.

Court—an indoor or outdoor facility specifically designed for playing a racquet sport such as
squash, tennis, or racquetball. The term “court” could apply to additional sports (such as basketball);
however, the only current use of the variable is in Land Use Code 491 (Racquet/Tennis Club) in
which courts are used solely for racquet sports. Tennis Court is a similar term.

Drive-In Lane—each individual lane at a banking facility used for financial transactions. Automated
Teller Machine (ATM)-only lanes are included.

Drive-Through Lane—each individual lane at a fast-food, dry cleaning, pharmacy, or other

establishment where the customers are served in their vehicles from a window or door in the
building. Customers order and receive product at one or more points in the lane. An establishment
may have one or more lanes and one or more pick-up points in each lane.

Dwelling Unit—a residential location such as a house, apartment, condominium, townhouse, mobile
home, or manufactured home in which people may live. An occupied dwelling unit is one in which
people are currently living and is, therefore, not vacant.

Employee—a full-time, part-time, or per diem/contract worker. The number of employees refers to
the total number of persons employed at a facility, not just those in attendance at the particular hour
or day the data are collected.

Family Members—the total number of family members who are considered members of a specific
worship facility. The only land use with trip generation data currently using this independent variable
is 561 (Synagogue). Member is a similar term.

Fields—any area constructed, equipped, and/or marked for outdoor activities and sports.

Appendix A: Glossary 133

 Full-Time Doctors—the total number of doctors who work full time at a particular facility. The term is
currently used for Land Use Code 630 (Clinic).

Gross Floor Area (GFA)1—the sum of the area of each floor level of a building (expressed in square
feet), including cellars, basements, mezzanines, penthouses, corridors, lobbies, stores, and offices,
that are within the principal outside faces of exterior walls, not including architectural setbacks or
projections. Included are all areas that have floor surfaces with clear standing head room (6 ft. 6
in. minimum) regardless of their use. With the exception of buildings containing enclosed malls or
atriums, GFA is equal to gross leasable area and gross rentable area. Occupied gross floor area
refers to GFA within the facility which is currently being utilized. If a ground-level area, or part thereof,
within the principal outside faces of the exterior walls is not enclosed, this floor area is considered
part of the overall GFA of the building. However, unroofed areas and unenclosed roofed-over spaces,
except those contained within the principal outside faces of exterior walls, should be excluded from
the area calculations. For the purpose of trip generation calculation, the floor area of all parking
garages within the building should not be included in the GFA of the entire building. The majority of
land uses in Trip Generation Manual use GFA as an independent variable.

Gross Leasable Area (GLA)2—the total floor area designed for tenant occupancy and exclusive
use, including any basements, mezzanines, or upper floors, expressed in square feet and measured
from the centerline of joint partitions and from outside wall faces. For the purpose of trip generation
calculation, the floor area of all parking garages within the building should not be included within the
GLA of the entire building. GLA is the area for which tenants pay rent; it is the area that produces
income for the property owner. Occupied gross leasable area refers to GLA within the facility which
is currently in use. Leased space that is not in productive use is not considered occupied. In the retail
business, GLA lends itself readily to measurement and comparison and it has been adopted by the
shopping center industry as its standard for statistical comparison. Accordingly, GLA is used in Trip
Generation Manual for shopping centers. For specialty retail centers, strip centers, discount stores
and freestanding retail facilities, GLA usually equals GFA.

Lift—any automated device with chairs or seats used to gain access to the top of ski run in a skiing area.

Loading Bay—a door or location along the side of a commercial facility where a large truck can be
backed with a trailer for loading or unloading.

Member—an individual who belongs to a group or organization. The term is currently used as an
independent variable for Land Use Codes 493 (Athletic Club), 495 (Recreational Community Center),
and 591 (Lodge/Fraternal Organization). Family Members is a similar term.

Net Rentable Area—the sum of floor square footage for all storage units in a self-storage facility.
The term is currently used only for Land Use Code 151 (Mini-Warehouse).

Occupied Beds (see Bed)

1
Adapted from Institute of Real Estate Management of the National Association of Realtors. Income/Expert
Analysis, Office Buildings, Downtown and Suburban, 2013.
2
Adapted from Urban Land Institute and International Council of Shopping Centers. Dollars and Cents of Shopping
Centers, Washington, DC, 2008.

134 Trip Generation Handbook, 3rd Edition

Occupied Dwelling Unit (see Dwelling Unit)

Occupied Gross Floor Area (see Gross Floor Area)

Occupied Gross Leasable Area (see Gross Leasable Area)

Occupied Room (see Room)

Occupied Space (see Parking Space)

Occupied Storage Unit (see Storage Unit)

Occupied Unit (see Unit)

Parking Space—an individual stall within a parking lot or garage designated for the use of a parked
private motor vehicle. An occupied space is a parking space in which a vehicle is parked.

PM Peak Hour Traffic on Adjacent Street (see AM/PM Peak Hour Traffic on Adjacent Street)

Room—as used in the Lodging Land Use Codes (300 through 399), the partitioned part of the inside
of a building used for lodging such as a hotel or motel. An occupied room is a room that is rented
by a lodging guest.

Service Bay and Service Stall—the location within an automobile servicing facility, building, or care
center where a vehicle can be parked to be inspected and/or repaired.

Servicing Position—a location within a quick-lubrication vehicle shop or other vehicle repair shop at
which a vehicle can be serviced. For example, if a quick-lubrication vehicle shop has one service bay
that can service two vehicles at the same time, the number of servicing positions is two.

Storage Unit—a vault rented for the storage of goods in what is typically referred to as a self-storage
facility. An occupied storage unit is one that is rented. Unit is a similar term with a different definition.

Student—a person enrolled in an institution such as a school, college, or day care center on either a
full-time or part-time basis. The number of students refers to the total number of persons enrolled at
a facility, not full-time equivalent (FTE) and not just those present at the time the study is conducted.

Tee, Driving Position—a designated position from which a golf ball is struck for practice.

Tennis Court—an indoor or outdoor facility specifically designed for an individual tennis match
(see Court).

Truck Berth—a space for a truck at rest (for loading or unloading). The term is currently used for
only Land Use Code 030 (Intermodal Truck Terminal) but could have application for additional Port
and Terminal or Industrial Land Use Codes. Berth is a similar term with a different definition.

Unit—a group of rooms intended for dwelling within Land Use Code 255 (Continuing Care
Retirement Community). An occupied unit is a unit for which a person is assigned. Storage Unit is a
similar term with a different definition.

Appendix A: Glossary 135

 Vehicle—as used as an independent variable for residential Land Use Codes 210 through 240, any
automobile, van, SUV, motorcycle, or light truck parked overnight within a residential area. For Land
Use Code 501 (Military Base), the definition of vehicle is any vehicle authorized to enter the facility.
See vehicle in Other Terms.

Vehicle Fueling Positions—the number of vehicles that can be fueled simultaneously at a service
station. For example, if a service station has two fuel dispensing pumps with hoses on each side
of each pump, where only one vehicle can be fueled at a time on each side, the number of vehicle
fueling positions is four.

Wash Stall—a location within either a self-service or automated car wash where a vehicle can be
parked to be washed.

Data Page Terms

Actual Data Point—a data point plotted on the graph based on a study performed for the specific
land use code.

Average Number of [Independent Variable]—the average value of the Independent Variable for
data presented on the specific data page.

Average Rate (or Weighted Average Rate or Average Trip Rate)—the weighted average
number of trips entering or exiting a development site per one unit of the independent variable.
It is calculated by dividing the sum of all trips for all contributing data point sites by the sum of all
independent variable units for all contributing data point sites. Calculation of weighted average rate
is demonstrated in Appendix J. The weighted average rate is used rather than the average of the
individual rates because of the variance within each data set or generating unit. Data sets with a
large variance will over-influence the average rate if they are not weighted. The data plot includes a
dashed line corresponding to the weighted average rate, extending between the lowest and highest
independent variable values for data points.

Average Vehicle Trip Ends, T—vehicle trips, the dependent variable in the data plot; shown on the
y-axis.

Coefficient of Determination (R2 )—the percent of the variance in the number of trips associated
with the variance in the independent variable value. If the R 2 value is 0.75, then 75 percent of the
variance in the number of trips is accounted for by the variance in the size of the independent
variable. As the R 2 value approaches 1.0 the better the fit; as the R 2 value approaches zero, the
worse the fit.

Directional Distribution—the percent of total trips entering and exiting a site during the indicated
time period.

Fitted Curve and Fitted Curve Equation—the single-variable regression analysis of the
independent and dependent variable expressed in an optimal mathematical relationship. If the
variables are related linearly the equation has the following format: T = aX + b. In a logarithmic
relationship, the equation has the following format: Ln(T) = a Ln(X) + b. The data plot includes a

136 Trip Generation Handbook, 3rd Edition

solid line corresponding to the equation, extending between the lowest and highest independent
variable values for data points.

Independent Variable, X—a physical, measurable, and predictable characteristic which describes
the study site or baseline site (for example, gross floor area) and which has a direct relationship to the
variation in the number of trips generated by a land use. The term “explanatory variable” is also used.

Number of Studies—the total number of studies reported on the specific data page.

Range of Rates—the minimum and maximum trip generation rates from all the studies reported.

Standard Deviation—a measure of data dispersion relative to the calculated average. The lower
the standard deviation, the less data dispersion there is in the data and the better the data fit to the
average rate. In Trip Generation Manual, the reported standard deviation is based on the weighted
average, not the mean.

Other Terms
Adjacent Street Traffic—the sum of all traffic on streets abutting the site that has direct access
to the development site. Where the site is serviced by some form of service roadway, the adjacent
street definition includes any street that leads to the service road and thus may not actually be
contiguous to the site. Traffic on travel lanes where road features physically restrict direct access to
the development site is excluded.

Alighting—the act of exiting a transit vehicle. The term is used for describing the number of such
actions (for example, “17 alightings at this stop”).

Baseline Site—a low-density, single-use development located in a suburban or other outlying area,
with an auto-oriented environment with little or no transit service, bicycle activity, or pedestrian
facilities beyond minimal sidewalks.

Boarding—the act of entering a transit vehicle. The term is used for describing the number of such
actions (for example, “12 boardings at this stop”).

Complementary Land Uses—land uses that generate activities that interact with each other, such
as residential and shopping or office and restaurant. An example of a non-complementary pair of
land uses is residential and junkyard.

Convenient Frequent Transit—transit service to a rail station within one-half mile, and/or bus rapid
transit (BRT) station or bus stop on the same or adjacent block, providing a peak headway for four to
six hours each weekday typically ranging 20 minutes or less.

Cordon Count—the number of people or vehicles crossing a real or imaginary boundary around a
designated site or specific area. For trip generation purposes for a development site, a cordon line is
usually drawn to include the entire development.

Counter, Machine—any piece of equipment (mechanical, electronic, video) used to count people
and/or vehicles entering and/or leaving a site or utilizing a traffic lane.

Appendix A: Glossary 137

 Counter, Manual—data collection personnel who count people or vehicles entering and exiting a
development site or doing a specified movement of interest. Also called counting personnel.

Directional Count—count tallied by direction (for examples, left and right, north and south, or
enter and exit). A non-directional count combines the count of vehicles or persons into a single
non-directional value.

Door Count—a count of people entering and exiting a building through a specific door or access point.

Expansion Factor—a factor used to expand a sample of a whole so it will approximately and
statistically represent the whole. For example, the expansion factor for a random sample of 20 cars
from a total of 100 cars is 100/20, or 5.0.

Floor-to-Area Ratio (FAR)—a measure of the intensity of the use of a piece of property, determined
by dividing the sum of the gross floor area of all floors of all principal buildings or structures by
the total area of the parcel. Parking structures are not included in the gross floor area for the FAR
calculation.

Infill Development—a development site located in a fully developed urbanized area, often with
different interactive land uses and with good pedestrian and vehicular connectivity, and served by
convenient/frequent transit and/or designated bicycle facilities.

Intercept Interview—an interview for which an interviewer approaches a person entering or

(usually) exiting a building and requests the person to answer a limited number of questions.

Internal Capture Rate—the percentage of total trips that are made entirely within a site (in other
words, the trip origin, destination and travel path are all entirely within the site); usually used in
conjunction with mixed-use development. Internal capture rates are not applicable for trips within the
same land use (for example, a trip made within an office building).

Isolated Site—a development site at which data collection personnel can determine accurately,
through observation only, the primary mode of travel for each person arriving or departing the site.
A non-isolated site relies on parking or transit that is at least partially off-site and not fully visible by
data collection personnel located on the site boundary or other data collection cordon line.

Land Use Category—one of the 10 groupings of land use codes in the Trip Generation Manual data
volumes: Port and Terminal (000), Industrial (100), Residential (200), Lodging (300), Recreational
(400), Institutional (500), Medical (600), Office (700), Retail (800), and Services (900).

Land Use Code (LUC)—a specific land use classification number for a land use as described and
numbered in Trip Generation Manual.

Metropolitan Travel Survey—a survey that samples travel by people in households, work places,
high-activity unique locations, and commercial vehicles and is used, together with demographic and
other metropolitan data, as a basis for describing area travel characteristics.

Mixed-Use Development—an integrated development (usually master planned) consisting of at

least two complementary and interactive land uses designed to foster synergy among activities

138 Trip Generation Handbook, 3rd Edition

generated by the land uses. Some trips are between on-site land uses and do not travel on off-site
streets. A mixed-use development may also be referred to as a multi-use development.

Mode Share—the percentages of trips using each travel mode.

Multimodal Site—a development site where walking, bicycling, or transit is a viable mode of
transportation. A mixed-use development, a site in an infill setting, or a site with significant transit
service is considered multimodal.

Non-Isolated Site (see Isolated Site)

Off-Site—located outside and usually not immediately adjacent to the property where a development
is located. The term is used in this Handbook to describe nearby land uses, parking facilities, transit
service, and bicycle facilities.

Personal Passenger Vehicle—includes (1) any automobile, van, SUV, motorcycle, moped, or light
truck driven by a private individual for personal use; (2) taxi, paratransit, or vanpool (including airport
shuttle); and (3) pick-up truck not obviously being used for commercial purposes.

Primary Mode of Travel—the mode of travel by which the greatest distance or time of the trip is
made. Chapter 12, Data Collection describes in detail how to establish the primary mode for a trip
that involves more than one travel mode.

Proxy Site—a development site with the same land use characteristics, similar size (in terms of the
independent variable), and comparable setting (area type, density, compactness or land coverage,
parking availability, access to land use diversity, transit service or availability, or apparent vitality) as
the study site.

Shared Parking—a mutually accessible supply of parking that is used by parkers from two or more
buildings or land uses.

Study Site—the development site for which the analyst needs to estimate person or vehicle trip
generation. Analysis site is also used.

Transit-Friendly Development (TFD)—any development that is directly connected, immediately

adjacent to, or directly oriented toward a rail station or stop (including heavy rail, light rail, streetcar,
and commuter rail) or a multi-route bus transit center with high-frequency service. Transit-oriented
development (TOD) is a common term used to describe a TFD. However, TOD is not used in this
Handbook because it often has a specific, local definition with legal implications. TFD is intended to
correspond to a generic site with general attributes.

Transportation Demand Management (TDM) Program—a program of strategies that aims to

reduce vehicle trips by shifting trips to modes other than driving a personal passenger vehicle, by
increasing vehicle occupancy, encouraging transit use, or causing trips to be made at off-peak times
or not made.

Transportation Impact Analysis (also called Traffic Impact Analysis or Transportation or Traffic
Impact Study)—a study that assesses the potential effects of traffic generated by a proposed
development on the transportation system in a study area.

Appendix A: Glossary 139

 Vehicle—any motorized conveyance legal for street use (includes personal passenger vehicles,
trucks, and transit vehicles).

Vehicle Occupancy—the number of occupants in a vehicle, including the driver. When applied to a
number of vehicles, it is the total occupants in those vehicles divided by the number of vehicles.

140 Trip Generation Handbook, 3rd Edition

 Appendix B. Person Trip Data For Baseline Sites

Baseline Mode Shares

Trip Generation Manual contains no data on mode shares for baseline site trip generation. For this
Handbook, a limited amount of weekday peak period (7:00–9:00 a.m., 4:00–6:00 p.m.) site trip
generation mode share data were collected for baseline sites to provide a general starting point
for baseline mode shares for the most common land use types. Baseline data were collected at
apartments, motels, offices, shopping centers, restaurants, a bank, and a bowling alley. The land use
types were selected so the data would be transferrable to similar land uses (for example, residential
apartment mode shares should be applicable to all suburban baseline apartment classifications).
Tables B.1 and B.2 show the available weekday AM and PM peak period average mode shares and
ranges for the baseline sites at which data were collected.

There are not enough samples to derive precise percentages by mode for the land use codes for
which data were collected. However, for all but one direction during one peak period for one land use
category,3 the motor vehicle percentage (personal passenger vehicle plus truck) of total person trips
is at least 96 percent. Nearly half of the land use category averages in the tables are 100 percent
motor vehicle. Based on the limited data shown, the following conclusions appear reasonable:
●● The percentage mode share of person trips made by motor vehicle for baseline sites appears to

be 96 percent or more. Where sample sizes exceed 100 observations, almost all the individual
sites have motor vehicle shares of 96 percent or more.
●● Almost all non-vehicle trips are by walking (rather than transit or bicycle).

●● From the limited number of samples with more than 100 observations, it appears that there may

be only very small directional differences in motor vehicle share percentages for some land
uses. Smaller samples contain larger variations that could be the result of data noise from the
smaller samples. More data are needed to fully understand the directional differences.
●● Motor vehicle percentages are only available in this data set for a few land uses. The findings

may or may not be transferrable to other land uses based on limited alternative opportunities.
However, it may be reasonable to assume similar results for land uses within the same land use
category (such as residential, lodging, or general retail).
●● If the analyst assumes a baseline mode share of 96 percent motor vehicles, it means the ITE

vehicle trip generation rates/equations represent 96 percent of the total person trips. The other 4
percent would be walk, bicycle, or transit trips.

Baseline Vehicle Occupancy

Trip Generation Manual contains limited vehicle occupancy data for some land use classifications.
Table B.3 summarizes the vehicle occupancy data. All data are for baseline sites. Many of the most
commonly analyzed land use codes are not included in this table.

3
Inbound trips during the AM peak period at three motels were an average 94 percent motor vehicle.

Appendix B: Person Trip Data For Baseline Sites 141

 The limited baseline site weekday peak period (7:00–9:00 a.m., 4:00–6:00 p.m.) data collection
conducted for this Handbook also includes vehicle occupancy. These data were collected to provide
a general starting point for baseline vehicle occupancy for the most common land use types. Tables
B.1 and B.2 show the available average vehicle occupancy values for the counted baseline sites.

For land uses for which there are sample sizes of more than 100 observations, vehicle occupancy
is fairly consistent for a given land use. For those few land uses, inbound and outbound vehicle
occupancy is similar. However, there are differences in vehicle occupancy by land use. Likewise,
there could be some land uses for which directional peak period vehicle occupancy might logically
differ, such as office. That remains to be determined through more data collection.

Vehicle occupancy values shown in Tables B.1 through B.3 for similar land uses appear to be similar,
considering the effect of limited samples sizes and number of sites. This Handbook recommends
that additional data be collected—especially for the land uses most frequently analyzed in infill areas
where the differences between baseline and infill trip generation rates may differ significantly.

142 Trip Generation Handbook, 3rd Edition

 Table C.1 Baseline Weekday AM Peak Period Mode Share and Vehicle Occupancy Examples
Inbound Outbound
Mode Shares Mode Shares
Personal Personal
Area Develop- ITE Passenger Vehicle Sample Passenger Vehicle Sample
Land Use Location Type1 ment Units2 LUC Vehicle Truck Walk Transit Bike Occ. Size Vehicle Truck Walk Transit Bike Occ. Size Source
Apartments Falmouth, ME 5 173 DU 220 82 18 0 0 0 1.22 23 98 2 0 0 0 1.10 128 Kevin Hooper Assoc.
Apartments Mt. Pleasant, SC 6 240 DU 220 92 0 8 0 0 1.02 49 96 0 4 0 0 1.06 126 Iteris, Inc.
Apartments Oklahoma City, OK 6 360 DU 220 88 12 0 0 0 1.05 39 99 1 0 0 0 1.07 145 Traffic Engr. Consultants
Apartments Tampa, FL 6 278 DU 220 93 6 0 0 1 1.14 46 95 2 1 0 2 1.14 153 Parsons Brinkerhoff
Apartments Tampa, FL 6 317 DU 220 90 2 6 2 0 1.23 40 97 1 1 0 1 1.09 158 Parsons Brinkerhoff
Apartments Tampa, FL 6 689 DU 220 90 4 6 0 0 1.12 73 96 0 3 0 1 1.08 314 Parsons Brinkerhoff
Simple average 89.2 7.0 3.3 0.3 0.2 1.13 96.8 1.0 1.5 0.0 0.7 1.09

Motel College Station, TX 5 133 rooms 320 91 3 3 3 0 1.29 33 96 1 2 1 0 1.32 116 Texas A&M University
Motel College Station, TX 5 68 rooms 320 90 0 10 0 0 1.21 19 95 5 0 0 0 1.25 77 Texas A&M University
Motel College Station, TX 5 79 rooms 320 96 0 4 0 0 1.29 23 99 1 0 0 0 1.20 66 Texas A&M University
Simple average 92.3 1.0 5.7 1.0 0.0 1.26 96.7 2.3 0.7 0.3 0.0 1.26

Bowling alley College Station, TX 5 73,000 437 94.0 3 3 0 0 1.13 71 100 0 0 0 0 1.00 8 TX A&M Transp. Inst.
Simple average 94.0 3.0 3.0 0.0 0.0 1.13 100.0 0.0 0.0 0.0 0.0 1.00

Office Falmouth, ME 6 178,000 710 97 2 0 1 0 1.06 438 90 10 0 0 0 1.06 39 Kevin Hooper Assoc.
Simple average 97.0 2.0 0.0 1.0 0.0 1.06 90.0 10.0 0.0 0.0 0.0 1.06

Shopping center3 Bryan, TX 5 110,000 820 100 0 0 0 0 1.19 179 100 0 0 0 0 1.19 130 TX A&M Transp. Inst.
Shopping center3 College Station, TX 5 116,000 820 100 0 0 0 0 1.14 233 100 0 0 0 0 1.13 210 TX A&M Transp. Inst.
Simple average 100.0 0.0 0.0 0.0 0.0 1.17 100.0 0.0 0.0 0.0 0.0 1.16
Vehicle Occupancy Examples

1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban strip commercial, (6) general suburban, (7) special district, (8) rural town
business district, (9) rural, (C) adjacent to university campus, (M) within larger mixed-use development, (Ta) rail transit station within 1/4 mile, (To) rail station immediately adjacent or connected-TOD
2
Development units in gross square feet of floor area unless otherwise indicated. Italics denote occcupied development units.
3
Anchored by large grocery store.
Table B.1 Baseline Weekday AM Peak Period Mode Share and

Appendix B: Person Trip Data For Baseline Sites

143
144
Table C.2 Baseline Weekday PM Peak Period Mode Share and Vehicle Occupancy Examples
Inbound Outbound
Mode Shares Mode Shares
Personal Personal
Area Develop-ment ITE Passenger Vehicle Sample Passenger Vehicle Sample
Land Use Location Type1 Units2 LUC Vehicle Truck Walk Transit Bike Occ. Size Vehicle Truck Walk Transit Bike Occ. Size Source
Apartments Falmouth, ME 5 173 DU 220 96 3 1 0 0 1.15 126 96 4 0 0 0 1.14 189 Kevin Hooper Assoc.
Apartments Mt. Pleasant, SC 6 240 DU 220 93 1 4 1 1 1.15 124 87 1 12 0 0 1.08 68 Iteris, Inc.
Apartments Oklahoma City, OK 6 360 DU 220 100 0 0 0 0 1.10 186 99 1 0 0 0 1.24 78 Traffic Engr. Consultants
Apartments Tampa, FL 6 278 DU 220 97 1 1 0 1 1.20 138 97 2 1 0 0 1.30 58 Parsons Brinkerhoff
Apartments Tampa, FL 6 317 DU 220 98 0 1 0 1 1.14 614 96 0 3 0 1 1.26 96 Parsons Brinkerhoff
Apartments Tampa, FL 6 689 DU 220 94 1 4 0 1 1.14 317 93 1 5 0 1 1.22 190 Parsons Brinkerhoff

Trip Generation Handbook, 3rd Edition

Simple average 96.3 1.0 1.8 0.2 0.7 1.15 94.7 1.5 3.5 0.0 0.3 1.21

Motel College Station, TX 5 133 rooms 320 94 2 4 0 0 1.33 67 98 2 0 0 0 1.55 51 Texas A&M University
Motel College Station, TX 5 68 rooms 320 93 7 0 0 0 1.12 28 87 7 7 0 0 1.08 15 Texas A&M University
Motel College Station, TX 5 79 rooms 320 100 0 0 0 0 1.47 44 100 0 0 0 0 1.26 29 Texas A&M University
Simple average 95.7 3.0 1.3 0.0 0.0 1.31 95.0 3.0 2.3 0.0 0.0 1.30

Bowling alley College Station, TX 5 73,000 437 100 0 0 0 0 1.27 75 100 0 0 0 0 1.33 27 TX A&M Transp. Inst.
Simple average 100 0 0 0 0 1.27 100 0 0 0 0 1.33

Office Falmouth, ME 6 178,000 710 96 4 0 0 0 1.11 47 98 1 1 0 0 1.07 452 Kevin Hooper Assoc.
Simple average 96 4 0 0 0 1.11 98 1 1 0 0 1.07

Shopping center3 Bryan, TX 5 153,000 820 100 0 0 0 0 1.19 198 100 0 0 0 0 1.19 229 TX A&M Transp. Inst.
Shopping center4 Bryan, TX 5 110,000 820 100 0 0 0 0 1.22 666 100 0 0 0 0 1.20 498 TX A&M Transp. Inst.
Shopping center4 College Station, TX 5 116,000 820 100 0 0 0 0 1.21 362 100 0 0 0 0 1.23 274 TX A&M Transp. Inst.
Shopping center Mt. Pleasant, SC 5 68,000 820 100 0 0 0 0 1.27 286 100 0 0 0 0 1.16 258 Iteris, Inc.
4
Shopping center Falmouth, ME 6 48,800 820 100 0 0 0 0 1.16 665 99 1 0 0 0 1.14 663 Kevin Hooper Assoc.
Simple average 100 0 0 0 0 1.21 99.8 0.2 0 0 0 1.18

Bank Prospect, KY 5 2,500 912 100 0 0 0 0 1.11 19 100 0 0 0 0 1.16 21 Jacobs Engr. Group
Simple average 100 0 0 0 0 1.11 100 0 0 0 0 1.16
Vehicle Occupancy Examples

Quality restaurant Oklahoma City, OK 6 5,000 931 100 0 0 0 0 1.62 105 100 0 0 0 0 1.52 54 Traffic Engr. Consultants
High turn restaurant Mt. Pleasant, SC 6 8,150 932 100 0 0 0 0 1.33 151 97 3 0 0 0 1.34 39 Iteris, Inc.
Drive-thru restaurant Prospect, KY 5 2,800 934 96 0 4 0 0 1.27 135 96 0 4 0 0 1.30 139 Jacobs Engr. Group
Simple average 98.7 0.0 1.3 0.0 0.0 1.41 97.7 1.0 1.3 0.0 0.0 1.39

1
Area types: (0a) regional CBD, (0b) outliyng CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural, (C)
adjacent to university campus, (M) within larger mixed-use development, (Ta) rail transit station within 1/4 mile, (To) rail station immediately adjacent or connected-TOD
2
Development units in gross square feet of floor area unless otherwise indicated. Italics denote occcupied development units.
3
Anchored by discount store.
4
Anchored by grocery store comprising major portion of total floor area.
Table B.2 Baseline Weekday PM Peak Period Mode Share and
 Table B.3 Baseline Vehicle Occupancy in
Trip Generation Manual Data Volumes
Land Use Classification Vehicle Occupancy
Code Description Time Period Average Range Comment
021 Commercial Airport Weekday 1.79–2.42
022 General Aviation Airport Weekday 1.20–1.70
030 Intermodal Truck Terminal Weekday 1.16 avg. of 2 studies
110 General Light Industrial Not
Available for all industrial
1.3
120 General Heavy Industrial Not Available sites
150 Warehousing Not Available
130 Industrial Park Weekday 1.37 1.20–1.80
140 Manufacturing Weekday 1.20–1.30
151 Mini-Warehouse Weekday 1.20–1.90
714 Corporate Headquarters Building Weekday 1.2 1.03–1.74 avg. of 10 studies
715 Single Tenant Office Building Not
1.1 1.03–1.14 avg. of 10 studies
Available
720 Medical Dental Office Building Not
1.37 1.32–1.44 avg. of 6 studies
Available
731 State Motor Vehicles Department Weekday 1.38 1.30–1.48
732 United States Post Office Weekday 1.14 avg. of 4 studies
760 Research and Development
Weekday 1.19 1.10–1.33 avg. of 13 studies
Center
812 Building Materials and Lumber
Weekday 1.17 1.10–1.21
Store
815 Free-Standing Discount Store Weekday 1.32 1.19–1.46 avg. of 2 sites
816 Hardware/Paint Store Weekday 1.31 1.15–1.39 avg. of all sites
857 Discount Club Not
1.45 limited sample
Available
860 Wholesale Market Weekday 1.21 avg. for site
890 Furniture Store Weekday 1.42 1.12–2.00
920 Copy, Print, and Express Ship AM street pk 1.12
Store PM street pk 1.21
Pk. Hour 1.16
931 Quality Restaurant Weekday 1.78 1.59–1.98
932 High-Turnover (Sit-Down)
Weekday 1.52 1.39–1.69
Restaurant
Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers, Washington, DC, 2012.

Appendix B: Person Trip Data For Baseline Sites 145

 Appendix C. Person Trip Data for Infill Sites

This appendix contains a compilation of infill site modal person trip data originating in part from
the sources described in Appendix G and in part from data collected at additional sites specifically
for development of this Handbook. These limited data represent a start on an infill trip generation
database. More data are needed for additional land uses and sites to confirm the conclusions
described in Chapter 7 and to develop comprehensive mode share and vehicle occupancy for infill
development across all major land use classifications and context types.

Tables C.1 through C.8 contain AM and PM peak period mode share information for residential
(Tables C.1 and C.2), office (C.3 and C.4), general retail (C.5), convenience store (C.6), and
restaurant (C.7 and C.8) in infill settings. Site context is represented by area type categories
described in Chapter 3 of this Handbook. Many of the sites are non-isolated and required a
combination of interview and count data to determine mode shares. Data were collected during one
or more weekday peak periods. All data were collected directionally but were combined to report as
non-directional. Vehicle occupancy was not reported for most sites.

Tables C.9 and C.10 present directional (inbound and outbound) mode share and vehicle occupancy
during AM and PM peak periods, respectively, for a subset of the sites presented in Tables C.1
through C.8.

Data collected at infill sites, though limited, provides some significant findings and conclusions.
●● One of the most important findings is confirmation that the motor vehicle mode share at infill

development is consistently and significantly less than 100 percent. This finding is true for all of
the land uses for which data are reported.
●● The variance in the percentage of trips made by motor vehicle appears to depend on the site context

(the more-urban settings have lower motor vehicle mode shares) and the proximity of rail transit.
●● The proximity of an infill site to a university campus appears to result in a significant reduction in

the motor vehicle mode share.4

●● Walking is the predominant mode of the non-motor vehicle trips at infill sites. Even at sites close

to rail stations, walk trips tend to substantially outnumber transit trips.

●● Bicycle trips, where counted separately, make up a small percentage of the person trips at infill sites.

Although data presented in the Tables Cemonstrates that infill development generates fewer person
trips by motor vehicle, more data are needed to determine to what extent the motor vehicle mode
share changes with changes in site context.

4
This finding was also observed in the California Urban Infill Trip Generation Study. Data collected at multiple
mixed-use sites near the University of California at Berkeley campus showed significantly lower vehicle trips than
similar mixed-use sites elsewhere. Further investigation found that nearly 50 percent of the persons surveyed
were associated with the campus either as a student, faculty, or staff. Source: Kimley-Horn and Associates, Inc.
Economic & Planning Systems, and Gene Bregman & Associates. Trip-Generation Rates for Urban Infill Land
Uses in California Phase 2: Data Collection Final Report. California Department of Transportation (Caltrans)
Headquarters Divisions of Transportation Planning and Research & Innovation, Sacramento, CA, 2009.

Appendix C: Person Trip Data for Infill Sites 147

 Table C.1 Infill Weekday AM and PM Non-Directional Peak Period
Mode Share and Vehicle Occupancy Examples—Multi-Family Residential

148 Trip Generation Handbook, 3rd Edition

 Table C.2 Infill Weekday AM and PM Non-­Directional
Peak Period Mode Share and Vehicle Occupancy Examples—Office
PM
Mode Shares
Occupied
Area Motor Sample
Dwelling ITE Vehicle
1 2 3
Land Use Location Type Units LUC Vehicle Transit Walk Bike Occupancy Size Source
Apartment Pasadena, CA 3 355 DU 220 68 1 32 1.21 111-215 Caltrans/UC Davis; TTI
Apartment Los Angeles, CA 3 73 DU 220 60 40 0 1.14 76 Gibson Transp. Consult.
Apartment Los Angeles, CA 3 72 DU 220 46 54 0 1.18 27 Gibson Transp. Consult.
Apartment Brentwood, CA 6 178 DU 220 92 3 5 1.47 313 Fehr & Peers
High-Rise
Apartment Sacramento, CA 1Ta 192 DU 222 74 8 15 3 1.17 127 Caltrans/TTI
High-Rise
Apartment N. Hollywood, CA 4Ta 173 DU 222 77 5 15 3 1.28 23-270 Caltrans/TTI
High-Rise
Apartment San Francisco, CA 0a 178 DU 222 27 23 50 na 64 Caltrans/UC Davis
High-Rise
Apartment Los Angeles, CA 0a 308 DU 222 39 0 61 na 24 Caltrans/UC Davis; TTI
Mid-Rise
Apartment Sacramento, CA 3Ta 256 DU 223 70 4 21 5 1.12 128-169 Caltrans/TTI
Mid-Rise
Apartment Walnut Creek, CA 2Ta 370 DU 223 61 20 18 0 1.26 145-275 Caltrans/TTI
Mid-Rise
Apartment Walnut Creek, CA 2Ta 490 DU 223 58 27 15 1 1.28 263-328 Caltrans/TTI
Mid-Rise
Apartment Walnut Creek, CA 2Ta 856 DU 223 64 17 17 1 1.25 270-623 Caltrans/TTI
Mid-Rise
Apartment San Jose, CA 1Ta 190 DU 223 44 26 28 2 1.12 137-104 Caltrans/TTI
Mid-Rise
Apartment San Jose, CA 3 187 DU 223 52 25 18 5 1.22 116-125 Caltrans/TTI
Mid-Rise
Apartment Los Angeles, CA 4Ta 154 DU 223 72 6 21 0 1.24 38-385 Caltrans/TTI
Mid-Rise
Apartment Los Angeles, CA 4To 431 DU 223 44 22 33 0 1.13 138-184 Caltrans/TTI
Mid-Rise
Apartment Pasadena, CA 3 136 DU 223 67 4 26 2 1.19 65-122 Caltrans/TTI
Mid-Rise
Apartment Pasadena, CA 4Ta 128 DU 223 76 4 17 2 1.24 23-83 Caltrans/TTI
Mid-Rise
Apartment Pasadena, CA 4Ta 180 DU 223 89 2 9 0 1.29 33-200 Caltrans/TTI
Mid-Rise
Apartment N. Hollywood, CA 3Ta 420 DU 223 75 11 14 0 1.32 79-386 Caltrans/TTI
Mid-Rise
Apartment Woodland Hills, CA 6 491 DU 223 91 4 5 0 1.24 48-436 Caltrans/TTI
Mid-Rise
Apartment La Mesa, CA 3To 286 DU 223 55 18 26 1 1.37 140-183 Caltrans/TTI
Mid-Rise
Apartment La Mesa, CA 3To 226 DU 223 67 17 15 0 1.30 70-149 Caltrans/TTI
Mid-Rise
Apartment Los Angeles, CA 3 113 DU 223 78 1 20 1.20 33-84 Caltrans/UC Davis; TTI
Mid-Rise
Apartment Los Angeles, CA 3 221 DU 223 44 0 6 1.17 61-123 Caltrans/UC Davis; TTI
Mid-Rise
Apartment Culver City, CA 3 110 DU 223 78 17 5 1.26 48-131 Caltrans/UC Davis; TTI
Mid-Rise
Apartment Berkeley, CA 3C 44 DU 223 7 27 66 na na Caltrans/Kimley-Horn
Mid-Rise
Apartment Berkeley, CA 3C 98 DU 223 24 5 71 na na Caltrans/Kimley-Horn
Mid-Rise
Apartment Berkeley, CA 3CTa 34 DU 223 15 9 76 na na Caltrans/Kimley-Horn
Mid-Rise
Apartment Berkeley, CA 3CTa 56 DU 223 20 7 73 na na Caltrans/Kimley-Horn
Mid-Rise
Apartment Berkeley, CA 1TaC 100 DU 223 24 14 62 na na Caltrans/Kimley-Horn
Mid-Rise
Apartment Oakland, CA 3 107 DU 223 40 19 40 na 65 Caltrans/UC Davis
Mid-Rise
Apartment Oakland, CA 3 220 DU 223 54 19 26 na 137 Caltrans/UC Davis
Mid-Rise 4M
Apartment Emeryville, CA 101 DU 223 71 2 27 na 105 Caltrans/UC Davis
Mid-Rise 3Ta
Apartment Sacramento, CA 66 DU 223 67 3 30 na 37 Caltrans/UC Davis
Mid-Rise
Apartment Berkeley, CA 3 71 DU 223 35 30 35 na na Caltrans/Kimley-Horn
Mid-Rise
Apartment Pasadena, CA 4To 221 DU 223 59 8 33 1.12 70-209 Caltrans/UC Davis; TTI
Mid-Rise
Apartment Pasadena, CA 4M 259 DU 223 55 1 44 na 73 Caltrans/UC Davis; TTI
Resid Condo/TH San Diego, CA 0a 149 DU 230 69 0 31 na na Caltrans/Kimley-Horn
Hi-Rise Condo/TH San Diego, CA 1Ta 211 DU 232 73 7 20 na na Caltrans/Kimley-Horn

Simple average - all Area Type 0 - 4 (including Ta/To) for LUC 220-232 55 13 32 1.22
Simple average - all Area Type 0a for LUC 220-232 45 8 47 na
Simple average - all Area Type 1/1Ta for LUC 220-232 54 14 33 na
Simple average - all Area Type 2/2Ta for LUC 220-232 61 21 18 1.26
Simple average - all Area Type 3/3Ta/3To for LUC 220-232 51 16 33 1.22
Simple average - all Area Type 4/4Ta/4To for LUC 220-232 68 6 26 1.22
Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit
availability. Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5)
suburban strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions noted
are (C) adjacent to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within 1/4 mile or
(To) rail station immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is shown

Appendix C: Person Trip Data for Infill Sites 149

 Table C.3 Infill Weekday AM and PM Non-Directional Peak Period
Mode Share and Vehicle Occupancy Examples—General Retail
AM
Mode Shares
Occupied
Area Motor Sample
Develop- ITE Vehicle
1 2 3
Land Use Location Type ment Units LUC Vehicle Transit Walk Bike Occupancy Size Source
Office 316,300
Concord, CA 2Ta sf 710 83 12 5 0 1.18 262 Caltrans/TTI
Office 190,000
Fremont, CA 4Ta sf 710 85 10 4 1 1.04 245 Caltrans/TTI
Office 171,000
Los Angeles, CA 4Ta sf 710 75 11 14 0 1.12 60-251 Caltrans/TTI
Office 170,000
Los Angeles, CA 4Ta sf 710 76 13 11 0 1.22 41-124 Caltrans/TTI
Office 270,600
Los Angeles, CA 4Ta sf 710 72 16 12 0 1.12 138-333 Caltrans/TTI
Office 183,300
Pasadena, CA 4Ta sf 710 91 4 4 1 1.09 56-286 Caltrans/TTI
Office 153,900
N. Hollywood, CA 4 sf 710 82 15 3 0 1.11 160 Caltrans/TTI
Office 179,500
N. Hollywood, CA 4Ta sf 710 78 13 8 1 1.16 176 Caltrans/TTI
Office 511,000
Los Angeles, CA 7Ta sf 710 86 8 5 1 1.28 83-987 Caltrans/TTI
Office 263,200
San Diego, CA 4MTa sf 710 89 3 9 0 1.13 143 Caltrans/TTI
Office 270,600
San Diego, CA 3 sf 710 93 1 6 0 1.05 40-738 Caltrans/TTI
Office 222,500
San Diego, CA 4 sf 710 93 1 6 0 1.08 24-627 Caltrans/TTI
Office 231,700
San Diego, CA 4 sf 710 85 5 10 1 1.05 25-685 Caltrans/TTI
Office Los Angeles, CA 1 138,100 710 95 4 1 na na Caltrans/Kimley-Horn
Office Sacramento, CA 1Ta 416,000 710 62 9 27 2 na 193 Caltrans/UC Davis
Office Sacramento, CA 1Ta 64,000 sf 710 68 8 11 13 na 25 Caltrans/UC Davis
Office Oakland, CA 0bMTo 192,000 710 52 41 2 6 na 36 Caltrans/UC Davis
Office San Francisco, CA 1 310,000 710 42 37 16 5 na 60 Caltrans/UC Davis
Office San Francisco, CA 1 321,000 710 20 61 17 2 na 118 Caltrans/UC Davis
Office San Francisco, CA 1 229,000 710 33 26 34 7 na 37 Caltrans/UC Davis
Office Oakland, CA 0bMTo 175,000 710 52 31 11 6 na 46 Caltrans/UC Davis
Office Emeryville, CA 4 235,000 710 51 22 13 14 na 62 Caltrans/UC Davis
Office San Mateo, CA 4 50,000 sf 710 100 0 0 0 na 41 Caltrans/UC Davis
Office Pasadena, CA 4 98,600 sf 710 70 25 5 0 1.06 205 Gibson Transp. Consult.
Office Culver City, CA 5 347,000 710 83 14 0 3 1.03 747 Gibson Transp. Consult.
Office Los Angeles, CA 5 180,000 710 71 23 5 1 1.15 233 Gibson Transp. Consult.
Office Seal Beach, CA 6 265,000 710 100 0 0 0 1.04 427 Gibson Transp. Consult.
Simple average - all Area Type 0-4 (including Ta/To) for LUC 710 72 16 12 1.11
Simple average - all Area Type 1/1Ta for LUC 710 53 24 23 na
Simple average - all Area Type 4/4Ta/4To for LUC 710 81 11 9 1.11
Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit
availability. Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5)
suburban strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions
noted are (C) adjacent to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within
1/4 mile or (To) rail station immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is shown
after the dash.

150 Trip Generation Handbook, 3rd Edition

 Table C.4 Infill Weekday AM and PM Non-Directional Peak Period
Mode Share and Vehicle Occupancy Examples—Convenience Store
PM
Mode Shares
Occupied
Area Motor Sample
Develop- ITE Vehicle
1 2 3
Land Use Location Type ment Units LUC Vehicle Transit Walk Bike Occupancy Size Source
Office 316,300
Concord, CA 2Ta sf 710 87 7 6 0 1.04 206 Caltrans/TTI
Office 190,000
Fremont, CA 4Ta sf 710 79 11 9 1 1.18 182 Caltrans/TTI
Office 171,000
Los Angeles, CA 4Ta sf 710 67 11 22 0 1.15 69-328 Caltrans/TTI
Office 170,000
Los Angeles, CA 4Ta sf 710 75 12 13 0 1.10 41-180 Caltrans/TTI
Office 270,600
Los Angeles, CA 4Ta sf 710 70 13 16 1 1.17 140-334 Caltrans/TTI
Office 183,300
Pasadena, CA 4Ta sf 710 87 6 6 1 1.08 54-239 Caltrans/TTI
Office 153,900
N. Hollywood, CA 4 sf 710 84 11 5 0 1.17 102 Caltrans/TTI
Office 179,500
N. Hollywood, CA 4Ta sf 710 75 14 11 1 1.19 200 Caltrans/TTI
Office 511,000 112-
Los Angeles, CA 7Ta sf 710 87 5 8 0 1.39 1072 Caltrans/TTI
Office 263,200
San Diego, CA 4MTa sf 710 90 5 5 0 1.21 75 Caltrans/TTI
Office 270,600
San Diego, CA 3 sf 710 94 1 5 1 1.05 33-661 Caltrans/TTI
Office 222,500
San Diego, CA 4 sf 710 94 1 5 0 1.08 42-552 Caltrans/TTI
Office 231,700
San Diego, CA 4 sf 710 88 3 9 0 1.07 17-760 Caltrans/TTI
Office Los Angeles, CA 1 138,100 710 77 23 0 na na Caltrans/Kimley-Horn
Office Sacramento, CA 1Ta 416,000 710 66 12 19 3 na 272 Caltrans/UC Davis
Office Sacramento, CA 1Ta 64,000 sf 710 68 8 17 7 na 44 Caltrans/UC Davis
Office Oakland, CA 0bMTo 192,000 710 34 51 10 6 na 72 Caltrans/UC Davis
Office San Francisco, CA 1 310,000 710 39 41 16 4 na 110 Caltrans/UC Davis
Office San Francisco, CA 1 321,000 710 19 65 15 2 na 178 Caltrans/UC Davis
Office San Francisco, CA 1 229,000 710 25 35 39 1 na 72 Caltrans/UC Davis
Office Oakland, CA 0bMTo 175,000 710 55 27 13 5 na 65 Caltrans/UC Davis
Office Emeryville, CA 4 235,000 710 56 14 22 8 na 153 Caltrans/UC Davis
Office San Mateo, CA 4 50,000 sf 710 82 4 14 0 na 68 Caltrans/UC Davis
Office Pasadena, CA 4 98,600 sf 710 69 26 3 2 1.08 263 Gibson Transp.
Office Culver City, CA 5 347,000 710 91 9 0 0 1.04 681 Gibson Transp.
Office Los Angeles, CA 5 180,000 710 68 22 9 1 1.07 338 Gibson Transp.
Office Seal Beach, CA 6 265,000 710 na na na na na na Gibson Transp.
imple average - all Area Type 0-4 (including Ta/To) for LUC 710 69 17 14 1.12
Simple average - all Area Type 1/1Ta for LUC 710 49 31 20 na
Simple average - all Area Type 4/4Ta/4To for LUC 710 80 11 9 1.14
Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit
availability. Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5)
suburban strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions
noted are (C) adjacent to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within
1/4 mile or (To) rail station immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is
shown after the dash.

Appendix C: Person Trip Data for Infill Sites 151

 Table C.5 Infill Weekday AM and PM Non-Directional Peak Period
Mode Share and Vehicle Occupancy Examples—Restaurant
AM
Mode Shares
Occupied
Area Motor Sample
Develop- ITE Vehicle
1 2 3
Land Use Location Type ment Units LUC Vehicle Transit Walk Bike Occupancy Size Source
Los Angeles,
Shopping center CA 3 54,900 sf 820 86 12 2 1.44 42 Gibson Transp. Consult.
Shopping center Los Angeles, 4 11,000 sf 820 68 24 8 1.39 348 Gibson Transp. Consult.

Supermarket San Diego, CA 0a 43,300 sf 850 50 10 40 na na Caltrans/Kimley-Horn

Retail apparel Los Angeles, 3 44,800 sf 876 95 5 0 1.12 53 Gibson Transp. Consult.

Flower shop Berkeley, CA 3TaC 2,400 sf na 100 0 0 na na Caltrans/Kimley-Horn

Simple average - all Area Type 3/3Ta for General Retail 94 6 1 na

PM
Mode Shares

Motor Sample
Vehicle
2 3
Vehicle Transit Walk Bike Occupancy Size
497,600 252-
4
Shopping center Pasadena,
g CA 4M sf 820 78 18 4 1.39 1190 Caltrans/UC Davis; TTI
Shopping center CA 3 54,900 sf 820 62 37 1 1.04 43 Gibson Transp. Consult.
Shopping center Los Angeles, 4 11,000 sf 820 63 33 4 1.19 474 Gibson Transp. Consult.

Supermarket San Diego, CA 0a 43,300 sf 850 50 12 38 na na Caltrans/Kimley-Horn

Office supply Oakland, CA 3 30,000 sf 867 85 0 15 na 41 Caltrans/UC Davis

Retail apparel Los Angeles, 3 44,800 sf 876 54 45 1 1.13 58 Gibson Transp. Consult.
CA

Pharmacy Oakland, CA 0bToM 11,000 sf 880 0 45 55 na 46 Caltrans/UC Davis

Copy/print shop Berkeley, CA 3TaC 3,000 sf na 38 0 62 na na Caltrans/Kimley-Horn

Flower shop Berkeley, CA 3TaC 2,400 sf na 100 0 0 na na Caltrans/Kimley-Horn

Simple average - all Area Type 3/3Ta for General Retail 68 16 16 na
Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit
availability. Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5)
suburban strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions
noted are (C) adjacent to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within
1/4 mile or (To) rail station immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is
4
Section surveyed.

152 Trip Generation Handbook, 3rd Edition

 Table C.6 Infill Development Weekday Directional AM Peak Period
Mode Share and Vehicle Occupancy Examples
PM
Mode Shares
Occupied
Area Motor Sample
Develop- ITE Vehicle
1 2 3
Land Use Location Type ment Units LUC Vehicle Transit Walk Bike Occupancy Size Source
Convenience store Portland, OR 1Ta 2,100 sf 851 19 13 61 7 na 31 OTREC/Portland State U
Convenience store Portland, OR 1Ta 2,400 sf 851 28 13 52 7 na 46 OTREC/Portland State U
Convenience store Portland, OR 1Ta 3,318 sf 851 29 6 56 9 na 34 OTREC/Portland State U
Convenience store Portland, OR 3 2,600 sf 851 42 13 39 6 na 32 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 66 4 26 4 na 47 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 39 8 51 2 na 83 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 62 8 19 11 na 37 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 88 2 10 0 na 51 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 45 10 31 14 na 42 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 25 8 55 12 na 40 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 74 0 16 10 na 32 OTREC/Portland State U
Convenience store Portland, OR 3 2,400 sf 851 63 3 27 7 na 30 OTREC/Portland State U
Convenience store Portland, OR 3 2,464 sf 851 56 0 37 7 na 31 OTREC/Portland State U
Convenience store Portland, OR 3 3,334 sf 851 77 3 13 7 na 31 OTREC/Portland State U
Convenience store Portland, OR 3Ta 2,400 sf 851 67 15 15 3 na 33 OTREC/Portland State U
Convenience store Clackamas, OR 5 2,475 sf 851 90 0 7 3 na 41 OTREC/Portland State U
Convenience store Gresham, OR 5 2,500 sf 851 74 0 10 16 na 31 OTREC/Portland State U
Convenience store Portland, OR 5 2,500 sf 851 76 3 21 0 na 34 OTREC/Portland State U
Convenience store Forest Grove, OR 6 2,400 sf 851 70 0 19 11 na 69 OTREC/Portland State U
Convenience store Wilsonville, OR 6 2,500 sf 851 94 0 6 0 na 35 OTREC/Portland State U
Convenience store Aloha, OR 6 3,000 sf 851 56 11 24 9 na 48 OTREC/Portland State U

Simple average - all LUC 851 59 6 28 7 na

Simple average - all Area Type 1Ta for LUC 851 25 11 56 8 na
Simple average - all Area Type 3/3Ta for LUC 851 59 6 28 7 na
Simple average - all Area Type 5 for LUC 851 80 1 13 6 na

Simple average - all Area Type 6 for LUC 851 73 4 16 7 na

Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit availability.
Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban
strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions noted are (C) adjacent
to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within 1/4 mile or (To) rail station
immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is shown after the

Appendix C: Person Trip Data for Infill Sites 153

154
AM
Mode Shares
Occupied

Trip Generation Handbook, 3rd Edition

Area Motor Sample
Develop- ITE Vehicle
1 2 3
Land Use Location Type ment Units LUC Vehicle Transit Walk Bike Occupancy Size Source
Fast food San Diego, CA 0a 1,250 sf 933 50 13 37 na na Caltrans/Kimley-Horn
Fast food Berkeley, CA 1TaC 4,500 sf 933 64 0 36 na na Caltrans/Kimley-Horn
Fast food Berkeley, CA 3Ta 5,000 sf 933 33 11 56 na na Caltrans/Kimley-Horn

Simple average - all LUC 933 49 8 43

Coffee shop San Francisco, CA 0aM 1,556 sf 936 24 18 58 0 na 49 Caltrans/UC Davis
Coffee shop San Francisco, CA 0aM 1,097 sf 936 12 32 56 0 na 79 Caltrans/UC Davis
Coffee shop Sacramento, CA 0aTaM 1,652 sf 936 22 18 59 1 na 145 Caltrans/UC Davis
Coffee shop Oakland, CA 3M 1,300 sf 936 45 7 44 4 na 123 Caltrans/UC Davis

Simple average - all LUC 936 26 19 54 1

Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit
availability. Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban
strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions noted are (C) adjacent
to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within 1/4 mile or (To) rail station
immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is shown after
Mode Share and Vehicle Occupancy Examples
Table C.7 Infill Development Weekday Directional PM Peak Period
 PM
Mode Shares
Occupied
Area Motor Sample
Develop- ITE Vehicle
1 2 3
Land Use Location Type ment Units LUC Vehicle Transit Walk Bike Occupancy Size Source
HT sit-down restaurant Portland, OR 3 2,250 sf 932 79 3 0 18 na 33 OTREC/Portland State U
HT sit-down restaurant Portland, OR 3 1,100 sf 932 65 4 22 9 na 46 OTREC/Portland State U
HT sit-down restaurant Portland, OR 3 2,000 sf 932 58 6 26 10 na 31 OTREC/Portland State U
HT sit-down restaurant Burbank, CA 3 5,000 sf 932 98 1 0 1 1.89 86 Gibson Transp. Consult.
HT sit-down restaurant Portland, OR 5 2,100 sf 932 90 0 10 0 na 30 OTREC/Portland State U

Simple average - all LUC 932 78 3 12 8 na

Fast food San Diego, CA 0a 1,250 sf 933 17 0 83 na na Caltrans/Kimley-Horn
Fast food Berkeley, CA 1TaC 4,500 sf 933 35 8 57 na na Caltrans/Kimley-Horn
Fast food Berkeley, CA 3Ta 5,000 sf 933 57 10 33 na na Caltrans/Kimley-Horn

Simple average - all LUC 933 36 6 58

Coffee shop San Francisco, CA 0aM 1,556 sf 936 31 8 61 0 na 38 Caltrans/UC Davis
Coffee shop Sacramento, CA 0aTaM 1,652 sf 936 25 9 61 5 na 44 Caltrans/UC Davis
Coffee shop Oakland, CA 3M 1,329 sf 936 93 2 5 0 na 44 Caltrans/UC Davis
Coffee shop Oakland, CA 3M 1,300 sf 936 24 10 62 4 na 49 Caltrans/UC Davis

Simple average - all LUC 936 43 7 47 2

Bar/rest./entertainment Berkeley, CA 1TaC 12,000 sf 925 43 29 28 na na Caltrans/Kimley-Horn
Notes: Simple averages are shown only where at least three sites are available for similar combinations of area type, context, and rail transit availability.
Sums of average mode shares may not add to 100% due to rounding. "na" designates not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban
strip commercial, (6) general suburban, (7) special district, (8) rural town business district, (9) rural. Special context conditions noted are (C) adjacent
and Vehicle Occupancy Examples—Restaurant

to university campus, (M) within larger mixed-use development. Rail transit availability is (Ta) rail transit station within 1/4 mile or (To) rail station
immediately adjacent or connected-TOD.
2
Motor vehicle trips is the sum of person trips in personal passenger vehicles and trucks.
3
Number of person trips covered by usable interviews; if two values are listed, the number of vehicles counted for vehicle occupancy is shown after the
Table C.8 Infill Weekday PM Non-Directional Peak Period Mode Share

Appendix C: Person Trip Data for Infill Sites

155
156
Table D.9 Infill Development Weekday Directional AM Peak Period Mode Share and Vehicle Occupancy Examples
Inbound Outbound

Trip Generation Handbook, 3rd Edition

Mode Shares Mode Shares
Personal Personal
Area Develop- ITE Passenger Vehicle Sample Passenger Vehicle Sample
Land Use Location Type1 ment Units2 LUC Vehicle Truck Walk Transit Bike Occ. Size Vehicle Truck Walk Transit Bike Occ. Size Source
Apartments Los Angeles, CA 3 73 DU 220 na na na na na na na 72 0 28 0 0 1.18 58 Gibson Transp. Consult.
Apartments3 Los Angeles, CA 3C 72 DU 220 na na na na na na na 86 0 14 0 0 1.19 25 Gibson Transp. Consult.

Office Culver City, CA 5 347,000 710 82 3 13 0 2 1.04 530 70 6 19 0 6 1.03 217 Gibson Transp. Consult.
Office Pasadena, CA 4 98,600 710 74 2 18 6 0 1.05 174 33 3 64 0 0 1.22 31 Gibson Transp. Consult.
Office Los Angeles, CA 5 180,000 710 71 1 21 6 1 1.07 207 54 4 42 0 0 1.00 26 Gibson Transp. Consult.
Office Seal Beach, CA 6 265,000 710 98 2 0 0 0 1.04 393 74 26 0 0 0 1.08 34 Gibson Transp. Consult.
Simple average - all LUC 710 81 2 13 3 1 1.05 58 10 31 0 2 1.08
Shopping center Los Angeles, CA 4 11,000 820 68 0 25 5 2 1.21 179 69 0 23 6 2 1.18 169 Gibson Transp. Consult.
Shopping center Los Angeles, CA 3 54,900 820 70 12 15 0 3 1.05 32 na na na na na na na Gibson Transp. Consult.
Retail apparel Los Angeles, CA 3 44,800 876 68 0 32 0 0 1.15 31 50 8 42 0 0 1.09 22 Gibson Transp. Consult.
Simple average - all retail 69 4 24 2 2 1.14
na - not available or insufficient sample size.
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban strip commercial, (6) general suburban, (7) special district, (8) rural town
business district, (9) rural, (C) adjacent to university campus, (M) within larger mixed-use development, (Ta) rail transit station within 1/4 mile, (To) rail station immediately adjacent or connected-TOD

2
Development units in gross square feet of floor area unless otherwise indicated.
3
Serving UCLA campus area.
Share and Vehicle Occupancy Examples
Table C.9 Infill Development Weekday Directional AM Peak Period Mode
 Table D.10 Infill Development Weekday Directional PM Peak Period Mode Share and Vehicle Occupancy Examples
Inbound Outbound
Mode Shares Mode Shares
Personal Personal
Area Develop- ITE Passenger Vehicle Sample Passenger Vehicle Sample
Land Use Location Type1 ment Units2 LUC Vehicle Truck Walk Transit Bike Occ. Size Vehicle Truck Walk Transit Bike Occ. Size Source
Apartments Los Angeles, CA 3 73 DU 220 76 0 24 0 0 1.14 30 na na na na na na na Gibson Transp. Consult.
Apartments3 Los Angeles, CA 3C 72 DU 220 64 0 36 0 0 1.23 22 na na na na na na na Gibson Transp. Consult.

Office Culver City, CA 5 347,000 710 51 7 39 0 3 1.04 106 95 2 2 0 1 1.03 575 Gibson Transp. Consult.
Office Pasadena, CA 4 98,600 710 70 5 24 0 1 1.11 80 80 2 13 3 2 1.03 183 Gibson Transp. Consult.
Office Los Angeles, CA 5 180,000 710 74 0 26 0 0 1.36 37 66 1 22 10 1 1.11 301 Gibson Transp. Consult.
Simple average - all LUC 710 65 4 30 0 1 1.17 80 2 12 4 1 1.06
Shopping center Los Angeles, CA 4 11,000 820 60 1 35 3 1 1.31 225 64 1 31 3 1 1.45 249 Gibson Transp. Consult.
Shopping center Los Angeles, CA 3 54,900 820 64 0 35 0 1 1.46 288 60 0 39 0 1 1.42 297 Gibson Transp. Consult.
Retail apparel Los Angeles, CA 3 44,800 876 55 0 45 0 0 1.13 77 52 1 46 1 0 1.12 87 Gibson Transp. Consult.
Simple average - all retail 60 0 38 1 1 1.30 59 1 39 1 1 1.33
High turn restaurant Burbank, CA 3 5,000 932 99.0 0 0 0 1 1.90 50 97 0 2 0 1 1.88 36 Gibson Transp. Consult.
na - not available or insufficient sample size
1
Area types: (0a) regional CBD, (0b) outlying CBD, (1) urban core, (2) activity center, (3) general urban, (4) suburban business district, (5) suburban strip commercial, (6) generall suburban, (7) special district, (8) rural town
business district, (9) rural, (C) adjacent to university campus, (M) within larger mixed-use development, (Ta) rail transit station within 1/4 mile, (To) rail station immediately adjacent or connected-TOD

2
Development units in gross square feet of floor area unless otherwise indicated.
3
Serving UCLA campus area.
Share and Vehicle Occupancy Examples
Table C.10 Infill Development Weekday Directional PM Peak Period Mode

Appendix C: Person Trip Data for Infill Sites

157
 Appendix D. Key Research with Transit-Friendly
Site Mode Share Data

This appendix summarizes mode share data collected for several studies of sites classified as
transit-oriented development (TOD).5 For each such site, information is provided on the specific land
use surveyed, site size (such as number of dwelling units), location within the urban area [central
business district (CBD) or non-CBD], and proximity to transit (rail or bus).6

As an indicator of the context of the individual TOD sites, walk/bike mode shares are provided where
available from the research. The numbers of pedestrians and bicyclists (and therefore the walk/bike
mode share percentages of all person trips) vary significantly across the TOD sites. A site with a
higher walk/bike mode share is likely to be in a more urban setting (or in a setting with more nearby
complementary land uses) than a site with a lower walk/bike mode share.

In order to isolate the effect of transit service proximity and type on trip-making at the TOD site,
the text and tables present the percentages of persons arriving or departing each surveyed site
via transit for motorized trips. This percentage demonstrates the split between personal passenger
vehicles and transit. It represents the direct effect of transit service type and proximity on TOD site
trip-making. Other reductions to reflect the effects of an urban infill setting or of internal capture at a
mixed-use site can be and should be addressed separately.

In some of the reference documents, transit mode share is defined as the percentage taking transit
to or from a site inclusive of walk/bike access. To maintain consistency with the transit mode share
definition in this Handbook as the transit mode share for motorized trips, the tables in this appendix,
in some cases, recalculate the transit percentages in the reference source. The analyst should take
care in considering the materials in this appendix and in other sources to consider whether the “non-
transit” percentage includes or excludes walk/bike trips.

The presentation of this material demonstrates the complexity of inter-related variables such as site
density, land use diversity, location relative to transit and CBD core areas, and even demographics
(such as presence of college students). The wide range of mode share data in this appendix
demonstrates the value of using local data that are relevant to the study site and the importance of
the continuing development of more robust databases from which mode share inferences for wider
transferability can be developed.

5
The precise definition of TOD can (and does) vary in its many applications in research reports and local
ordinances. This Handbook uses the term transit-friendly development (TFD) to describe any development that is
directly connected, immediately adjacent to, or directly oriented toward a rail station or stop (including heavy rail,
light rail, streetcar, and commuter rail) or a multi-route bus transit center with high-frequency service. The term
TOD is retained in this appendix text because that is the term used in the referenced research reports.
6
For the purpose of this appendix, CBD is defined as the downtown area for the core city of the metropolitan region. It
typically includes good transit service, shared and priced parking both on-street and in structured garages or surface
lots, an extensive pedestrian sidewalk network, multi-storied buildings, and a wide range of land uses.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 159
 Travel Characteristics of Transit-Oriented Development in California

A California Department of Transportation (Caltrans)-funded research study7 produced a report that

“… presents findings from a statewide data collection effort that surveyed patrons of forty TODs—26
residential buildings, 9 office buildings, 3 hotels, and 2 retail complexes—during the spring and early
summer of 2003. Sites were selected along a combination of light, heavy, and commuter rail lines in
four California regions—the Bay Area and Sacramento in northern California and Los Angeles and
San Diego in southern California; between the four regions, each type of rail system is represented
in both northern and southern California.”

Residential

Because of concerns over sample sizes at individual residential sites, the mode share information is
aggregated in the report to composite sites instead of being presented for individual station areas. As
shown in Table D.1, transit mode share information was compiled for five composite locations—two
heavy rail (A and B in the table), two light rail (C and D in the table), and one commuter rail (E in the
table). The distance to the rail station is an average for the individual residential sites.

Information was collected on daily commute and non-commute trips made by only one household
member per household—either the primary wage-earner or the person who commutes to work on
the most regular basis.

Data in Table D.1 show that for the surveyed residential sites (which are typically within one-quarter
mile of the rail station), transit share is not sensitive to distance from the station. Note that all sites
are located outside the metropolitan area CBD.

7
Lund, H., R. Cervero, and R. Willson. Travel Characteristics of Transit-Oriented Development in California,
California State Polytechnic University, University of California at Berkeley, 2004

160 Trip Generation Handbook, 3rd Edition

Table D.1 Transit Mode Shares at Surveyed Residential TOD Sites in California
Composite A Composite B Composite C Composite D Composite E
Metro Area San Francisco San Francisco Los Angeles San Diego San Francisco
# Sites 4 4 2 2 3
Rail Transit Type Heavy Heavy Light Light Commuter
Average Distance to Rail Transit
(ft.) 1,400 1,100 600 100 1,400
% Walk/Bike Trips
Commute 2% 1% 3% 2% 1%
Non-Commute 4% 6% 13% 1% 4%
% Transit for Motorized Trips 8

Commute 46% 38% 3% 13% 18%

Non-Commute 16% 15% 0% 5% 6%
Source: Data for these Tables Dxtracted from: Lund, H., R. Cervero, and R. Willson. “Travel Characteristics of Transit-
Oriented Development in California,” California State Polytechnic University, University of California at Berkeley, 2004.

Office

Table D.2 presents the results of surveys of employees at office buildings located near rail transit
stations. As was the case for the residential sites, concerns over limited survey sample sizes led to
the consolidation of data for several office sites into single composite values.

Table D.2 Transit Mode Shares at Surveyed Office TOD Sites in California
Site A Composite B Composite C Site D Site E Site F
Metro Area San Francisco San Francisco Los Angeles San Diego San Jose Los Angeles
# Sites 1 2 2 1 1 1
Rail Transit Type Heavy Heavy Heavy Light Light Commuter
Distance to Transit (ft.) 100 1,100 1,200 2,400 600 2,800
% Walk/Bike Trips for Employees
Commute 12 1 4 1 4 2
% Transit for Motorized Trips
Commute 44 17 8 3 30 6
Note: All sites are located outside the metropolitan area CBD.
Source: Data for these Tables Dxtracted from: Lund, H., R. Cervero, and R. Willson. “Travel Characteristics of Transit-
Oriented Development in California,” California State Polytechnic University, University of California at Berkeley, 2005.

8
For the purposes of this Handbook, non-walk/bike person trips to and from a site (that is, trips in a personal
passenger vehicle or truck) are called motorized trips. The percent transit values in the table represent the transit
trips portion of the motorized trips.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 161
 For the surveyed office sites, the commute trip transit mode share does have a downward sloping
relationship to the distance of the TOD workplace from the transit station. The farther a site is from
the station, the less likely it is that an employee uses transit.

Figure D.1, excerpted from the research report, shows that “work trip transit shares fall in an
exponential manner as the distance of an office site to its nearest station increases. While the
small sample size of this simple plot cautions against drawing strong inferences, the presence of
a relatively steep non-linear slope suggests considerable ridership benefits would accrue from
clustering employment growth around … rail stations.” The best fitted curve equation has an R2 value
of less than 0.50.

Figure D.1 Transit Share as a Function of Distance of Office Site

to Nearest Station

Source: Data in plots are from: Lund, H., R. Cervero, and R. Willson. Travel Characteristics of Transit-Oriented
Development in California, California State Polytechnic University, University of California at Berkeley, 2004, p. 101.

Retail

Retail site patrons were surveyed at three locations outside the metropolitan area CBD. Two sites are
located near a heavy rail station; the other near a light rail station. Distances to the stations are not
reported. The surveyed transit shares of the motorized commute trips were 13, 17, and 36 percent.

162 Trip Generation Handbook, 3rd Edition

Hotel Guests and Employees

Hotel employees were surveyed at two locations, both outside the regional CBD. One site is located
near a heavy rail station; the other near a light rail station. Distances to the stations are not reported.
The surveyed transit shares of the motorized commute trips (based on relatively small sample sizes)
were 32 and 96 percent.

WMATA Development-Related Ridership Survey

This Washington Metropolitan Area Transit Authority (WMATA) report presents an analysis of primary
data collected at residential, office, retail, hotel, and entertainment TOD sites in the Washington, DC
metropolitan area.9 Presented below are the report findings that are pertinent to TOD trip generation.

The table summaries for all of the data collection sites include a line item for distance between the
site and the nearest transit station. The distance shown is to the nearest heavy rail station. Surface
street bus service could actually be closer.

Office

Data were collected at 15 office buildings—13 outside downtown and two located in downtown
Washington, DC. Office workers completed self-administered surveys about their travel patterns.

Intercept surveys were used to obtain information about visitors. The intercept surveys were
conducted between 8:00 a.m.–5:00 p.m. Therefore, the visitor data do not necessarily reflect actual
AM and PM peak period travel patterns.

Table D.3 lists the transit mode share information (for motorized trips) for the study site workers and
visitors.

Data plots for the non-CBD office sites are shown. Figure D.2 presents the “percent transit for
motorized trips” for commuters. Figure D.3 includes the same data for visitors.

For both plots, the trends of the relationships indicate the transit mode share decreases with
increasing distance to the closest rail station. But neither plot produces a definitive and reliable
regression curve.

Residential

Self-administered surveys were distributed to residents in 18 buildings—16 located outside

downtown, two located downtown. Only the trips made by residents are captured in the surveys.
Information was not collected on visitor, on-site employee, delivery, or service trips at the sites.

Table D.4 lists the transit mode share information (for motorized trips) for all trips made during
the day by site residents and for work or school trips made by residents. The work or school data

9
Washington Metropolitan Area Transit Authority. WMATA Development-Related Ridership Survey.
Washington, DC: 2006.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 163
 are likely to closely resemble the actual overall AM peak period travel characteristics for the site
residents. The actual overall PM peak period characteristics are likely some combination of the work/
school and all day characteristics.

The first part of the table covers the non-downtown sites. The second part of the table covers the two
downtown sites.

Table D.3 Transit Mode Shares at Non-CBD Office TOD

(metropolitan Washington, DC)
Site Site Site Site Site Site Site Site Site Site Site Site Site Site Site
A B C D E F G H I J K L M N O
Office Square Footage (000 sf)
Total 584 235 619 165 74 163 784 412 512 153 87 230 303 484 149
Occupied n.a. 210 555 165 69 n.a. 590 n.a. n.a. 145 n.a. n.a. 265 430 n.a.
Distance to Heavy Rail Transit
(ft.) 0 100 200 450 600 700 700 850 950 1,400 1,600 1,900 2,000 2,600 3,000
% Transit for Motorized Trips
Commuter 24% 32% 49% 40% 18% 43% 29% 42% 38% 47% 20% 9% 18% 15% 11%
Daily
14% 14% 61% 54% 8% n.a. n.a. 36% 41% n.a. 17% n.a. 11% 16% 0%
Visitor

Table D.3 (Continued) Transit Mode Shares at Office TOD in CBD

(metropolitan Washington, DC)
Site Site
P Q
Office Square Footage
(000 sf)
Total 69 190
Occupied 69 170
Distance to Heavy
Rail Transit
(ft.) 0 1,000
% Transit for
Motorized Trips
Commuter 82% 74%
Daily Visitor 47% 24%
Source: Data for these Tables Dxtracted from: Washington Metropolitan Area Transit Authority. “WMATA
Development-Related Ridership Survey.” Washington, DC: WMATA, 2006.

164 Trip Generation Handbook, 3rd Edition

 Figure D.2 Commuter Transit Mode Share vs. Heavy Rail Transit Proximity
for Non-CBD Office Sites

Source: Data in plots are from: Washington Metropolitan Area Transit Authority. “WMATA Development-Related
Ridership Survey.” Washington, DC: WMATA, 2006.

Figure D.3 Visitor Transit Mode Share vs. Heavy Rail Transit Proximity
for Non-CBD Office Sites

Source: Data in plots are from: Washington Metropolitan Area Transit Authority. “WMATA Development-Related
Ridership Survey.” Washington, DC: WMATA, 2006.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 165
 Table D.4 Transit Mode Shares at Non-CBD Residential TOD
(metropolitan Washington, DC)
Site Site Site Site Site Site Site Site Site Site Site Site Site Site Site Site
A B C D E F G H I J K L M N O P
Dwelling Units
Total 564 345 378 714 575 509 308 499 540 858 399 404 120 196 706 310
Distance to Heavy Rail Transit
(ft.) 150 550 600 1,100 1,200 1,250 1,350 1,400 1,450 1,700 1,700 2,300 2,500 2,600 2,800 2,700
% Transit for Motorized Trips by Residents
All Trips 67% 65% 56% 58% 54% 54% 40% 41% 43% 60% 34% 18% 36% 70% 42% 37%
Work &
77% 63% 70% 76% 66% 64% 48% 55% 65% 65% 49% 36% 56% 71% 49% 64%
School Trips

Table D.4 (Continued) Transit Mode Shares at Residential TOD in CBD

(metropolitan Washington, DC)
Site Site
Q R
Dwelling Units
Total 385 462
Distance to Heavy Rail
Transit
(ft.) 500 1,700
% Transit for Motorized Trips
by Residents
All Trips 68% 82%
Work &
62% 86%
School Trips

Source: Data for these Tables Dxtracted from: Washington Metropolitan Area Transit Authority. “WMATA
Development-Related Ridership Survey.” Washington, DC: WMATA, 2006.

Figure D.4 is a data plot that illustrates the relationship between transit mode share (for motorized
trips) and rail transit station proximity at the non-CBD residential sites. The plot includes both the
resident work/school trip transit mode shares and the mode shares for all resident trips.

For both plots, the trends of the relationships indicate the transit mode share decreases with
increasing distance to the closest rail station. But neither plot produces a definitive and reliable fitted
curve equation.

166 Trip Generation Handbook, 3rd Edition

 Figure D.4 Resident Work/School Trip Transit Mode Share vs. Heavy Rail
Transit Proximity for Non-CBD Residential Sites

Source: Data in plots are from: Washington Metropolitan Area Transit Authority. “WMATA Development-Related
Ridership Survey.” Washington, DC: WMATA, 2006.

Retail

Intercept surveys were conducted at five retail sites. Results are shown in Table D.5. The interviews
took place throughout the day. One issue with data is how well the “all day” transit mode share
characteristics correlate to AM or PM peak period characteristics.

Table D.5 Transit Mode Shares at Non-CBD Retail TOD

(metropolitan Washington, DC)
Site A Site B Site C Site D Site E
Retail Square Footage (000) n.a. 151 490 108 n.a.
Distance to Heavy-Rail Transit (ft.) 0 0 800 1,200 1,700
% Transit for Motorized Trips 76% 57% 41% 64% 22%
Source: Data for these Tables Dxtracted from: Washington Metropolitan Area Transit Authority. “WMATA
Development-Related Ridership Survey.” Washington, DC: WMATA, 2006.

A data plot for transit mode share of motorized trips at the non-downtown retail sites is shown in
Figure D.5. The trend of the relationship indicates the transit mode share decreases with increasing
distance to the closest rail station.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 167
 Figure D.5 Transit Mode Shares vs. Heavy Rail Transit Proximity
at Non-CBD Retail TOD Sites

Source: Data in plots are from: Washington Metropolitan Area Transit Authority. “WMATA Development-Related
Ridership Survey.” Washington, DC: WMATA, 2006.

Hotel

A sample of guests and visitors at five hotels were intercepted and interviewed on a weekday between
7:00–10:00 a.m. Employees were excluded from interviews. Table D.6 summarizes the survey results.
The precision of the mode share results could be questionable because of the small numbers of
interviews conducted at the surveyed hotels. Data in the table should be viewed with caution.

Table D.6 AM Peak Period Transit Mode Shares for Guests and Visitors
at Non-CBD Hotel TOD (metropolitan Washington, DC)
Site A Site B Site C Site D Site E
Hotel Rooms
Total 198 700 221 242 685
Occupied n.a. n.a. n.a. n.a. n.a.
Distance to Heavy Rail Transit (ft.) 0 550 1,700 1,800 4,100
% Transit for Motorized Trips by Guests 59% 59% 20% 18% 71%
Source: Data for these Tables Dxtracted from: Washington Metropolitan Area Transit Authority. “WMATA
Development-Related Ridership Survey.” Washington, DC: WMATA, 2006.

Cinema/Entertainment

Patrons were interviewed at four movie theaters. The results are shown in Table D.7. The surveys
were conducted on a weekday between the first and last showings. The “percent transit for motorized
trips” values for three of the sites present a logical pattern, with transit percentages decreasing with

168 Trip Generation Handbook, 3rd Edition

increasing distance from a rail station. However, the one outlier in the pattern is the theater located
closest to a rail station. Additional factors (such as price and availability of parking or site context)
are likely to have an effect on the measured transit mode shares.

Table D.7 Transit Mode Shares at Non-CBD Movie Theater TOD

(metropolitan Washington, DC)
Site A Site B Site C Site D
Movie Screens 22 12 3 20
Distance to Heavy Rail Transit (ft.) 700 800 1,400 2,200
% Transit for Motorized Trips 14% 53% 46% 37%
Source: Data for these Tables Dxtracted from: Washington Metropolitan Area Transit Authority. “WMATA
Development-Related Ridership Survey.” Washington, DC: WMATA, 2006.

California Infill Trip Generation Study

Caltrans sponsored a project to study travel characteristics of infill development in California’s

metropolitan areas. The Caltrans report documents the results of trip generation data collection at 25
residential, office, retail, and restaurant infill sites.10 The report includes initial findings based on the
limited data that were collected. The products of this study are expected to be the beginnings of a
California urban infill trip generation database.

For the Caltrans study, an infill site is either within one-third mile of a rail transit station, is served by
bus service at the junction of at least two major bus routes, or is located within 1,200 ft. of a BRT
corridor. Because these criteria conform to the basic tenets of transit proximity for the purposes of
Chapter 8 in this Handbook, trip generation data from the Caltrans sites are appropriate for inclusion
as part of an overall TFD database.

Because the study sites are located in infill settings, a significant proportion of the site trips are by
walk or bike. For nearly all of the residential and retail sites, more than one-third of the PM peak
period trips are by walk or bike. Potential approaches for estimating these external walk/bike trips
are addressed in the infill chapter (Chapter 7). Primary data of interest in this appendix are the
percentage of transit trips of all motorized trips.

The modes of all trips to and from 11 residential infill sites during the morning and afternoon peak
periods are reported in Table D.8. The table indicates whether the site is located in the metropolitan
area CBD (three of the 11 are) and the type of transit near the site (heavy rail, light rail, or bus).

The modes of all trips to and from 10 retail infill sites during the morning and afternoon peak periods
are reported in Table D.9. The table indicates the specific type of retail with the ITE Land Use Code,
whether the site is located in the metropolitan area CBD (five of the 10 are), and the type of transit
near the site (heavy rail, light rail, or bus).

10
Kimley-Horn and Associates, Inc., Economic & Planning Systems, and Gene Bregman & Associates.
Trip Generation Rates for Urban Infill Land Uses in California. California Department of Transportation, 2009.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 169
 Table D.10 presents the mode share information for four office sites surveyed. All four are located
in the metropolitan area CBD. Two are located near heavy rail transit stations; two are located near
significant bus transit service.

Table D.8 Transit Mode Shares at Surveyed Residential TOD Sites

in California
Site A Site B Site C Site D Site E Site F Site G Site H Site I Site J Site K

Metro Area a
SF SF SF SF SF SF SD SD SF LA LA

Location in CBD? No No No No No No Yes Yes Yes No No

Total Dwelling Units 44 99 71 35 56 100 149 211 443 133 120

Rail Transit Type Heavy Heavy None Heavy Heavy Heavy Light Light Heavy None None

Distance to Rail 0.17 0.17 0.28 0.36 0.3 0.3 0.35

300 ft. n.a. n.a. n.a.
Transit miles miles miles miles miles miles miles

Distance to Bus Transit 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 1,200 ft. 1,200 ft. 1,200 ft.

% Walk/Bike Trips

AM Peak Hour 89% 73% 14% 25% 62% 34% 13% 20% 25% 16% 6%

PM Peak Hour 66% 71% 35% 74% 73% 62% 31% 20% 34% 35% 10%

% Transit for Motorized Trips

AM Peak Hour 100% 26% 34% 67% 45% 33% 2% 4% 81% 0% 10%

PM Peak Hour 79% 17% 46% 38% 26% 37% 0% 9% 74% 5% 6%

Source: Data for these Tables Dxtracted from: Kimley-Horn and Associates, Inc., Economic & Planning Systems, and
Gene Bregman & Associates. Trip Generation Rates for Urban Infill Land Uses in California. California Department of
Transportation, 2009.
a
“Metro Area” uses the following abbreviations: LA (Los Angeles), SD (San Diego), and SF (San Francisco).

Table D.9 Transit Mode Shares at Surveyed Retail TOD Sites in California
Site A Site B Site C Site D Site E Site F Site G Site H Site I Site J
Metro Areaa SD SF SF SF SF SF SD SF SF SF
Location in CBD? Yes No No No No No Yes Yes Yes Yes
Type Retail (ITE LUC) 850 920 Florist 925 933 936 936 876 933 933
Square Footage (000) 43.3 3 2.4 12 8 4.5 1.25 11 3 6
Rail Transit Type Light Heavy Heavy Heavy Heavy Heavy Light Heavy None None
0.17 0.17 0.89 0.28
Distance to Rail 0.3 miles 300 ft. 0.3 miles 50 ft. n.a. n.a.
miles miles miles miles
Distance to Bus 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 300 ft. 50 ft. 50 ft. 50 ft.
% Walk/Bike Trips
AM Peak Hour 40% n.a. 0% n.a. 35% 36% 37% n.a. 58% 50%
PM Peak Hour 38% 62% 0% 28% 33% 57% 83% 12% 40% 21%
% Transit for Motorized Trips
AM Peak Hour 17% n.a. 0% n.a. 46% 0% 21% n.a. 20% 0%
PM Peak Hour 20% 0% 0% 40% 15% 19% 0% 55% 0% 28%

Source: Data for these Tables Dxtracted from: Kimley-Horn and Associates, Inc., Economic & Planning Systems, and
Gene Bregman & Associates. Trip Generation Rates for Urban Infill Land Uses in California. California Department of
Transportation, 2009.
a
“Metro Area” uses the following abbreviations: LA (Los Angeles), SD (San Diego), and SF (San Francisco).

170 Trip Generation Handbook, 3rd Edition

 Table D.10 Transit Mode Shares at Surveyed Office TOD Sites in
Metropolitan Area CBD
Site A Site B Site C Site D
Metro Areaa LA SF LA LA
Office Square Footage (000) 138.5 120 101.5 106
Rail Transit Type Heavy Heavy none None
Distance to Rail Transit 0.3 miles 0.6 miles n.a. n.a.
Distance to Bus Transit 300 ft. 300 ft. 1,200 ft. 1,200 ft.
% Walk/Bike Trips
AM Peak Hour 1% 23% 3% 2%
PM Peak Hour 0% 16% 0% 5%
% Transit for Motorized Trips
AM Peak Hour 4% 21% 5% 4%
PM Peak Hour 23% 37% 6% 2%
a
“Metro Area” uses the following abbreviations: LA (Los Angeles), SD (San Diego), and SF (San Francisco).
Source: Data for these Tables Dxtracted from: Kimley-Horn and Associates, Inc., Economic & Planning Systems, and
Gene Bregman & Associates. Trip Generation Rates for Urban Infill Land Uses in California. California Department of
Transportation, 2009.

Transit-Oriented Development—Trip Generation and Mode Split in the Portland, OR,

Metropolitan Region

A Portland State University research report documents the collection of complete person trips by
mode for two-hour periods in both the morning (7:00–9:00 a.m.) and afternoon (4:00–6:00 p.m.) for
eight residential sites.11 Six of the sites are located near a light rail station; the other two are located
along a major fixed-route bus line. All are outside the metropolitan area CBD.

Four of the sites are composed of only residences; the other four include relatively small amounts
of first-floor commercial space along with the residences. The sites that include a commercial use
have lower person trip generation rates (per dwelling unit). Therefore, it appears the commercial
component of each site does not have a substantial effect on site trip generation and it is likely the
site mode share information is appropriate regardless of whether the site includes a commercial use.

The report includes an analysis of potential relationships between transit mode share and residential
density, and between transit mode share and apartment rental price.

Table D.11 lists the transit mode shares (for motorized trips) measured at each of the eight residential sites.

11
Lapham, M. Transit Oriented Development—Trip Generation and Mode Split in the Portland Metropolitan Region.
Portland State University, 2001.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 171
 Table D.11 Transit Mode Shares at Surveyed Residential TOD Sites
in Portland Metropolitan Area
Site A Site B Site C Site D Site E Site F Site G Site H
Residential Units
Total 115 90 85 554 36 n.a. 208 283
Occupied 115 90 85 525 36 52 155 215
On-Site Commercial
Sq. Ft. (000) 2.3 none 24 10 none none none 22
Distance to Transit
Light Rail 50 ft. 1 block n.a. 500 ft. n.a. <¼ ¼–½ ¼–½
mile mile mile
Bus 50 ft. 1 block 1 500 ft. 2 blocks <¼ ¼–½ ¼–½
block mile mile mile
% Walk/Bike Trips
AM Peak Period 41% 16% 24% 3% 21% 7% 0% 5%
PM Peak Period 37% 10% 24% 4% 21% 8% 0% 10%
% Transit for Motorized Trips
AM Peak Period 48% 17% 20% 18% 11% 12% 16% 15%
PM Peak Period 42% 23% 13% 9% 13% 13% 12% 6%
Source: Data for these Tables Dxtracted from: Lapham, M. Transit Oriented Development—Trip Generation and Mode
Split in the Portland Metropolitan Region. Portland State University, 2001.

A plot of the “percent transit for motorized trips” data and fitted curves for the six surveyed sites
located near light rail stations is shown in Figure D.6. Both the AM and PM peak period data are
shown. These transit percentages are significantly lower than the “heavy rail residential” curve
presented earlier in Figure D.4. Only the residential site within 50 ft. of a light rail station has
percentages that approach those measured at the Washington, DC area heavy rail stations.

172 Trip Generation Handbook, 3rd Edition

 Figure D.6 Transit Mode Share vs. Light Rail Transit Proximity
for non-CBD Residential Sites

Parking and Mode Split Study for Transit-Oriented Development

This report presents data collected at three apartment buildings.12 The sites range in size between
120 and 170 dwelling units. Based on the site descriptions, the survey sites are more like infill
development than what is commonly considered TOD.

The sites are located close to the metropolitan area CBD. The sites generate high percentages of
walk and bike trips (between 25 and 43 percent in the AM and between 20 and 39 percent in the
PM). The nearest transit service is the Portland Streetcar.

AM and PM peak hour transit mode shares for trips (for motorized trips) to and from the three sites
are listed in Table D.12.

12
Portland State University, ITE Student Chapter. Parking and Mode Split Study for Transit Oriented Development—
Pearl District—Portland, Oregon. Portland State University, 2007.

Appendix D: Key Research with Transit-Friendly Site Mode Share Data 173
 Table D.12 Transit Mode Shares at Surveyed Residential TOD Sites
(Portland, OR)
Site A Site B Site C
Residential Units
Total 120 139 170
Occupied 120 139 170
On-Site Commercial (000 sf) 7.2 9.0 Yes
Distance to Transit < 1,300 ft. 600 ft. 1,200 ft.
% Walk/Bike Trips
AM 43% 30% 25%
PM 20% 26% 39%
% Transit for Motorized Trips
AM Peak Hour 16% 4% 5%
PM Peak Hour 18% 8% 4%
Source: Data for these Tables Dxtracted from: Portland State University, ITE Student Chapter. Parking and Mode Split
Study for Transit Oriented Development—Pearl District—Portland, Oregon. Portland State University, 2007.

Trip Generation and Parking Study: Oxford Plaza, Berkeley, CA

This study reports on data collected at a mid-rise apartment building for low-income households.13
The site has 97 dwelling units (with 95 percent occupancy) and has 40 on-site vehicle parking
spaces and 54 on-site bicycle spaces. The closest BART (heavy rail transit) station is 300 ft. from the
site. Bus transit service is extensive in the area.

Because of its tenant demographics and its close proximity to downtown Berkeley and the University
of California campus, the site generates a high number of walk and bike trips to and from the
campus (33 percent during the AM peak hour and 52 percent during the PM peak hour).

The percent transit for all motorized trips is 22 percent during the AM peak hour and 30 percent
during the PM peak hour.

13
University of California, Berkeley, ITE Student Chapter. Trip Generation and Parking Study: Oxford Plaza,
Berkeley. University of California, Berkeley, 2010.

174 Trip Generation Handbook, 3rd Edition

 Appendix E. Database on Pass-By, Diverted,
and Primary Trips

Listed in Table E.1 are the 25 land uses for which ITE has received and compiled pass-by and
diverted trip data. The table denotes whether data are presented in this handbook in a table or a
figure (in a data plot similar to those presented in Trip Generation Manual for vehicle trips data).
Table E.1 also identifies the time periods for which data have been reported.

Tables E.2 through E.38 present the values for percentage of site generation that is accounted for
as pass-by trips and non-pass-by trips (primary and diverted trips). For those surveys where data
were available, the percentages for non-pass-by trips are further segregated by diverted trips and
primary trips. The tables also provide the specific hours of data collection.

Figures E.1 through E.19 plot the average pass-by trip percentages associated with the various
land uses. No plots are provided for diverted trips. These figures are provided to enable the user to
visualize data scatter provided in Tables E.2 through E.38. Data plots are provided for each land use
where nine or more data points are available for a specific independent variable.

For all land uses except shopping centers, data are plotted for only one independent variable. For
shopping centers, data are plotted for both gross leasable area (GLA) and peak hour traffic on
adjacent streets for the weekday PM peak period. GLA is also used as the independent variable for
shopping centers during the mid-day Saturday time period.

A fitted curve equation is shown on the data plot if there are more than 10 points and the R 2 value is
greater than 0.50 (which currently does not occur on any of the land use code data plots).

Recommended guidelines for using data presented in these figures and tables are provided
in Chapter 10 of this Handbook. In particular, the guidelines recommend when to use data
and how to select a pass-by percentage.

The pass-by data in this appendix were Users of the data are cautioned that the number
collected during peak periods. These and geographic distribution of sites are limited.
pass-by relationships may differ from those Little or no data on adjacent street traffic volumes
during the peak hour. have been collected for uses other than shopping
centers. The actual pass-by and diverted trip
percentages may vary by site due to the specific
influences of the characteristics of passing
traffic, area roadway network patterns, specific businesses in the site being analyzed, other nearby
developments and so forth. Surveys of similar developments near the study site are encouraged.

Because data are limited for many of the land uses, the analyst is encouraged to collect pass-by
trip data and transmit the data to ITE. Pass-by trips should be surveyed for the desired analysis
hours. Adjacent street traffic volumes should also be determined for these hours. Chapter 12 of this
Handbook provides guidance on conducting a pass-by and diverted trip survey, desirable sample
sizes, and the suggested survey instrument.

Appendix E: Database on Pass-By, Diverted, and Primary Trips 175

 Table E.1 Land Use Codes and Time Periods with Pass-By Data
Land Use Code and Title Time Period Table Figure
565 Day Care Center Weekday, PM Peak Period F.2 —
813 Free-Standing Discount Superstore Weekday, PM Peak Period F.3 F.1/F.2
Saturday, Mid-day Peak Period F.4 F.3
814 Variety Store Weekday, PM Peak Period F.5 —
815 Free-Standing Discount Store Weekday, PM Peak Period F.6 F.4/F.5
Saturday, Mid-day Peak Period F.7 F.6
816 Hardware/Paint Store Weekday, PM Peak Period F.8 —
820 Shopping Center Weekday, PM Peak Period F.9 F.7/F.8
Saturday, Mid-day Peak Period F.10 F.9
843 Automobile Parts Sales Weekday, PM Peak Period F.11 —
848 Tire Store Weekday, PM Peak Period F.12 —
850 Supermarket Weekday, PM Peak Period F.13 F.10
851 Convenience Market (Open 24 Hours) Weekday, PM Peak Period F.14 —
853 Convenience Market with Gasoline Pumps Weekday, AM Peak Period F.15 F.11
Weekday, PM Peak Period F.16 F.12/F.13
854 Discount Supermarket Weekday, PM Peak Period F.17 F.14
857 Discount Club Weekday, PM Peak Period F.18 —
Saturday, Mid-day Peak Period F.19 —
862 Home Improvement Superstore Weekday, PM Peak Period F.20 —
863 Electronics Superstore Weekday, PM Peak Period F.21 —
880 Pharmacy/Drugstore without Drive-Through Window Weekday, PM Peak Period F.22 —
881 Pharmacy/Drugstore with Drive-Through Window Weekday, PM Peak Period F.23 —
890 Furniture Store Weekday, PM Peak Period F.24 —
912 Drive-In Bank Weekday, AM Peak Period F.25 —
Weekday, Mid-day Peak Period F.26 —
Weekday, PM Peak Period F.27 F.15
Saturday, Mid-day Peak Period F.28 —
931 Quality Restaurant Weekday, PM Peak Period F.29 —
932 High-Turnover (Sit-Down) Restaurant Weekday, PM Peak Period F.30 F.16
934 Fast-Food Restaurant with Drive-Through Window Weekday, AM Peak Period F.31 —
Weekday, PM Peak Period F.32 F.17
938 Coffee/Donut Shop with Drive-Through Window and Weekday
F.33/F.34 —
No Indoor Seating (Coffee/Espresso Stand)
944 Gasoline/Service Station Weekday, AM Peak Period F.35 —
Weekday, PM Peak Period F.36 —
945 Gasoline/Service Station with Convenience Market Weekday, AM Peak Period F.37 F.18
Weekday, PM Peak Period F.38 F.19

176 Trip Generation Handbook, 3rd Edition

 Table E.2 Pass-By and Non-Pass-By Trips
Weekday, PM Peak Period
Land Use Code 565—Day Care Center

WEEKDAY
NON-PASS-BY TRIP (%)
SIZE SURVEY NO. OF PASS-BY
(1,000 SQ. FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL SOURCE

6.5 Eugene, OR May 2003 21 4:00–6:00 p.m. 0 42 58 100 633

8.3 Eugene, OR May 2003 40 4:00–6:00 p.m. 0 46 54 100 633

Average Pass-By Trip Percentage: 0

Table E.3
Pass-By and Non-Pass-By
Table F.3 Trips
Weekday, PM Peak Period
Pass-By and Non-Pass-By Trips
Weekday, PM Peak Period
Land Use CodeLand
813—Free-Standing Discount Superstore
Use 813 — Free-Standing Discount Superstore
SIZE (1,000 WEEKDAY SURVEY NO. OF ADJ. STREET PEAK
SQ. FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD PASS-BY TRIP (%) NON-PASS-BY TRIP (%) HOUR VOLUME SOURCE

PRIMARY DIVERTED TOTAL

146 North Olmstead, OH Sept. 1996 210 2:45–6:45 p.m. 35 — — 65 3,346 Mid-Ohio Regional Planning Commission
130 Ashtabula, OH Sept. 1996 204 2:45–6:45 p.m. 43 — — 57 1,066 Mid-Ohio Regional Planning Commission
102 Bryan, OH Nov. 1996 100 2:45–6:45 p.m. 37 — — 63 737 Mid-Ohio Regional Planning Commission
102 Oxford, OH Oct. 1996 137 2:45–6:45 p.m. 44 — — 56 1,714 Mid-Ohio Regional Planning Commission
218 Euclid, OH Sept. 1996 185 2:45–6:45 p.m. 29 — — 71 1,764 Mid-Ohio Regional Planning Commission
173 Mansfield, OH Oct. 1996 158 2:45–6:45 p.m. 17 — — 83 1,622 Mid-Ohio Regional Planning Commission
167 Hillsboro, OH Oct. 1996 172 2:45–6:45 p.m. 32 — — 68 1,165 Mid-Ohio Regional Planning Commission
167 Mentor, OH Sept. 1996 205 2:45–6:45 p.m. 26 — — 74 1,771 Mid-Ohio Regional Planning Commission
205 Louisville, KY Sept.-Nov. 2007 196 3:00–7:00 p.m. 32 — — 68 7,048 651-652
216 Pasadena, TX Sept.-Nov. 2007 404 3:00–7:00 p.m. 26 — — 74 10,832 651-652
213 Cedar Falls, IA Sept.-Nov. 2007 197 3:00–7:00 p.m. 36 — — 64 8,411 651-652
204 Pueblo, CO Sept.-Nov. 2007 180 3:00–7:00 p.m. 14 — — 86 3,524 651-652
185 Plano, IL Sept.-Nov. 2007 182 3:00–7:00 p.m. 13 — — 87 3,957 651-652
217 Sheboygan, WI Sept.-Nov. 2007 490 3:00–7:00 p.m. 25 — — 75 8,835 651-652
213 San Antonio, TX Sept.-Nov. 2007 621 3:00–7:00 p.m. 29 — — 71 12,523 651-652
226 Colonial Heights, VA Sept.-Nov. 2007 286 3:00–7:00 p.m. 24 — — 76 13,026 651-652
220 Milford, PA Sept.-Nov. 2007 119 3:00–7:00 p.m. 34 — — 66 5,809 651-652
222 Marysville, CA Sept.-Nov. 2007 686 3:00–7:00 p.m. 34 — — 66 6,910 651-652
199 Pensacola, FL May 2010 341 3:00–6:00 p.m. 29 — — 71 1,360 731
Average Pass-By Trip Percentage: 29
“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 177

 Figure E.1 Free-Standing Discount Superstore (813)

178 Trip Generation Handbook, 3rd Edition

Figure E.2 Free-Standing Discount Superstore (813)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 179

 Table E.4 Pass-By and Non-Pass-By Trips Saturday, Mid-Day Peak Period
Land Use Code 813—Free-Standing Discount Superstore
SIZE (1,000 NO. OF PASS-BY ADJ. STREET PEAK
SQ. FT. GFA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) NON-PASS-BY TRIP (%) HOUR VOLUME SOURCE
PRIMARY DIVERTED TOTAL
Louisville,
205 Sept.-Nov. 2007 360 12:00–4:00 p.m. 28 — — 72 6,144 651-652
KY
Pasadena,
216 Sept.-Nov. 2007 240 12:00–4:00 p.m. 16 — — 84 11,898 651-652
TX
Cedar Falls,
213 Sept.-Nov. 2007 156 12:00–4:00 p.m. 13 — — 87 7,484 651-652
IA
204 Pueblo, CO Sept.-Nov. 2007 300 12:00–4:00 p.m. 11 — — 89 4,764 651-652
185 Plano, IL Sept.-Nov. 2007 162 12:00–4:00 p.m. 18 — — 82 3,871 651-652
Sheboygan,
217 Sept.-Nov. 2007 441 12:00–4:00 p.m. 22 — — 78 8,256 651-652
WI
San Antonio,
213 Sept.-Nov. 2007 748 12:00–4:00 p.m. 28 — — 72 12,332 651-652
TX
Colonial
226 Sept.-Nov. 2007 270 12:00–4:00 p.m. 26 — — 74 12,995 651-652
Heights, VA
220 Milford, PA Sept.-Nov. 2007 123 12:00–4:00 p.m. 26 — — 74 7,024 651-652
Marysville,
222 Sept.-Nov. 2007 810 12:00–4:00 p.m. 25 — — 75 5,429 651-652
CA

Average Pass-By Trip Percentage: 21

“—” means no data were provided

180 Trip Generation Handbook, 3rd Edition

Figure E.3 Free-Standing Discount Superstore (813)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 181

 Table E.5 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 814—Variety Store
SIZE (1,000 NON-PASS-BY TRIP (%) ADJ. STREET
SQ. FT. WEEKDAY NO. OF PASS-BY PEAK HOUR
GFA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

8 Tallahassee, FL May 2010 145 3:00–7:00 p.m. 30 — — 70 610 731

10 Jacksonville, FL May 2010 127 3:00–7:00 p.m. 34 — — 66 1,284 731

10 Tampa, FL May 2010 247 3:00–7:00 p.m. 40 — — 60 3,165 731

17 Tampa, FL May 2010 50 3:00–7:00 p.m. 22 — — 78 1,380 731

10 Daytona Beach, FL May 2010 154 3:00–7:00 p.m. 44 — — 56 1,573 731

Average Pass-By Trip Percentage: 34

“—” means no data were provided

Table E.6 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 815—Free-Standing Discount Store
WEEKDAY NON-PASS-BY TRIP (%) ADJ. STREET
SIZE (1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

116 Auburn, NY Nov. 1994 80 4:00–6:00 p.m. 29 34 37 71 1,490 Bergmann Associates

116 Fredonia, NY Nov. 1994 80 4:00–6:00 p.m. 24 46 30 76 1,620 Bergmann Associates

122 Marlton, NJ Nov. 1994 73 4:15–5:15 p.m. 22 51 27 78 1,360 Raymond Keyes Assoc.

127 Marlton, NJ Nov. 1994 23 4:00–5:00 p.m. 39 22 39 61 1,410 Raymond Keyes Assoc.

127 Toms River, NJ Nov. 1994 137 4:00–5:00 p.m. 13 46 41 87 1,430 Raymond Keyes Assoc.

128 Toms River, NJ Nov. 1994 89 4:00–5:00 p.m. 7 60 33 93 1,290 Raymond Keyes Assoc.

128 Brick, NJ Nov. 1994 48 4:15–5:15 p.m. 8 42 50 92 2,560 Raymond Keyes Assoc.

128 Brick, NJ Nov. 1994 56 4:00–5:00 p.m. 14 47 39 86 2,550 Raymond Keyes Assoc.

126 Berlin, NJ Feb. 1994 45 4:30–5:30 p.m. 7 75 18 93 1,230 Raymond Keyes Assoc.

126 Berlin, NJ Feb. 1994 95 4:00–5:00 p.m. 1 61 38 99 1,430 Raymond Keyes Assoc.

Mays
133 Feb. 1994 22 4:00–5:00 p.m. 9 82 9 91 3,640 Raymond Keyes Assoc.
Landing, NJ

Mays
133 Feb. 1994 40 4:00–5:00 p.m. 3 55 42 97 3,700 Raymond Keyes Assoc.
Landing, NJ

127 Toms River, NJ Sept. 1994 58 4:00–5:00 p.m. 14 65 21 86 1,380 Raymond Keyes Assoc.

127 Toms River, NJ Sept. 1994 83 4:15–5:15 p.m. 13 58 29 87 1,390 Raymond Keyes Assoc.

128 Brick, NJ Sept. 1994 117 4:30–5:30 p.m. 27 47 26 73 2,640 Raymond Keyes Assoc.

128 Brick, NJ Sept. 1994 98 4:00–5:00 p.m. 30 49 21 70 2,640 Raymond Keyes Assoc.

127 Berlin, NJ Sept. 1994 35 4:00–5:00 p.m. 9 71 20 91 1,240 Raymond Keyes Assoc.

88 Omaha, NE — — 4:00–6:00 p.m. 23 26 51 77 — University of Nebraska—Lincoln

100 Omaha, NE — — 4:00–6:00 p.m. 22 32 46 78 — University of Nebraska—Lincoln

100 Omaha, NE — — 4:00–6:00 p.m. 29 22 49 71 — University of Nebraska—Lincoln

88 Omaha, NE — — 4:00–6:00 p.m. 19 33 48 81 — University of Nebraska—Lincoln

66 Omaha, NE — — 4:00–6:00 p.m. 19 21 60 81 — University of Nebraska—Lincoln

Average Pass-By Trip Percentage: 17

“—” means no data were provided

182 Trip Generation Handbook, 3rd Edition

Figure E.4 Free-Standing Discount Store (815)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 183

 Figure E.5 Free-Standing Discount Store (815)

184 Trip Generation Handbook, 3rd Edition

Figure E.6 Free-Standing Discount Store (815)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 185

 Table E.7 Pass-By and Non-Pass-By Trips Saturday, Mid-Day Peak Period
Land Use Code 815—Free-Standing Discount Store
SIZE (1,000 NON-PASS-BY TRIPS (%)
SQ. FT. SURVEY NO.OF PASS-BY TRIP ADJ. STREET PEAK
PRIMARY DIVERTED TOTAL
GFA) LOCATION DATE INTERVIEWS TIMEPERIOD (%) HOUR VOLUME SOURCE
Bergmann
116 Auburn, NY Oct.1994 80 11:30 a.m.–12:30 p.m. 30 40 30 70 1,660
Associates
Bergmann
116 Fredonia, NY Nov.1994 80 11:00 a.m.–12:00 p.m. 46 34 20 54 1,850
Associates
Raymond
122 Marlton, NJ Nov.1994 36 1:45–2:45 p.m. 25 42 33 75 1,810 Keyes
Assoc.
Raymond
127 Toms River, NJ Nov.1994 112 12:30–1:30 p.m. 15 74 11 85 1,560 Keyes
Assoc.
Raymond
128 Brick, NJ Nov.1994 61 2:00–3:00 p.m. 20 41 39 80 2,500 Keyes
Assoc.
Raymond
126 Berlin, NJ Feb.1994 90 12:30–1:30 p.m. 8 58 34 92 1,490 Keyes
Assoc.
Raymond
133 Mays Landing, NJ Feb.1994 94 1:45–2:45 p.m. 11 88 1 89 3,230 Keyes
Assoc.
Raymond
127 Toms River, NJ Sept.1994 131 11:30–12:30 p.m. 15 67 18 85 1,590 Keyes
Assoc.
Raymond
128 Brick, NJ Sept.1994 96 1:15–2:15 p.m. 35 44 21 65 2,640 Keyes
Assoc.

Average Pass-By Trip Percentage: 23

Table E.8 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 816—Hardware/Paint Store
SIZE (1,000 NON-PASS-BY TRIPS (%)
SQ. FT. WEEKDAY NO. OF PASS-BY TRIP
GFA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD (%) PRIMARY DIVERTED TOTAL SOURCE

11 Aloha, OR Nov. 1999 64 4:00–6:00 p.m. 30 44 26 70 DKS Associates

7.5 Cedar Hills, OR Nov. 1999 33 4:00–6:00 p.m. 21 46 33 79 DKS Associates

Average Pass-By Trip Percentage: 26

186 Trip Generation Handbook, 3rd Edition

 Table E.9 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 820—Shopping Center
SIZE (1,000 WEEKDAY PASS-BY NON-PASS-BY TRIP (%) ADJ. STREET AVERAGE
SQ. FT. SURVEY NO. OF TRIP PEAK HOUR 24-HOUR
GLA) LOCATION DATE INTERVIEWS TIME PERIOD (%) PRIMARY DIVERTED TOTAL VOLUME TRAFFIC SOURCE
Port Orange,
53 1993 162 2:00–6:00 p.m. 59 — — 41 — — TPD Inc.
FL
Kissimmee,
9 1994 107 2:00–6:00 p.m. 66 20 14 34 — — TPD Inc.
FL

77 Edgewater, FL 1992 365 2:00–6:00 p.m. 46 — — 54 — — TPD Inc.

82 Deltona, FL 1992 336 2:00–6:00 p.m. 34 — — 66 — — TPD Inc.

78 Orlando, FL 1991 702 2:00–6:00 p.m. 55 23 22 45 — — TPD Inc.

45 Orlando, FL 1992 844 2:00–6:00 p.m. 56 24 20 44 — — TPD Inc.

50 Orlando, FL 1992 555 2:00–6:00 p.m. 41 41 18 59 — — TPD Inc.

52 Orlando, FL 1995 665 2:00–6:00 p.m. 42 33 25 58 — — TPD Inc.

17 Orlando, FL 1994 196 2:00–6:00 p.m. 66 — — 34 — — TPD Inc.

60 Orlando, FL 1995 1,583 3:00–7:00 p.m. 40 38 22 60 — — TPD Inc.

Barton-
Crestwood,
158 June 1993 129 4:00–6:00 p.m. 36 39 25 64 759 — Aschman
KY
Assoc.
Barton-
Louisville
118 June 1993 133 4:00–6:00 p.m. 22 51 27 78 3,555 — Aschman
area, KY
Assoc.
Barton-
74 Louisville, KY June 1993 187 4:00–6:00 p.m. 30 43 27 70 922 — Aschman
Assoc.
Barton-
Louisville
59 June 1993 247 4:00–6:00 p.m. 31 52 17 69 2,659 — Aschman
area, KY
Assoc.
Barton-
Louisville
145 June 1993 210 4:00–6:00 p.m. 53 30 17 47 2,636 — Aschman
area, KY
Assoc.
Barton-
Louisville
104 June 1993 281 4:00–6:00 p.m. 28 50 22 72 2,111 — Aschman
area, KY
Assoc.
Barton-
235 Louisville, KY June 1993 211 4:00–6:00 p.m. 35 29 36 65 2,593 — Aschman
Assoc.
Barton-
71 Louisville, KY June 1993 109 4:00–6:00 p.m. 25 42 33 75 1,559 — Aschman
Assoc.
350 Worcester, MA Apr. 1994 224 4:00–6:00 p.m. 18 45 37 82 2,112 — ICSC

738 East Apr. 1994 283 4:00–6:00 p.m. 14 79 7 86 8,059 — ICSC

Brunswick, NJ
294 Philadelphia, Apr. 1994 213 4:00–6:00 p.m. 25 51 24 75 4,055 — ICSC
PA
256 Hamden, CT Apr. 1994 208 4:00–6:00 p.m. 27 51 22 73 3,422 — ICSC

418 Glen Burnie, Apr. 1994 281 4:00–6:00 p.m. 20 51 29 80 5,610 — ICSC
MD
560 Harrisonburg, Apr. 1994 437 4:00–6:00 p.m. 19 49 32 81 3,051 — ICSC
VA

Appendix E: Database on Pass-By, Diverted, and Primary Trips 187

 Table E.9 (Cont’d) Pass-By and Non-Pass-By Trips Weekday,
PM Peak Period Land Use Code 820—Shopping Center
SIZE (1,000 WEEKDAY NON-PASS-BY TRIP (%) ADJ. STREET AVERAGE
SQ. FT. SURVEY NO. OF PASS-BY PEAK HOUR 24-HOUR
GLA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME TRAFFIC SOURCE

Glen Allen,
361 Apr. 1994 315 4:00–6:00 p.m. 17 54 29 83 2,034 — ICSC
VA

375 Shelby, NC May 1994 214 4:00–6:00 p.m. 30 48 22 70 3,053 — ICSC

Texas City,
413 May 1994 228 4:00–6:00 p.m. 28 52 20 72 589 — ICSC
TX

Texas City,
488 May 1994 257 4:00–6:00 p.m. 12 75 13 88 1,094 — ICSC
TX

293 Berwyn, IL May 1994 282 4:00–6:00 p.m. 24 70 6 76 4,606 — ICSC

Bourbonais,
667 May 1994 200 4:00–6:00 p.m. 16 53 31 84 2,770 — ICSC
IL

225 Bellevue, IL May 1994 264 4:00–6:00 p.m. 35 32 33 65 1,970 — ICSC

Bettendorf,
255 May 1994 222 4:00–6:00 p.m. 24 37 39 76 3,706 — ICSC
IA

Laguna Hills,
808 June 1994 240 4:00–6:00 p.m. 13 73 14 87 4,035 — ICSC
CA

450 Hanford, CA May 1994 321 4:00–6:00 p.m. 23 49 28 77 2,787 — ICSC

San Jose,
800 May 1994 205 4:00–6:00 p.m. 21 51 28 79 7,474 — ICSC
CA

598 Greeley, CO May 1994 205 4:00–6:00 p.m. 17 55 28 83 3,840 — ICSC

581 Pueblo, CO May 1994 296 4:00–6:00 p.m. 18 53 29 82 2,939 — ICSC

Bellevue,
476 May 1994 234 4:00–6:00 p.m. 26 54 20 74 3,427 — ICSC
WA

Framingham, Raymond Keyes

720 Dec. 1982 92 3:30–7:00 p.m. 23 39 38 77 — 73,628
MA Assoc.

Raymond Keyes
890 Newark, DE July 1984 179 3:00–8:00 p.m. 12 49 39 88 — —
Assoc.

Manassas, Raymond Keyes

402 June 1984 87 4:00–6:00 p.m. 48 25 27 52 — —
VA Assoc.

Raymond Keyes
462 Ross, PA June 1980 175 5:30–7:00 p.m. 36 — — 64 — 27,200
Assoc.

Huntington Raymond Keyes

234 Nov. 1985 181 4:00–7:00 p.m. 46 21 33 54 — 34,630
LI, NY Assoc.

Raymond Keyes
658 Wayne, NJ Sept. 1984 243 3:00–6:00 p.m. 27 61 12 73 — 85,600
Assoc.

Washington,
1,200 1980 364 4:00–6:00 p.m. 25 35 40 75 — — Gorove-Slade
DC

800 Southern CA — 1,000 4:00–6:00 p.m. 12 45 43 88 — — Frischer

451 Portland, OR — — 5:00–6:00 p.m. 25 — — 75 — — Buttke

113 Portland, OR — — 5:00–6:00 p.m. 17 — — 83 — — Buttke

188 Trip Generation Handbook, 3rd Edition

 Table E.9 (Cont’d) Pass-By and Non-Pass-By Trips Weekday, PM
Peak Period Land Use Code 820—Shopping Center
SIZE (1,000 WEEKDAY NON-PASS-BY TRIP (%) ADJ. STREET AVERAGE
SQ. FT. SURVEY NO. OF PASS-BY PEAK HOUR 24-HOUR
GLA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME TRAFFIC SOURCE
Raymond Keyes
622 Ramsey, MN Nov. 1985 46 4:00–9:00 p.m. 44 26 30 56 — 36,370
Assoc.
Raymond Keyes
736 Pensacola, FL Oct. 1985 383 3:00–7:00 p.m. 26 35 39 74 — —
Assoc.
Raymond Keyes
84 Dover, DE July 1985 218 3:30–7:00 p.m. 50 6 44 50 — —
Assoc.
Connecticut
500 Meriden, CT Apr. 1985 — 4:00–6:00 p.m. 8 — — 92 — —
DOT
Connecticut
660 Enfield, CT Apr. 1985 — 4:00–6:00 p.m. 22 — — 78 — —
DOT
Connecticut
845 Waterford, CT Apr. 1985 — 4:00–6:00 p.m. 14 — — 86 — —
DOT
Connecticut
1,060 West Hartford, CT Apr. 1985 — 4:00–6:00 p.m. 17 — — 83 — —
DOT

131 Pr. Georges Co., MD 1982/83 88 4:00–6:00 p.m. 74 — — 26 — — JHK

181 Pr. Georges Co., MD 1982/83 105 4:00–6:00 p.m. 36 — — 64 — — JHK

100 Pr. Georges Co., MD 1982/83 93 4:00–6:00 p.m. 36 — — 64 — — JHK

475 Pr. Georges Co., MD 1982/83 130 4:00–6:00 p.m. 20 — — 80 — — JHK

60 Pr. Georges Co., MD 1982/83 72 4:00–6:00 p.m. 72 — — 28 — — JHK

90 Pr. Georges Co., MD 1982/83 91 4:00–6:00 p.m. 58 — — 42 — — JHK

78 Pr. Georges Co., MD 1982/83 113 4:00–6:00 p.m. 59 — — 41 — — JHK

44 Pr. Georges Co., MD 1982/83 97 4:00–6:00 p.m. 51 — — 49 — — JHK

467 Pr. Georges Co., MD 1982/83 99 4:00–6:00 p.m. 56 — — 44 — — JHK

Raymond Keyes
352 W. Orange, NJ Mar. 1986 149 4:00–6:00 p.m. 38 19 43 62 — 21,520
Assoc.
Raymond Keyes
176 Tarpon Springs, FL May 1986 124 3:00–7:00 p.m. 37 28 35 63 — 34,080
Assoc.
Kimley-Horn and
762 Orlando, FL Fall 1985 182 4:00–6:00 p.m. 25 52 23 75 — —
Assoc. Inc.
Kimley-Horn and
166 Orlando, FL Fall 1985 124 4:00–6:00 p.m. 27 48 25 73 — —
Assoc. Inc.
Kimley-Horn and
129 Orlando, FL Fall 1985 116 4:00–6:00 p.m. 28 50 22 72 — —
Assoc. Inc.
Kimley-Horn and
71 Orlando, FL Fall 1985 81 4:00–6:00 p.m. 50 44 6 50 — —
Assoc. Inc.

Appendix E: Database on Pass-By, Diverted, and Primary Trips 189

 Table E.9 (Cont’d) Pass-By and Non-Pass-By Trips Weekday, PM
Peak Period Land Use Code 820—Shopping Center
SIZE NON-PASS-BY TRIP (%) ADJ. STREET AVERAGE
(1,000 SQ. WEEKDAY NO. OF PASS-BY PEAK HOUR 24-HOUR
FT. GLA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME TRAFFIC SOURCE
July & Aug. Raymond Keyes
921 Albany, NY 196 4:00–6:00 p.m. 23 42 35 77 — 60,950
1985 Assoc.

108 Overland Park, KS July 1988 111 4:30–5:30 p.m. 26 61 13 74 — 34,000 —

118 Overland Park, KS Aug. 1988 123 4:30–5:30 p.m. 25 55 20 75 — — —

256 Greece, NY June 1988 120 4:00–6:00 p.m. 38 62 — 62 — 23,410 Sear Brown

160 Greece, NY June 1988 78 4:00–6:00 p.m. 29 71 — 71 — 57,306 Sear Brown

550 Greece, NY June 1988 117 4:00–6:00 p.m. 48 52 — 52 — 40,763 Sear Brown

Kimley-Horn and
51 Boca Raton, FL Dec. 1987 110 4:00–6:00 p.m. 33 34 33 67 — 42,225
Assoc. Inc.
Wilbur Smith and
1,090 Ross Twp, PA July 1988 411 2:00–8:00 p.m. 34 56 10 66 — 51,500
Assoc.
Upper Dublin McMahon
97 Winter 1988/89 — 4:00–6:00 p.m. 41 — — 59 — 34,000
Twp, PA Associates
Booz Allen &
118 Tredyffrin Twp, PA Winter 1988/89 — 4:00–6:00 p.m. 24 — — 76 — 10,000
Hamilton
Pennoni
122 Lawnside, NJ Winter 1988/89 — 4:00–6:00 p.m. 37 — — 63 — 20,000
Associates
McMahon
126 Boca Raton, FL Winter 1988/89 — 4:00–6:00 p.m. 43 — — 57 — 40,000
Associates
Booz Allen &
150 Willow Grove, PA Winter 1988/89 — 4:00–6:00 p.m. 39 — — 61 — 26,000
Hamilton
McMahon
153 Broward Cnty., FL Winter 1988/89 — 4:00–6:00 p.m. 50 — — 50 — 85,000
Associates
Orth-Rodgers &
153 Arden, DE Winter 1988/89 — 4:00–6:00 p.m. 30 — — 70 — 26,000
Assoc. Inc.
Orth-Rodgers &
154 Doylestown, PA Winter 1988/89 — 4:00–6:00 p.m. 32 — — 68 — 29,000
Assoc. Inc.
Middletown Booz Allen &
164 Winter 1988/89 — 4:00–6:00 p.m. 33 — — 67 — 25,000
Twp, PA Hamilton
Pennoni
166 Haddon Twp, NJ Winter 1988/89 — 4:00–6:00 p.m. 20 — — 80 — 6,000
Associates
McMahon
205 Broward Cnty., FL Winter 1988/89 — 4:00–6:00 p.m. 55 — — 45 — 62,000
Associates

Table E.9 (Cont’d) Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 820—Shopping Center
NON-PASS-BY TRIP (%) ADJ. STREET AVERAGE
SIZE (1,000 WEEKDAY NO. OF PASS-BY PEAK HOUR 24-HOUR
SQ. FT. GLA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME TRAFFIC SOURCE
W. Windsor Booz Allen &
237 Winter 1988/89 — 4:00–6:00 p.m. 48 — — 52 — 46,000
Twp, NJ Hamilton
Willow Grove, McMahon
242 Winter 1988/89 — 4:00–6:00 p.m. 37 — — 63 — 26,000
PA Associates
Orth-Rodgers
297 Whitehall, PA Winter 1988/89 — 4:00–6:00 p.m. 33 — — 67 — 26,000
& Assoc. Inc.
Broward Cnty., McMahon
360 Winter 1988/89 — 4:00–6:00 p.m. 44 — — 56 — 73,000
FL Associates
370 Pittsburgh, PA Winter 1988/89 — 4:00–6:00 p.m. 19 — — 81 — 33,000 Wilbur Smith
Kittelson and
150 Portland, OR — 519 4:00–6:00 p.m. 68 6 26 32 — 25,000
Associates
Kittelson and
150 Portland, OR — 655 4:00–6:00 p.m. 65 7 28 35 — 30,000
Associates
City of
760 Calgary, Alberta Oct.-Dec. 1987 15,436 4:00–6:00 p.m. 20 39 41 80 — —
Calgary DOT
Bordentown, Raymond
178 Apr. 1989 154 2:00–6:00 p.m. 35 — — 65 — 37,980
NJ Keyes Assoc.
Raymond
144 Manalapan, NJ July 1990 176 3:30–6:15 p.m. 32 44 24 68 — 69,347
Keyes Assoc.
Raymond
549 Natick, MA Feb. 1989 — 4:45–5:45 p.m. 33 26 41 67 — 48,782
Keyes Assoc.

Average Pass-By Trip Percentage: 34

“—” means no data were provided

190 Trip Generation Handbook, 3rd Edition

Figure E.7 Shopping Center (820)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 191

 FigureF.8
Figure E.8Shopping
ShoppingCenter
Center(820)
(820)
Average Pass-By Trip Percentage vs: PM Peak Hour Traffic on Adjacent Street
On a: Weekday, PM Peak Period
Number of Studies: 28
Average PM Peak Hr. Traf. On Adj. Street: 3,122

192 Trip Generation Handbook, 3rd Edition

 Table E.10 Pass-By and Non-Pass-By Trips Saturday, Mid-Day Peak Period
Land Use Code 820—Shopping Center
SIZE ADJ. STREET
NON-PASS-BY TRIPS (%)
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
Raymond Keyes
720 Framingham, MA Feb. 1984 258 11:00 a.m.–4:00 p.m. 23 34 43 77 —
Assoc.
Raymond Keyes
600 Brandywine, DE Apr. 1983 256 10:00 a.m.–3:00 p.m. 17 50 33 83 —
Assoc.
Raymond Keyes
880 Christiana, DE July 1984 198 11:00 a.m.–4:00 p.m. 5 55 40 95 —
Assoc.
Raymond Keyes
234 Huntington LI, NY Nov. 1985 223 11:00 a.m.–3:00 p.m. 39 22 39 61 —
Assoc.
Raymond Keyes
658 Wayne, NJ Sept. 1984 329 11:00 a.m.–4:00 p.m. 46 44 10 54 —
Assoc.
Raymond Keyes
622 Ramsey Cnty, MN Nov. 1985 119 11:00 a.m.–3:00 p.m. 23 21 56 77 —
Assoc.
Raymond Keyes
736 Pensacola, FL Oct. 1985 680 11:00 a.m.–3:00 p.m. 20 31 49 80 —
Assoc.
Raymond Keyes
430 Ross, PA June 1980 425 11:00 a.m.–4:00 p.m. 22 — — 78 —
Assoc.
Tampa Springs, Raymond Keyes
176 May 1986 188 11:00 a.m.–3:00 p.m. 31 42 27 69 —
FL Assoc.
Raymond Keyes
144 Manalapan, NJ July 1990 264 11:00 a.m.–3:15 p.m. 31 47 22 69 63,362
Assoc.
Raymond Keyes
549 Natick, MA Feb. 1989 — 2:15–3:15 p.m. 28 39 33 72 48,782
Assoc.

Average Pass-By Trip Percentage: 26

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 193

 Figure E.9 Shopping Center (820)

194 Trip Generation Handbook, 3rd Edition

 Table E.11 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 843—Automobile Parts Sales
NON-PASS-BY TRIPS (%) ADJ.
SIZE STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

15 Orlando, FL 1995 409 2:00–6:00 p.m. 43 44 13 57 — TPD Inc.

“—” means no data were provided

Table E.12 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 848—Tire Store
SIZE (1,000 NON-PASS-BY TRIPS (%) ADJ. STREET
SQ. FT. NO. OF PASS-BY PEAK HOUR
GFA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

4.9 Orlando, FL 1995 178 2:00–6:00 p.m. 23 67 10 77 — TPD Inc.

2.8 Land O’ Lakes, FL 1995 46 2:00–6:00 p.m. 26 — — 74 — TPD Inc.

4.7 Orlando, FL 1988 22 2:00–6:00 p.m. 36 — — 64 — TPD Inc.

Average Pass-By Trip Percentage: 28

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 195

 Table E.13 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 850—Supermarket
SIZE WEEKDAY NON-PASS-BY TRIPS (%) AVERAGE
(1,000 SQ. SURVEY NO. OF PASS-BY DAILY
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL TRAFFIC SOURCE

Overland Park,
30 1987 40 4:30–5:30 p.m. 32 48 20 68 — —
KS

Chicago Kenig, O’Hara,

<25 1987 155 3:00–6:00 p.m. 56 — — 44 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

<25 1987 191 3:00–6:00 p.m. 57 — — 43 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

<25 1987 113 3:00–6:00 p.m. 56 — — 44 —
suburbs, IL Humes, Flock

University of
34 Omaha, NE — — 4:00–6:00 p.m. 44 29 27 56 15,200 Nebraska–
Lincoln

University of
66 Omaha, NE — — 4:00–6:00 p.m. 23 30 47 77 63,000 Nebraska–
Lincoln

University of
70 Omaha, NE — — 4:00–6:00 p.m. 26 30 44 74 34,300 Nebraska–
Lincoln

University of
31 Omaha, NE — — 4:00–6:00 p.m. 19 36 45 81 48,700 Nebraska–
Lincoln

University of
31 Omaha, NE — — 4:00–6:00 p.m. 28 40 32 72 23,500 Nebraska–
Lincoln

University of
55 Omaha, NE — — 4:00–6:00 p.m. 27 35 38 73 27,200 Nebraska–
Lincoln

University of
65 Omaha, NE — — 4:00–6:00 p.m. 25 25 50 75 44,700 Nebraska–
Lincoln

31 Orlando, FL 1993 440 2:00–6:00 p.m. 35 — — 65 — TPD Inc.

Average Pass-By Trip Percentage: 36

“—” means no data were provided

196 Trip Generation Handbook, 3rd Edition

 Figure
Figure E.10 Supermarket(850)
F.10 Supermarket (850)
Average Pass-By Trip Percentage vs: 1,000 Sq. Ft. Gross Floor Area
On a: Weekday, PM Peak Period
Number of Studies: 9
Average 1,000 Sq. Ft. GFA: 46

Appendix E: Database on Pass-By, Diverted, and Primary Trips 197

 Table E.14 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 851—Convenience Market (Open 24 Hours)
SIZE (1,000 NON-PASS-BY TRIPS (%) ADJ. STREET
SQ. FT. WEEKDAY NO. OF PASS-BY PEAK HOUR
GFA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
Overland Park,
3 Aug. 1987 68 4:30–5:30 p.m. 34 53 13 66 — —
KS
Overland Park,
3 July 1987 68 4:30–5:30 p.m. 28 50 22 72 — —
KS
ITE Montana
~1.9 Billings, MT 1987 461 4:00–6:00 p.m. 62 13 25 38 — Section Tech
Comm
Chicago Kenig, O’Hara,
<50.0 1987 72 3:00–6:00 p.m. 28 — — 72 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 54 3:00–6:00 p.m. 78 — — 22 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 34 3:00–6:00 p.m. 69 — — 31 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 100 3:00–6:00 p.m. 63 — — 37 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 43 3:00–6:00 p.m. 43 — — 57 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 135 3:00–6:00 p.m. 39 — — 61 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 74 3:00–6:00 p.m. 53 — — 47 —
suburbs, IL Humes, Flock
Chicago Kenig, O’Hara,
<50.0 1987 80 3:00–6:00 p.m. 64 — — 36 —
suburbs, IL Humes, Flock

Average Pass-By Trip Percentage: 51

“—” means no data were provided

Table E.15 Pass-By and Non-Pass-By Trips Weekday, AM Peak Period

Land Use Code 853—Convenience Market with Gasoline Pumps
SIZE WEEKDAY PASS- NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF BY TRIP PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Louisville Barton-Aschman
2.8 1993 — 7:00–9:00 a.m. 54 11 35 46 1,240
area, KY Assoc.
Louisville Barton-Aschman
2.4 1993 — 7:00–9:00 a.m. 48 17 35 52 1,210
area, KY Assoc.
Louisville Barton-Aschman
4.2 1993 47 7:00–9:00 a.m. 62 19 19 38 1,705
area, KY Assoc.
Crestwood, Barton-Aschman
2.6 1993 — 7:00–9:00 a.m. 72 15 13 28 940
KY Assoc.
Louisville Barton-Aschman
3.7 1993 49 7:00–9:00 a.m. 66 16 18 34 990
area, KY Assoc.
New Albany, Barton-Aschman
3.0 1993 62 7:00–9:00 a.m. 74 10 16 26 790
IN Assoc.
Louisville, Barton-Aschman
2.3 1993 58 7:00–9:00 a.m. 64 5 31 36 1,255
KY Assoc.
New Albany, Barton-Aschman
2.2 1993 79 7:00–9:00 a.m. 56 6 38 44 635
IN Assoc.
Louisville Barton-Aschman
3.6 1993 49 7:00–9:00 a.m. 67 4 29 33 1,985
area, KY Assoc.

Average Pass-By Trip Percentage: 63

“—” means no data were provided

198 Trip Generation Handbook, 3rd Edition

Figure E.11 Convenience Market with Gasoline Pumps (853)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 199

 Table E.16 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 853—Convenience Market with Gasoline Pumps
SIZE (1,000 WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
SQ. FT. SURVEY NO. OF PASS-BY PEAK HOUR
GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
Louisville Barton-Aschman
2.8 1993 — 4:00–6:00 p.m. 62 11 27 38 2,875
area, KY Assoc.
Louisville Barton-Aschman
2.4 1993 — 4:00–6:00 p.m. 58 13 29 42 2,655
area, KY Assoc.
Louisville Barton-Aschman
4.2 1993 61 4:00–6:00 p.m. 58 26 16 42 2,300
area, KY Assoc.
Crestwood, Barton-Aschman
2.6 1993 68 4:00–6:00 p.m. 67 15 18 33 950
KY Assoc.
Louisville Barton-Aschman
3.7 1993 70 4:00–6:00 p.m. 61 16 23 39 2,175
area, KY Assoc.
New Albany, Barton-Aschman
3.0 1993 80 4:00–6:00 p.m. 65 15 20 35 1,165
IN Assoc.
Barton-Aschman
2.3 Louisville, KY 1993 67 4:00–6:00 p.m. 57 16 27 43 1,954
Assoc.
New Albany, Barton-Aschman
2.2 1993 115 4:00–6:00 p.m. 48 16 36 52 820
IN Assoc.
Louisville Barton-Aschman
3.6 1993 60 4:00–6:00 p.m. 56 17 27 44 2,505
area, KY Assoc.
Seminole Tipton Associates
2.6 1989 82 4:00–6:00 p.m. 73 20 7 27 —
Co., FL Inc.
Seminole Tipton Associates
2.6 1989 98 4:00–6:00 p.m. 81 15 4 19 —
Co., FL Inc.
Seminole Tipton Associates
2.6 1989 115 4:00–6:00 p.m. 69 16 15 31 —
Co., FL Inc.
Volusia Co., Tipton Associates
2.6 1989 98 4:00–6:00 p.m. 74 15 11 26 —
FL Inc.
Volusia Co., Tipton Associates
2.4 1989 38 4:00–6:00 p.m. 74 24 2 26 —
FL Inc.
Volusia Co., Tipton Associates
2.7 1989 82 4:00–6:00 p.m. 87 8 5 13 —
FL Inc.
Seminole Tipton Associates
2.6 1989 99 2:00–4:00 p.m. 64 28 8 36 —
Co., FL Inc.
Volusia Co., Tipton Associates
2.4 1989 38 2:00–4:00 p.m. 68 21 11 32 —
FL Inc.

Average Pass-By Trip Percentage: 66

“—” means no data were provided

200 Trip Generation Handbook, 3rd Edition

Figure E.12 Convenience Market with Gasoline Pumps (853)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 201

 Figure E.13 Convenience Market with Gasoline Pumps (853)

202 Trip Generation Handbook, 3rd Edition

 Table E.17 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 854—Discount Supermarket
SIZE (1,000 WEEKDAY NON-PASS-BY TRIPS (%)
SQ. FT. SURVEY NO. OF PASS-BY
GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL SOURCE

50 Overland Park, KS July 1998 33 4:30–5:30 p.m. 9 70 21 91 —

79 Clark Cnty., WA Nov. 2001 884 4:00–6:00 p.m. 34 39 27 66 Kittelson & Associates Inc.

80 Reno, NV Apr. 2002 478 4:00–6:00 p.m. 38 44 18 62 Kittelson & Associates Inc.

72 Salem, OR Nov. 2001 827 4:00–6:00 p.m. 31 51 18 69 Kittelson & Associates Inc.

75 Hillsboro, OR Nov. 2001 786 4:00–6:00 p.m. 33 40 27 67 Kittelson & Associates Inc.

79 Eugene, OR Nov. 2001 637 4:00–6:00 p.m. 13 52 35 87 Kittelson & Associates Inc.

79 Yuba City, CA Apr. 2002 547 4:00–6:00 p.m. 15 64 21 85 Kittelson & Associates Inc.

79 Chico, CA Apr. 2002 798 4:00–6:00 p.m. 20 58 22 80 Kittelson & Associates Inc.

80 Antelope, CA May 2002 617 4:00–6:00 p.m. 12 68 20 88 Kittelson & Associates Inc.

80 Elk Grove, CA May 2002 538 4:00–6:00 p.m. 25 52 23 75 Kittelson & Associates Inc.

94 Gresham, OR June 2010 536 4:00–6:00 p.m. 7 45 48 93 738

93 Kent, WA Apr. 2010 440 4:00–6:00 p.m. 21 41 38 79 738

88 Orangevale, CA Sept. 2010 497 4:00–6:00 p.m. 15 49 36 85 738

66 Portland, OR June 2010 382 4:00–6:00 p.m. 18 47 35 82 738

Average Pass-By Trip Percentage: 21

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 203

 Figure E.14 Discount Supermarket (854)

204 Trip Generation Handbook, 3rd Edition

 Table E.18 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 857—Discount Club
SIZE VEHICLE WEEKDAY NON-PASS-BY TRIP (%)
(1,000 SQ. FUELING SURVEY NO. OF PASS-BY
FT. GFA) POSITIONS LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL SOURCE
Lancaster,
137 12 June 2009 160 4:00–6:00 p.m. 38 — — 62 719
PA
Harrisburg,
149 12 June 2009 228 4:00–6:00 p.m. 33 — — 67 719
PA
Robinson,
149 12 June 2009 147 4:00–6:00 p.m. 29 — — 71 719
PA
Cranberry,
149 12 June 2009 218 4:00–6:00 p.m. 50 — — 50 719
PA
Frederick,
149 12 July 2010 255 4:00–6:00 p.m. 34 — — 66 719
MD

Average Pass-By Trip Percentage: 37

“—” means no data were provided

Table E.19 Pass-By and Non-Pass-By Trips Saturday, Mid-Day Peak Period
Land Use Code 857—Discount Club
SIZE (1,000 NON-PASS-BY TRIP (%)
SQ. FT. VEHICLE FUELING SURVEY NO. OF PASS-BY
GFA) POSITIONS LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL SOURCE

137 12 Lancaster, PA June 2009 462 12:00–3:00 p.m. 26 — — 74 719

149 12 Harrisburg, PA June 2009 203 12:00–3:00 p.m. 16 — — 84 719

149 12 Robinson, PA June 2009 240 12:00–3:00 p.m. 37 — — 63 719

149 12 Cranberry, PA June 2009 267 12:00–3:00 p.m. 39 — — 61 719

149 12 Frederick, MD July 2010 209 12:00–3:00 p.m. 31 — — 69 719

Average Pass-By Trip Percentage: 30

“—” means no data were provided

Table E.20 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 862—Home Improvement Superstore
SIZE (1,000 NON-PASS-BY TRIPS (%) ADJ. STREET
SQ. FT. WEEKDAY NO. OF PASS-BY PEAK HOUR
GFA) LOCATION SURVEY DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

107 Casselberry, FL 1992 488 2:00–6:00 p.m. 44 32 24 56 — TPD Inc.

91 Daytona Beach, FL 1993 111 2:00–6:00 p.m. 46 — — 54 — TPD Inc.

100 Orlando, FL 1993 147 2:00–6:00 p.m. 54 — — 46 — TPD Inc.

142 Clearwater, FL May 2010 153 2:00–6:00 p.m. 25 — — 75 3,888 731

Average Pass-By Trip Percentage: 42

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 205

 Table E.21 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 863—Electronics Superstore
SIZE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
46 Altamonte Springs, FL 1995 1,329 2:00–6:00 p.m. 40 27 33 60 — TPD Inc.

“—” means no data were provided

Table E.22 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 880—Pharmacy/Drugstore without Drive-Through Window
WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
SIZE (1,000 SURVEY NO. OF PASS-BY PEAK HOUR
SQ. FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

10 Orange City, FL 1992 42 2:00–6:00 p.m. 65 — — 35 — TPD Inc.

10 Deltona, FL 1992 54 2:00–6:00 p.m. 60 — — 40 — TPD Inc.

9.6 Kissimmee, FL 1995 190 2:00–6:00 p.m. 30 57 13 70 — TPD Inc.

8.6 Orlando, FL 1995 369 2:00–6:00 p.m. 60 25 15 40 — TPD Inc.

New Smyrna
13 1993 55 2:00–6:00 p.m. 53 — — 47 — TPD Inc.
Beach, FL

12 Apopka, FL 1993 365 2:00–6:00 p.m. 52 — — 48 — TPD Inc.

Average Pass-By Trip Percentage: 53

“—” means no data were provided

Table E.23 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 881—Pharmacy/Drugstore with Drive-Through Window
SIZE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

9.6 Orlando, FL 1995 370 2:00–6:00 p.m. 47 40 13 53 — TPD Inc.

16 Orlando, FL 1995 385 2:00–6:00 p.m. 41 50 9 59 — TPD Inc.

16 Orlando, FL 1995 522 2:00–6:00 p.m. 58 25 17 42 — TPD Inc.

Average Pass-By Trip Percentage: 49

“—” means no data were provided

206 Trip Generation Handbook, 3rd Edition

 Table E.24 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 890—Furniture Store
SIZE WEEKDAY ADJ. STREET
NON-PASS-BY TRIPS (%)
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
Altamonte
41 1995 212 2:00–6:00 p.m. 49 20 31 51 — TPD Inc.
Springs, FL
Daytona Beach,
17 1994 39 2:00–6:00 p.m. 69 — — 31 — TPD Inc.
FL

24 Orlando, FL 1991 103 2:00–6:00 p.m. 42 — — 58 — TPD Inc.

Average Pass-By Trip Percentage: 53

“—” means no data were provided

Table E.25 Pass-By and Non-Pass-By Trips Weekday, AM Peak Period

Land Use Code 912—Drive-in Bank
SIZE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

March
3.8 Camp Hill Mall, PA 11 7:45–8:45 a.m. 27 — — 73 — McMahon Associates, Inc.
2005

March
3.8 Exeter Twp, PA 9 8:00–9:00 a.m. 24 — — 76 — McMahon Associates, Inc.
2005

March
3.8 York, PA 22 7:45–8:45 a.m. 34 — — 66 — McMahon Associates, Inc.
2005

March
3.8 York, PA 30 8:00–9:00 a.m. 27 — — 73 — McMahon Associates, Inc.
2005

March
3.8 Mountain Road, PA 34 7:30–8:30 a.m. 40 — — 60 — McMahon Associates, Inc.
2005

March
3.8 Muhlenberg, PA 7 8:00–9:00 a.m. 27 — — 73 — McMahon Associates, Inc.
2005

March
3.8 York, PA 15 8:00–9:00 a.m. 16 — — 84 — McMahon Associates, Inc.
2005

March
3.8 Derry Street, PA 27 8:00–9:00 a.m. 36 — — 64 — McMahon Associates, Inc.
2005

Average Pass-By Trip Percentage: 29

“—” means no data were provided

Table E.26 Pass-By and Non-Pass-By Trips Weekday, Mid-Day Peak Period
Land Use Code 912—Drive-in Bank
SIZE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

3.6 Arlington, WA Sept. 2007 — 11:00 a.m.–2:00 p.m. 34 42 24 66 — 657

2.7 Lynnwood, WA Sept. 2007 — 11:00 a.m.–2:00 p.m. 26 58 16 74 — 657

2.8 Redmond, WA Sept. 2007 — 11:00 a.m.–2:00 p.m. 30 53 17 70 — 657

3.6 Snohomish, WA July 2007 — 11:00 a.m.–2:00 p.m. 15 — — 85 — 657

Average Pass-By Trip Percentage: 26

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 207

 Table E.27 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 912—Drive-in Bank
SIZE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

16.0 Overland Park, KS Dec. 1988 20 4:30–5:30 p.m. 15 55 30 85 — —

Barton-Aschman
3.3 Louisville area, KY July 1993 — 4:00–6:00 p.m. 48 22 30 52 2,570
Assoc.

Barton-Aschman
3.4 Louisville area, KY July 1993 — 4:00–6:00 p.m. 64 22 14 36 2,266
Assoc.

Barton-Aschman
3.4 Louisville area, KY July 1993 75 4:00–6:00 p.m. 57 11 32 43 1,955
Assoc.

Barton-Aschman
3.5 Louisville area, KY June 1993 53 4:00–6:00 p.m. 47 32 21 53 2,785
Assoc.

Barton-Aschman
6.4 Louisville area, KY June 1993 66 4:00–6:00 p.m. 53 20 27 47 2,610
Assoc.

McMahon
3.8 Colonial Park, PA March 2005 56 4:00–5:00 p.m. 43 — — 57 —
Associates, Inc.

McMahon
3.8 Camp Hill Mall, PA March 2005 38 4:15–5:15 p.m. 41 — — 59 —
Associates, Inc.

McMahon
3.8 Exeter Twp, PA March 2005 14 4:00–5:00 p.m. 24 — — 76 —
Associates, Inc.

McMahon
3.8 York, PA March 2005 63 4:00–5:00 p.m. 29 — — 71 —
Associates, Inc.

McMahon
3.8 York, PA March 2005 70 4:00–5:00 p.m. 29 — — 71 —
Associates, Inc.

McMahon
3.8 Palmyra, PA March 2005 29 4:15–5:15 p.m. 27 — — 73 —
Associates, Inc.

McMahon
3.8 Mountain Road, PA March 2005 41 4:00–5:00 p.m. 25 — — 75 —
Associates, Inc.

McMahon
3.8 Hummelstown, PA March 2005 37 4:00–6:00 p.m. 31 — — 69 —
Associates, Inc.

McMahon
3.8 Muhlenberg, PA March 2005 19 4:00–6:00 p.m. 29 — — 71 —
Associates, Inc.

McMahon
3.8 York, PA March 2005 34 4:00–6:00 p.m. 21 — — 79 —
Associates, Inc.

McMahon
3.8 Derry Street, PA March 2005 36 4:00–6:00 p.m. 29 — — 71 —
Associates, Inc.

3.6 Arlington, WA Sept. 2007 — 4:00–6:00 p.m. 42 50 8 58 — 657

2.7 Lynnwood, WA Sept. 2007 — 4:00–6:00 p.m. 26 66 8 74 — 657

2.8 Redmond, WA Sept. 2007 — 4:00–6:00 p.m. 21 55 24 79 — 657

3.6 Snohomish, WA July 2007 — 4:00–6:00 p.m. 29 — — 71 — 657

Average Pass-By Trip Percentage: 35

“—” means no data were provided

208 Trip Generation Handbook, 3rd Edition

Figure E.15 Drive-in Bank (912)

Appendix E: Database on Pass-By, Diverted, and Primary Trips 209

 Table E.28 Pass-By and Non-Pass-By Trips Saturday, Mid-Day Peak Period
Land Use Code 912—Drive-in Bank
SIZE NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Colonial McMahon
3.8 March 2005 63 11:15 a.m.–12:15 p.m. 33 — — 67 —
Park, PA Associates, Inc.

Camp Hill McMahon

3.8 March 2005 103 11:00 a.m.–12:00 p.m. 77 — — 23 —
Mall, PA Associates, Inc.

Exeter McMahon
3.8 March 2005 34 10:30–11:30 a.m. 37 — — 63 —
Twp, PA Associates, Inc.

McMahon
3.8 York, PA March 2005 53 10:15–11:15 a.m. 33 — — 67 —
Associates, Inc.

McMahon
3.8 York, PA March 2005 25 10:45–11:45 a.m. 12 — — 88 —
Associates, Inc.

Average Pass-By Trip Percentage: 38

“—” means no data were provided

Table E.29 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period

Land Use Code 931—Quality Restaurant
NON-PASS-BY TRIPS (%) ADJ.
PASS- STREET
SIZE WEEKDAY BY PEAK
(1,000 SQ. SURVEY NO. OF TRIP HOUR
SEATS FT. GFA) LOCATION DATE INTERVIEWS TIME PERIOD (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Barton-
Louisville
240 12 July 1993 38 4:00–6:00 p.m. 26 36 38 74 4,145 Aschman
area, KY
Assoc.

Orlando,
— 8 1992 168 4:00–8:00 p.m. 45 — — 55 — TPD Inc.
FL

Orlando,
— 8.8 1992 84 2:00–6:00 p.m. 44 40 16 56 — TPD Inc.
FL

Orlando,
— 6.5 1995 173 2:00–6:00 p.m. 62 — — 38 — TPD Inc.
FL

Average Pass-By Trip Percentage: 44

“—” means no data were provided

210 Trip Generation Handbook, 3rd Edition

 Table E.30 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 932—High-Turnover (Sit-Down) Restaurant
ADJ.
SIZE NON-PASS-BY TRIPS (%) STREET
(1,000 WEEKDAY PASS- PEAK
SQ. FT. SURVEY NO. OF BY TRIP HOUR
SEATS GFA) LOCATION DATE INTERVIEWS TIME PERIOD (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

— 5.8 Orlando, FL 1992 150 2:00–6:00 p.m. 32 — — 68 — TPD Inc.

Casselberry,
— 5 1992 65 2:00–6:00 p.m. 58 — — 42 — TPD Inc.
FL

Barton-
Louisville
168 5.3 1993 24 4:00–6:00 p.m. 50 37 13 50 1,615 Aschman
area, KY
Assoc.

Barton-
Louisville
169 2.9 1993 41 4:00–6:00 p.m. 37 27 36 63 3,935 Aschman
area, KY
Assoc.

Barton-
Louisville
150 3.1 1993 21 4:00–6:00 p.m. 38 29 33 62 2,580 Aschman
area, KY
Assoc.

Barton-
New Albany,
250 7.1 1993 — 4:00–6:00 p.m. 23 23 54 77 1,565 Aschman
IN
Assoc.

Kissimmee,
— 8 1995 664 2:00–6:00 p.m. 40 39 21 60 — TPD Inc.
FL

— 11 Orlando, FL 1996 267 2:00–6:00 p.m. 38 43 19 62 — TPD Inc.

— 12 Orlando, FL 1996 317 2:00–6:00 p.m. 29 51 20 71 — TPD Inc.

— 4.6 Orlando, FL 1992 276 2:00–6:00 p.m. 63 — — 37 — TPD Inc.

— 5.7 Orlando, FL 1994 308 2:00–6:00 p.m. 57 — — 43 — TPD Inc.

— 6.2 Orlando, FL 1995 521 2:00–6:00 p.m. 46 43 11 54 — TPD Inc.

Average Pass-By Trip Percentage: 43

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 211

 Figure E.16
Figure High-Turnover
F.16 (Sit-Down)
High-Turnover Restaurant
(Sit-Down) (932)
Restaurant (932)
Average Pass-By Trip Percentage vs: 1,000 Sq. Ft. Gross Floor Area
On a: Weekday, PM Peak Period
Number of Studies: 12
Average 1,000 Sq. Ft. GFA: 6.4

212 Trip Generation Handbook, 3rd Edition

 Table E.31 Pass-By and Non-Pass-By Trips Weekday, AM Peak Period
Land Use Code 934—Fast-Food Restaurant with Drive-Through Window
SIZE (1,000 WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
SQ. FT. SURVEY NO. OF PASS-BY PEAK HOUR
SEATS GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
Chicago suburbs, Kenig, O’Hara,
— <5 1987 84 7:00–9:00 a.m. 44 — — 56 —
IL Humes, Flock
Barton-Aschman
88 1.4 Louisville area, KY 1993 — 7:00–9:00 a.m. 62 22 16 38 1,407
Assoc.
Barton-Aschman
100 3.6 Louisville, KY 1993 — 7:00–9:00 a.m. 32 47 21 68 437
Assoc.
Barton-Aschman
87 4.2 New Albany, IN 1993 — 7:00–9:00 a.m. 46 23 31 54 1,049
Assoc.
Barton-Aschman
150 3.0 Louisville area, KY 1993 — 7:00–9:00 a.m. 43 14 43 57 2,903
Assoc.

— 3.3 varies 1996 — 6:00–9:00 a.m. 68 — — 32 — Oracle Engineering

Average Pass-By Trip Percentage: 49

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 213

 Table E.32 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 934—Fast-Food Restaurant with Drive-Through Window
SIZE ADJ.
(1,000 PASS- NON-PASS-BY TRIPS (%) STREET
SQ. WEEKDAY BY PEAK
FT. SURVEY NO. OF TRIP HOUR
SEATS GFA) LOCATION DATE INTERVIEWS TIME PERIOD (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Minn-St.
— ~2.6 1987 50 3:00–7:00 p.m. 25 27 48 75 — —
Paul, MN

Chicago Kenig, O’Hara,

— <5.0 1987 80 3:00–6:00 p.m. 38 — — 62 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

— <5.0 1987 100 3:00–6:00 p.m. 55 — — 45 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

— <5.0 1987 159 3:00–6:00 p.m. 56 — — 44 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

— <5.0 1987 225 3:00–6:00 p.m. 48 — — 52 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

— <5.0 1987 88 3:00–6:00 p.m. 35 — — 65 —
suburbs, IL Humes, Flock

Chicago Kenig, O’Hara,

— <5.0 1987 84 3:00–6:00 p.m. 44 — — 56 —
suburbs, IL Humes, Flock

Barton-
Louisville
88 1.3 1993 — 4:00–6:00 p.m. 68 22 10 32 2,055 Aschman
area, KY
Assoc.

Barton-
Louisville
120 1.9 1993 33 4:00–6:00 p.m. 67 24 9 33 2,447 Aschman
area, KY
Assoc.

Barton-
New Albany,
87 4.2 1993 — 4:00–6:00 p.m. 56 25 19 44 1,632 Aschman
IN
Assoc.

Barton-
Louisville
150 3.0 1993 — 4:00–6:00 p.m. 31 31 38 69 4,250 Aschman
area, KY
Assoc.

Kissimmee,
— 3.1 1995 28 2:00–6:00 p.m. 71 — — 29 — TPD Inc.
FL

— 3.1 Apopka, FL 1996 29 2:00–6:00 p.m. 38 — — 62 — TPD Inc.

Winter
— 2.8 1995 47 2:00–6:00 p.m. 66 — — 34 — TPD Inc.
Springs, FL

Longwood,
— 4.3 1994 304 2:00–6:00 p.m. 62 — — 38 — TPD Inc.
FL

Altamonte
— 3.2 1996 202 2:00–6:00 p.m. 40 39 21 60 — TPD Inc.
Springs, FL

Winter Park,
— 2.9 1996 271 2:00–6:00 p.m. 41 41 18 59 — TPD Inc.
FL

Oracle
— 3.3* several 1996 varies 4:00–6:00 p.m. 62 — — 38 —
Engineering

*Average of several combined studies.

Average Pass-By Trip Percentage: 50
“—” means no data were provided

214 Trip Generation Handbook, 3rd Edition

 FigureF.17
Figure E.17Fast-Food
Fast-FoodRestaurant
Restaurantwith
withDrive-Through
Drive-ThroughWindow
Window(934)
(934)
Average Pass-By Trip Percentage vs: 1,000 Sq. Ft. Gross Floor Area
On a: Weekday, PM Peak Period
Number of Studies: 12
Average 1,000 Sq. Ft. GFA: 3.0

Appendix E: Database on Pass-By, Diverted, and Primary Trips 215

 Table E.33 Pass-By and Non-Pass-By Trips Weekday
Land Use Code 938—Coffee/Donut Shop with Drive-Through Window
and No Indoor Seating (Coffee/Espresso Stand)
SIZE NON-PASS-BY TRIPS (%)
(1,000 WEEKDAY
SQ. FT. SURVEY NO. OF PASS-BY
GFA) LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL SOURCE

Kittelson &
0.1 Vancouver, WA Nov. 1997 69 6:00 a.m.–6:00 p.m. 83 — — 17
Associates Inc.

“—” means no data were provided

Table E.34 Pass-By and Non-Pass-By Trips Weekday

Land Use Code 938—Coffee/Donut Shop with Drive-Through Window
and No Indoor Seating (Coffee/Espresso Stand)
NON-PASS-BY TRIPS (%)
WEEKDAY
SURVEY NO. OF PASS-BY
EMPLOYEES LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL SOURCE

Kittelson &
1 Vancouver, WA Nov. 1997 70 6:00 a.m.–6:00 p.m. 83 — — 17
Associates Inc.

Kittelson &
1 Woodburn, OR Feb. 1998 109 6:00 a.m.–6:00 p.m. 95 — — 5
Associates Inc.

Kittelson &
1 Vancouver, WA Feb. 1998 83 6:00 a.m.–1:00 p.m. 89 — — 11
Associates Inc.

Average Pass-By Trip Percentage: 89

“—” means no data were provided

Table E.35 Pass-By and Non-Pass-By Trips Weekday, AM Peak Period

Land Use Code 944—Gasoline/Service Station
NON-PASS-BY TRIPS (%) ADJ.
SIZE STREET
(1,000 VEHICLE WEEKDAY PEAK
SQ. FT. FUELING SURVEY NO. OF PASS-BY HOUR
GFA) POSITIONS LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Gaithersburg,
2.3 6 1992 37 7:00–9:00 a.m. 32 41 27 68 2,080 RBA
MD

Bethesda,
2.1 6 1992 26 7:00–9:00 a.m. 58 23 19 42 2,080 RBA
MD

1.7 6 Wheaton, MD 1992 21 7:00–9:00 a.m. 67 14 19 33 900 RBA

Gaithersburg,
2.0 8 1992 46 7:00–9:00 a.m. 87 13 0 13 2,235 RBA
MD

Damascus,
1.2 6 1992 21 7:00–9:00 a.m. 43 28 29 57 870 RBA
MD

0.3 12 Wheaton, MD 1992 36 7:00–9:00 a.m. 61 8 31 39 3,480 RBA

Average Pass-By Trip Percentage: 58

“—” means no data were provided

216 Trip Generation Handbook, 3rd Edition

 Table E.36 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 944—Gasoline/Service Station
ADJ.
SIZE VEHICLE WEEKDAY NON-PASS-BY TRIPS (%) STREET
(1,000 SQ. FUELING SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) POSITIONS LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Kenig,
Chicago
— — 1987 48 3:00–7:00 p.m. 21 — — 79 — O’Hara,
suburbs, IL
Humes, Flock

Kenig,
Chicago
— — 1987 34 3:00–6:00 p.m. 25 — — 75 — O’Hara,
suburbs, IL
Humes, Flock

Kenig,
Chicago
— — 1987 42 3:00–6:00 p.m. 20 — — 80 — O’Hara,
suburbs, IL
Humes, Flock

Gaithersburg,
2.3 6 1992 55 4:00–6:00 p.m. 40 11 49 60 2,760 RBA
MD

2.1 6 Bethesda, MD 1992 30 4:00–6:00 p.m. 53 20 27 47 1,060 RBA

1.7 6 Wheaton, MD 1992 18 4:00–6:00 p.m. 61 6 33 39 2,510 RBA

Gaithersburg,
2.0 8 1992 47 4:00–6:00 p.m. 62 23 15 38 2,635 RBA
MD

1.2 6 Damascus, MD 1992 26 4:00–6:00 p.m. 58 11 31 42 1,020 RBA

0.3 12 Wheaton, MD 1992 52 4:00–6:00 p.m. 38 10 52 62 3,835 RBA

Average Pass-By Trip Percentage: 42

“—” means no data were provided

Table E.37 Pass-By and Non-Pass-By Trips Weekday, AM Peak Period

Land Use Code 945—Gasoline/Service Station with Convenience Market
SIZE VEHICLE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
(1,000 SQ. FUELING SURVEY NO. OF PASS-BY PEAK HOUR
FT. GFA) POSITIONS LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE
Barton-
Louisville
0.8 8 1993 61 7:00–9:00 a.m. 60 15 25 40 4,000 Aschman
area, KY
Assoc.
Barton-
Louisville,
0.6 8 1993 48 7:00–9:00 a.m. 68 13 19 32 1,307 Aschman
KY
Assoc.
Barton-
Louisville,
0.7 10 1993 47 7:00–9:00 a.m. 67 11 22 33 1,105 Aschman
KY
Assoc.
Barton-
Louisville
0.7 8 1993 — 7:00–9:00 a.m. 56 22 22 44 1,211 Aschman
area, KY
Assoc.
Barton-
Louisville
0.7 10 1993 — 7:00–9:00 a.m. 46 42 12 54 1,211 Aschman
area, KY
Assoc.
Barton-
Louisville
0.3 — 1993 75 7:00–9:00 a.m. 72 15 13 28 — Aschman
area, KY
Assoc.
Silver Spring,
0.8 8 1992 36 7:00–9:00 a.m. 47 14 39 53 3,095 RBA
MD
Derwood,
0.4 8 1992 46 7:00–9:00 a.m. 75 0 25 25 3,770 RBA
MD
Kensington,
2.2 8 1992 31 7:00–9:00 a.m. 47 34 19 53 1,785 RBA
MD
Silver Spring,
1 8 1992 35 7:00–9:00 a.m. 78 9 13 22 7,080 RBA
MD

Average Pass-By Trip Percentage: 62

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 217

 Figure E.18
Figure F.18Gasoline/Service Stationwith
Gasoline/Service Station with Convenience
Convenience Market
Market (945)(945)
Average Pass-By Trip Percentage vs: 1,000 Sq. Ft. Gross Floor Area
On a: Weekday, AM Peak Period
Number of Studies: 10
Average 1,000 Sq. Ft. GFA: 0.8

218 Trip Generation Handbook, 3rd Edition

 Table E.38 Pass-By and Non-Pass-By Trips Weekday, PM Peak Period
Land Use Code 945—Gasoline/Service Station with Convenience Market
SIZE (1,000 VEHICLE WEEKDAY NON-PASS-BY TRIPS (%) ADJ. STREET
SQ. FT. FUELING SURVEY NO. OF PASS-BY PEAK HOUR
GFA) POSITIONS LOCATION DATE INTERVIEWS TIME PERIOD TRIP (%) PRIMARY DIVERTED TOTAL VOLUME SOURCE

Barton-
Louisville
0.8 8 1993 83 4:00–6:00 p.m. 52 8 40 48 4,965 Aschman
area, KY
Assoc.

Barton-
0.6 8 Louisville, KY 1993 60 4:00–6:00 p.m. 53 20 27 47 1,491 Aschman
Assoc.

Barton-
0.7 10 Louisville, KY 1993 — 4:00–6:00 p.m. 57 19 24 43 1,812 Aschman
Assoc.

Barton-
Louisville
0.7 8 1993 — 4:00–6:00 p.m. 72 7 21 28 2,657 Aschman
area, KY
Assoc.

Barton-
Louisville
0.7 10 1993 — 4:00–6:00 p.m. 55 16 29 45 2,657 Aschman
area, KY
Assoc.

Silver Spring,
0.8 8 1992 36 4:00–6:00 p.m. 67 14 19 33 3,095 RBA
MD

Derwood,
0.4 8 1992 46 4:00–6:00 p.m. 46 11 43 54 3,770 RBA
MD

Kensington,
2.1 8 1992 31 4:00–6:00 p.m. 52 13 35 48 1,785 RBA
MD

Silver Spring,
1 8 1992 35 4:00–6:00 p.m. 54 3 43 46 7,080 RBA
MD

Average Pass-By Trip Percentage: 56

“—” means no data were provided

Appendix E: Database on Pass-By, Diverted, and Primary Trips 219

 FigureF.19
Figure E.19Gasoline/Service
Gasoline/ServiceStation
Stationwith
withConvenience
Convenience Market
Market (945)
(945)
Average Pass-By Trip Percentage vs: 1,000 Sq. Ft. Gross Floor Area
On a: Weekday, PM Peak Period
Number of Studies: 9
Average 1,000 Sq. Ft. GFA: 0.9

220 Trip Generation Handbook, 3rd Edition

 Appendix F. Example Application of Recommended
Process For Mixed-Use Development

This appendix is an example application of the recommended procedure for estimating trip
generation and internal trip capture at a mixed-use development. The example uses the spreadsheet
estimator tool.

Site Description

A proposed mixed-use development site consists of the following development program, with the
estimated single-use site vehicle trip generation for the PM street peak hour as shown in Table F.1.

Table F.1 Development Characteristics for Example 1

Total Total
ITE Vehicle Entering Total Exiting
Land Use LUC Size Units Trips Vehicles Vehicles
Office 710 600,000 Sq. Ft. 750 127 623
Retail 820 200,000 Sq. Ft. 953 457 496
Restaurant 932 70,000 Sq. Ft. 690 414 276
Cinema 445 10 Screens 136 61 75
Residential 220 1,500 Dwelling Units 1,518 987 531
Hotel 310 400 Total Rooms 240 122 118
Total All Land Uses 4,287 2,168 2,119
Source: An adaptation of a figure in NCHRP 684 (called Tables 103 and 104).

The objective is to estimate total external trip generation and internal trip capture for the PM peak
hour of adjacent street traffic. The steps described below follow the recommended procedure
presented in Section 6.5 of Chapter 6. The calculations reference the estimator tool also described in
Section 6.5.

Step 1: Determine Whether Methodology is Appropriate for Study Site

Based on a review of the site plan and context in the proposed mixed-use development vicinity, the
analyst determines that the recommended methodology is appropriate.

Step 2: Estimate Trip Generation for Individual Land Uses

PM peak hour directional vehicle trip generation estimates for each land use from Trip Generation
Manual, are provided in Table F.1. Vehicle occupancy is assumed to be 1.00 person per vehicle for
Appendix F: Example Application of Recommended Process For Mixed-Use Development 221
 all land uses and directions of travel. All the external trips are assumed made to be in a vehicle (that
is, there are no walk, bike, or transit trips). The single-use trip generation estimates are entered in
Table 1 of the estimator (as shown in Figure F.1). Table 2 remains empty as this example is using the
default values.

Step 3: Estimate Proximity between Individual On-Site Land Use Pairs

From a preliminary site plan, the following are the average distances between on-site land use pairs:
●● Office-Retail: 400 ft.

●● Office-Restaurant: 400 ft.

●● Office-Residential: 1,600 ft.

●● Residential-Retail: 900 ft.

●● Residential-Restaurant: 800 ft.

●● Residential-Cinema: 800 ft.

●● Residential-Hotel: 1,300 ft.

The proximity distances are entered in Table 3 of the estimator tool. The distances between the
following pairs of land uses are not measured because no proximity-adjustment factors described in
Chapter 6 are available for these pairs: office-cinema, office-hotel, retail-restaurant, retail-cinema,
retail-hotel, restaurant-cinema, restaurant-hotel, and cinema-hotel.

Step 4: Estimate Unconstrained Internal Trip Capture Rates with Proximity Adjustment
Step 4A: Estimate Base Unconstrained Internal Trip Capture Rates

For the PM peak hour, use the unconstrained internal trip capture rates under the “PM Peak Hour”
column of Tables 6.1 and 6.2. For example, for the retail-residential land use pair, the following
values are used.
●● From Retail to Residential (Origin End): 26 percent (Table 6.1)

●● From Residential to Retail (Origin End): 42 percent (Table 6.1)

●● To Retail from Residential (Destination End): 10 percent (Table 6.2)

●● To Residential from Retail (Destination End): 46 percent (Table 6.2)

Step 4B: Apply Proximity-Adjustment Factors

Based on the distances estimated in Step 3, the estimator tool automatically calculates several
proximity-adjustment factors. For the retail-residential land use pair, the proximity-adjustment factors
are calculated as follows:
●● From Retail to Residential (Origin End): 0.960 (shown in Table 10.1 of the estimator tool)

●● From Residential to Retail (Origin End): 0.790 (Table 10.1)

●● To Retail from Residential (Destination End): 0.790 (Table 10.2)

●● To Residential from Retail (Destination End): 1.000 (Table 10.2)

222 Trip Generation Handbook, 3rd Edition

Step 4C: Calculate Proximity-Adjusted Internal Trip Capture Rates

The results from Steps 4A and 4B are multiplied together to calculate the proximity-adjusted internal
trip capture rates:
●● From Retail to Residential (Origin End): 26% * 0.960 = 25.0%

●● From Residential to Retail (Origin End): 42% * 0.790 = 33.2%

●● To Retail from Residential (Destination End): 10% * 0.790 = 7.9%

●● To Residential from Retail (Destination End): 46% * 1.000 = 46.0%

Step 5: Estimate Unconstrained Demand between On-Site Land Use Pairs

The “unconstrained demand” volumes are computed by multiplying the directional trip generation
value by the proximity-adjusted internal trip capture rates. For example,
●● From Retail to Residential (Origin End): 496 outbound trips * 25.0% = 124 trips

●● From Residential to Retail (Origin End): 531 outbound trips * 33.2% = 176 trips

●● To Retail from Residential (Destination End): 457 inbound trips * 7.9% = 36 trips

●● To Residential from Retail (Destination End): 987 inbound trips * 46.0% = 454 trips

Outbound trips are shown in Table 8(O) on Page 2 of the estimator tool. Inbound trips are
shown in Table 8(D) on Page 2 of the estimator tool.

Step 6: Estimate Balanced Demand between On-Site Land Use Pairs

The controlling value (that is, the lower value) is selected for each pair of land uses for each
direction. For example, using the numbers calculated in Step 5 above:
●● For trips from Retail to Residential, the residential could receive as many as 454 trips; however,

the retail can only generate 124 trips to residential. The controlling value is 124 trips.
●● For trips from Residential to Retail, the residential could generate as many as 176 trips; however,

the retail can only receive 36 trips. The controlling value is 36 trips.

The balanced demand is shown in Table 4 on Page 1 of the estimator tool.

Step 7: Estimate Total Internal Trips

The balanced origin-destination matrix is shown in Table 4. The total internal trips for each land use
pair and direction is estimated by computing the row sum (trip origins) then the column sum (trip
destinations) for each land use. For example, the on-site retail generates a total of 291 exiting trips
with internal destinations and 208 entering trips with internal origins. Entering trips are shown in
Table 9(D) on Page 2 of the estimator tool. Exiting trips are shown in Table 9(O) on Page 2 of
the estimator tool.

Step 8: Estimate Total External Trips for Each Land Use

For each land use and direction, subtract the total internal trips from Step 7 from the total person-trip
generation estimates obtained in Step 2. For example, the retail generates 496–291 or 205 external trips

Appendix F: Example Application of Recommended Process For Mixed-Use Development 223

 exiting and 457–208 or 249 external trips entering. Entering trips are shown in Table 9(D) on Page 2
of the estimator tool. Exiting trips are shown in Table 9(O) on Page 2 of the estimator tool.

Step 9: Calculate Total External Vehicle Trip Generation and Internal Trip Capture Rate

The total external trip generation is the sum of the “External” column in Tables 9(O)/(D). The right three
columns of Tables 9(O)/(D) distribute these external trips by mode based on the user-entered vehicle
occupancy and mode share data. The total external vehicle trips and total external person trips by
transit and non-motorized modes are shown in Table 5 of the estimator tool. There are a total of 4,287
person trips generated by the on-site land uses at the proposed mixed-use development, of which
2,811 have an end outside of the study site. To calculate the internal trip capture rate, the sum of the
“Internal” columns of Table 9(O) and Table 9(D) is divided by the sum of the “Total” columns from the
same table. In this example, the total internal trip capture rate is estimated to be 34 percent. The
calculated internal trip capture rates for each land use and direction are shown in Table 6.

224 Trip Generation Handbook, 3rd Edition

 Figure F.1 NCHRP 684 Trip Capture Estimation Tool
Figure G.1 NCHRP 684 Internal Trip Capture Estimation Tool
Project Name: Example 1 Worksheet Organization:
Project Location: Performed By:
Scenario Description: Date:
Analysis Year: Checked By:
Analysis Period: PM Street Peak Hour Date:

Table 1-PM: Base Vehicle Trip Generation Estimates (Single-Use Site Estimate)
Development Data (For Information Only ) Estimated Vehicle Trips
Land Use 1
ITE LUCs Quantity Units Total Entering Exiting
Office 710 600,000 1000 sf GFA 750 127 623
Retail 820 200,000 1000 sf GFA 953 457 496
Restaurant 932 70,000 1000 sf GFA 690 414 276
Cinema/Entertainment 445 10 Screens 136 61 75
Residential 220 1,500 DU 1518 987 531
Hotel 310 400 Total Rooms 240 122 118
2
All Other Land Uses 0
Total 4287 2168 2119

Table 2-PM: Baseline Mode Split and Vehicle Occupancy Estimates

Entering Person Trips Exiting Person Trips
Land Use
Veh. Occ. % Transit % Non-Motorized Veh. Occ. % Transit % Non-Motorized
Office
Retail
Restaurant
Cinema/Entertainment
Residential
Hotel
2
All Other Land Uses

Table 3-PM: Average Land Use Interchange Distances (Walking Distance in Feet)
Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office 400 400 1600
Retail 900
Restaurant 800
Cinema/Entertainment 800
Residential 900 800
Hotel 1300

Table 4-PM: Internal Person Trip Origin-Destination Matrix*

Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office 34 8 0 9 0
Retail 10 120 16 124 21
Restaurant 8 113 20 49 19
Cinema/Entertainment 2 16 12 6 1
Residential 21 36 48 0 15
Hotel 0 9 21 0 0

Table 5-PM: Computations Summary Table 6-PM: Internal Trip Capture Percentages by Land Use
Total Entering Exiting Land Use Entering Trips Exiting Trips
All Person Trips 4,287 2,168 2,119 Office 32% 8%
Internal Capture Percentage 34% 34% 35% Retail 46% 59%
Restaurant 50% 76%
3
External Vehicle Trips 2,811 1,430 1,381 Cinema/Entertainment 59% 49%
4
External Transit Trips 0 0 0 Residential 19% 23%
4
External Non-Motorized Trips 0 0 0 Hotel 46% 25%

1
Land Use Codes (LUCs) from Trip Generation Manual , published by Institute of Transportation Engineers.
2
Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator.
3
Vehicle trips computed using the mode split and vehicle occupancy values provided in Table 2-PM.
4
Person trips
*Indicates computation that has been rounded to the nearest whole number.
Estimation Tool Developed by Texas A&M Transportation Institute

Appendix F: Example Application of Recommended Process For Mixed-Use Development 225

 Figure F.1 (Continued) NCHRP 684 Trip Capture Estimation Tool
Project Name: Example 1 Worksheet
Analysis Period: PM Street Peak Hour

Table 7-PM: Conversion of Vehicle Trip Ends to Person Trip Ends

Table 7-PM (D): Entering Trips Table 7-PM (O): Exiting Trips
Land Use
Veh. Occ. Vehicle Trips Person Trips* Veh. Occ. Vehicle Trips Person Trips*
Office 1.00 127 127 1.00 623 623
Retail 1.00 457 457 1.00 496 496
Restaurant 1.00 414 414 1.00 276 276
Cinema/Entertainment 1.00 61 61 1.00 75 75
Residential 1.00 987 987 1.00 531 531
Hotel 1.00 122 122 1.00 118 118

Table 8-PM (O): Internal Person Trip Origin-Destination Matrix (Computed at Origin)
Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office 117 23 0 9 0
Retail 10 144 20 124 25
Restaurant 8 113 22 49 19
Cinema/Entertainment 2 16 23 6 2
Residential 21 176 91 0 16
Hotel 0 19 80 0 2

Table 8-PM (D): Internal Person Trip Origin-Destination Matrix (Computed at Destination)
Destination (To)
Origin (From)
Office Retail Restaurant Cinema/Entertainment Residential Hotel
Office 34 8 1 39 0
Retail 39 120 16 454 21
Restaurant 38 229 20 158 87
Cinema/Entertainment 8 18 12 39 1
Residential 72 36 48 0 15
Hotel 0 9 21 0 0

Table 9-PM (D): Internal and External Trips Summary (Entering Trips)
Person Trip Estimates External Trips by Mode*
Destination Land Use 1 2 2
Internal External Total Vehicles Transit Non-Motorized
Office 41 86 127 86 0 0
Retail 208 249 457 249 0 0
Restaurant 209 205 414 205 0 0
Cinema/Entertainment 36 25 61 25 0 0
Residential 188 799 987 799 0 0
Hotel 56 66 122 66 0 0
3
All Other Land Uses 0 0 0 0 0 0

Table 9-PM (O): Internal and External Trips Summary (Exiting Trips)
Person Trip Estimates External Trips by Mode*
Origin Land Use 1 2 2
Internal External Total Vehicles Transit Non-Motorized
Office 51 572 623 572 0 0
Retail 291 205 496 205 0 0
Restaurant 209 67 276 67 0 0
Cinema/Entertainment 37 38 75 38 0 0
Residential 120 411 531 411 0 0
Hotel 30 88 118 88 0 0
3
All Other Land Uses 0 0 0 0 0 0
1
Vehicle trips computed using the mode split and vehicle occupancy values provided in Table 2-PM
2
Person Trips
3
Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator
*Indicates computation that has been rounded to the nearest whole number.
Source: An adaptation of a figure in NCHRP 684 (called Tables 103 and 104). Bochner, B., K. Hooper, B. Sperry,
and R. Dunphy. NCHRP Report 684: Enhancing Internal Trip Capture Estimation for Mixed-Use Developments.
Washington, DC: Transportation Research Board, 2011.

226 Trip Generation Handbook, 3rd Edition

 Appendix G. Recent and Ongoing Research on
Infill and Mixed-Use Development Trip Generation

In addition to the resource documents referenced in the Handbook chapters, several research
projects have been completed or were currently ongoing (at the time this Handbook was
compiled) to collect data and/or develop computational methods to estimate trip generation for
infill and mixed-use development. Some of the methods are more fully developed or more broadly
applicable than others. Important characteristics of the known methods and datasets are described
below. More details regarding the uses and limitations of the methods and data are available in the
cited source documents.

Evaluation of Trip Generation in Highly Urbanized Areas, District Department of

Transportation (Washington, DC)

The District Department of Transportation (DDOT) collected modal trip generation data at 62
residential and residential mixed-use (with first-floor retail) sites within Washington, DC. Initial results
in the analysis found a strong relationship between total person-trips and the number of dwelling
units plus the retail square footage. Best fit linear equations were developed.

DDOT continues to collect data, refine the study findings and explore additional models for predicting
person and vehicle trips that better account for environmental factors.

Caltrans Smart Growth Trip Generation (SGTG) Study (Phase 2)

The goal of the Caltrans study was to produce a validated estimation method and tool to accurately
estimate trip generation for smart growth developments in California and beyond. The product is a
database and estimation method that enables and justifies its regular use by public agencies and
consultants to assess traffic impacts of proposed smart growth land use developments.

Caltrans collected and compiled AM and PM peak hour person trip data by mode for 29 apartment
sites and 22 office sites. On average, the smart growth apartment sites generate 44 percent fewer
peak hour vehicle trips than would be estimated using ITE Trip Generation Manual rates and
equations. On average, the smart growth office sites generate 49 percent fewer peak hour vehicle trips.

The study produced models that estimate peak hour vehicle trips for smart growth apartment and office
sites. The data required for the models are the number of occupied units at the site (dwelling units for
an apartment building and gross square footage for an office building) and the number of intersections
within a half-mile radius of the study site (as a surrogate measure for pedestrian network connectivity).

Caltrans Smart Growth Trip Generation (SGTG) Study (Phase 1)

UC Davis researchers collected trip-generation data at 30 smart growth sites and used this
information, along with trip generation data from other studies, to develop a method embedded in a
spreadsheet tool that can be used to adjust available trip-generation rates for “smart growth” land

Appendix G: Recent and Ongoing Research on Infill and Mixed-Use Development Trip Generation 227
 use projects proposed in California. The spreadsheet tool includes site and context variables that
represent different aspects of smart growth (e.g., residential population density, job density, number
of peak-hour bus stops and train stops, bicycle facility presence, and sidewalk coverage).

The tool is only appropriate for sites in smart growth areas, as determined by the criteria presented
in the spreadsheet. The trip estimates produced by the tool are intended for planning-level analysis
at single-use sites or for single land uses that are a part of multi-use sites. The tool does not apply to
multi-use developments as a whole. While the accuracy of the spreadsheet tool could be improved
in the future by basing the underlying model on more study sites, it provides important contextual
considerations related to trip generation. The spreadsheet tool and more details are available at:
http://ultrans.its.ucdavis.edu/projects/smart-growth-trip-generation.

Urbemis

The Urban Emissions Model (URBEMIS), originally developed by the California Air Resources
Board, is used to estimate the impact of vehicle emissions associated with certain urban actions,
including new development, in California.14 It estimates daily (not peak hour) vehicle trips for smart
growth development based on various land use, locational, and transportation characteristics. The
model has withstood legal challenges.

URBEMIS uses ITE daily trip generation rates for all land uses included in Trip Generation Manual and
permits user input of additional land uses for which trip generation data are available. Documentation
for the latest version of URBEMIS, available as of pre-publication review of this edition of the
Handbook, states that Trip Generation Manual, 7th Edition data are reflected in the model.

URBEMIS documentation describes the detailed computations made by the model. The model
uses a series of fitted curve equations to estimate daily trip generation through a freeware program.
Context variables such as density, mixed-use, transit, street connectivity, bicycle and pedestrian
facilities, and transportation demand management measures can be input. Adjustments for each
action are additive, so there is potential for double-counting. There is an option to account for
multiple adjustments, but it is not clear that it eliminates all potential overlapping adjustments.

MXD+ Tool

The MXD+ estimator was developed for estimating trip generation for mixed-use development as
well as infill and transit-oriented development. The tool is an outgrowth of research and analysis
conducted by EPA and Sandag. MXD+ combines features of NCHRP 684 and EPA MXD. The
developers sought to address the fact that each method has strengths relative to the other and to
create a method that is more accurate than either of the individual methods alone.

The MXD+ tool incorporates the underlying data sources and logic that the two methods share.
It offers the ability to assess the effects of spatial separation of uses and recognition of specific
land-use categories and to consider the dynamic influences of local development context, regional

14
www.urbemis.com.

228 Trip Generation Handbook, 3rd Edition

accessibility, transit availability, development density and walkability factors, and the characteristics
of residents.

California Infill Trip Generation Study

Caltrans sponsored a project (Trip-Generation Rates for Urban Infill Land Uses in California) to study
travel characteristics of infill development in California’s metropolitan areas. The Caltrans report
documents the results of trip generation data collection at 25 multi-family residential, office, and very
limited retail and restaurant infill sites.15 The report includes initial findings for trip generation rates for
weekday AM and PM peak periods based on the limited data that were collected. The products of
this study are expected to be the beginnings of a California urban infill trip generation database.

For the Caltrans study, an infill site is either within one-third mile of a rail transit station, is served
by bus service at the junction of at least two major bus routes, or is located within 1,200 ft. of a bus
rapid transit (BRT) corridor. This definition of infill may be too restrictive for some sites considered
infill in this Handbook. Therefore, its data may be biased toward sites with significant transit service.

Trip Generation Rates for Transportation Impact Analyses of Infill Developments

(NCHRP Project 8-66)

NCHRP Project 8-66 pursued estimation methods that would not require development of a new
database for both urban and suburban infill sites. The project report (NCHRP Report 758) identifies
two approaches for obtaining adjustment factors for mode share and automobile occupancy to apply
to ITE rates.16 The recommended method for estimating trip generation for infill sites (presented in
Chapter 7) is similar to the first approach. The data requirements for the second approach may be
too demanding for use in a single site analysis, but could become viable if an MPO assembles the
needed data for use in analyzing development sites in its area.

The first approach is to collect mode share and vehicle occupancy data at the study site (if it exists)
or at nearby similar proxy sites within the same context as the study site (at build-out) and use the
results to adjust the person trip equivalents of ITE vehicle trip generation data.

The second approach can be used within any MPO area with urban travel surveys and a travel
forecasting model. The approach uses local household travel survey linked trip data to extract
mode share and vehicle occupancy data by trip purpose (representing land use) within groups of
traffic analysis zones that represent a specific context zone. The resulting mode shares and vehicle
occupancy are used to adjust person trip equivalents of ITE vehicle trip generation data. A key step
for this approach is to assign each trip purpose associated with its activity-based destination to
identify a trip for specific land uses.

15
Kimley-Horn and Associates, Inc., Economic & Planning Systems, and Gene Bregman & Associates.
Trip Generation Rates for Urban Infill Land Uses in California. California Department of Transportation, 2009.
16
Daisa, J. et al. NCHRP Report 758: Trip Generation Rates for Transportation Impact Analyses of Infill
Development. Washington, DC: Transportation Research Board, 2013.

Appendix G: Recent and Ongoing Research on Infill and Mixed-Use Development Trip Generation 229
 OTREC-Funded Urban Context-Based Rate Adjustment Study

The Oregon Transportation Research and Education Consortium (OTREC) funded a Portland State
University research project that developed a model using small sample data from the Portland, OR
region.17 The study produced nine distinct models using nine different built environment measures.

The research used small sample interviews (fewer than 100 per site) to collect PM peak period
person trip generation data as well as surrounding context data for 78 infill sites. Smart growth
characteristics were not required for these infill sites.

The land uses studied were convenience stores, high-turnover restaurants, and drinking
establishments. The study found a consistent trend between the personal passenger vehicle mode
share and the urban area location type. For example, the personal passenger vehicle mode share
percentage tended to be lowest in a central business district, with increasing percentages, in order,
for urban core, regional center, suburban town center, and general suburban settings. Likewise,
the walk mode share percentages increased from the suburban settings to the CBD settings.
Researchers also found for convenience markets and restaurants that person trip rates in very dense
urban contexts are higher than in suburban settings.18

The OTREC-funded method is at this point limited to the land uses from which it was developed and
tested. The model also is limited to use for PM peak period conditions because no AM peak data
were collected. The method was validated and verified for Portland-area use based on its accuracy
of estimates. The model developers plan to test for broader applicability using Caltrans project data.

Additional Data Collection and Analysis Efforts

The California Department of Transportation (Caltrans) has also funded a separate 3-year
project to investigate modal trip generation at affordable housing developments. A similar study
has been funded by the National Institute for Transportation and Communities to research
travel characteristics of residents in new multifamily housing products such as micro-apartments,
co-housing, and housing with zero or reduced parking.

In 2015, New York City Department of Transportation collected 24-hour person counts by video
and mode choice surveys at 80 residential, office, local retail, and hotel sites. The department
has initiated another substantial data collection project to cover another 60 sites that include
medical offices, supermarkets/fresh markets and fast food and quality restaurants.

Arlington County, VA, USA has collected trip generation and mode split data at residential,
office, and hotel sites and sites with a mix of these uses with retail. The Arlington Mobility
Lab prepared the first aggregate analysis of these data in 2013 on a sample of 16 primarily
residential buildings. A similar analysis of 16 office buildings is underway as is an update to the
residential analysis increasing the building sample size to 36. The analyses are also assessing

17
Clifton, K., K. Currans, and C. Muhs. Contextual Influences on Trip Generation, OTREC-RR-12-13, Oregon
Transportation Research and Education Consortium, Portland State University, Portland, OR, 2012. Available
online at http://otrec.us/project/407/.
18
Clifton, Kelly J., Kristina M. Currans, and Christopher D. Muhs. 2015. “Adjusting ITE’s Trip Generation Handbook
for Urban Context.” Journal of Transport and Land Use 8 (1): 1-25.

230 Trip Generation Handbook, 3rd Edition

the influence of neighborhood, building, parking, and TDM characteristics on mode choice and
trip-making behavior.

There continue to be advances in understanding of trip-making at transit-oriented (TOD) and

mixed-use (MXD) development, whether located in an urban or suburban setting. University
of Utah researchers are collecting trip and parking generation data at TOD. The initial results
from Seattle data, although currently unpublished, suggest that well-supported TOD areas have
vehicle trip generation rates that range between 30 and 50 percent less than for comparable
suburban, vehicle-oriented areas.

Florida Department of Transportation collected data at four suburban MXD with varying
combinations of residential, medical office, big-box supermarket, ground-floor retail and
restaurant, entertainment center, hotel, shopping center, and retail-themed town center uses.

All the studies cited above are based on data collected at individual sites. Other studies have
adapted regional travel survey databases to successfully estimate site trip generation.

Appendix G: Recent and Ongoing Research on Infill and Mixed-Use Development Trip Generation 231
 Appendix H. Transportation Demand Management

Background

Transportation demand management (TDM) techniques are intended to

●● Shift travel mode (away from single-occupant personal passenger vehicle);

●● Shift time period of travel (away from peak periods of travel by motorized vehicle); and

●● Eliminate trips completely (for example, through telecommuting).

TDM techniques include the following:

●● Hiring or subsidizing a transportation coordinator or using the services of a transportation

management association;
●● Providing subsidies or other incentives to encourage employees to not commute in a single-

occupant personal passenger vehicle, such as reduced parking fees for carpools/vanpools or
free/subsidized transit passes;
●● Encouraging carpooling/vanpooling (potential elements include providing carpool matching,

parking fee discounts, preferential parking, and guaranteed ride home);

●● Providing access to company fleet vehicles or car-share vehicles for employees who do not drive

to work;
●● Modifying work schedules (such as flextime or four-day work week);

●● Enabling and encouraging work-at-home programs;

●● Charging for on-site parking and reducing number of on-site parking spaces;

●● Providing internal shuttle service; and

●● Promoting pedestrian and bicycle transportation (for example, constructing on- or off-site

pedestrian or bicycle facilities and providing inter-parcel access, bike lockers and secure storage
areas, showers, and changing facilities).

Each of these techniques can be effective under the right circumstances, but are ineffective under
inappropriate conditions. As an example, a ridesharing program can be effective for a large employer
sponsoring its own program. For a small company, a ridesharing program operated singly is usually
ineffective in terms of vehicle trip reductions. As another example, modified work schedules (flextime
or staggered work hours) can produce a substantial spreading of peak-period traffic if implemented
at a site where there are many employees and where most employees are on identical schedules. If,
however, there are few employees or if employees already work staggered schedules, modified work
schedules may have little or no impact on vehicle trip generation.

Research on TDM Effects

Translation of the effects of TDM programs (as measured in research) to site-specific trip generation
impacts is not straightforward for several reasons:
●● The data are typically survey-based, not count-based;

●● The data typically involve commuters only (that is, not all trips generated by the site);

●● Many measures are geared to affect total daily travel rather than peak-hour travel;

Appendix H: Transportation Demand Management 233

 ●● The research contains very little controlled before-and-after analysis; and
●● Many trip generation reductions are either driven by an individual employer or implemented at a
regional or subregional scale (that is, are not site driven).

An example of a research product with direct relevance for the estimation of vehicle trip reductions
for baseline sites as a result of TDM measures is the California Air Pollution Control Officers
Association (CAPCOA) TDM Tool.20 The tool is based on a meta-analysis of more than 40 practical
tools and academic references that explore how travel is related to the built environment, policy, and
socioeconomic characteristics.

In general, the CAPCOA Tool can be applied in both urban and suburban contexts and sometimes,
but rarely, in rural contexts with specific characteristics. The method can be applied to residential,
retail, office, industrial, and mixed-use study sites.

The CAPCOA Tool considers a variety of variables within the following five categories related to
travel behavior:
●● Land use/location;

●● Neighborhood/site enhancement;

●● Parking policy/pricing;

●● Transit system improvements; and

●● Commute trip reduction.

Trip reductions for each variable are provided from a variety of different studies. Vehicle trip
reductions in each category are constrained to avoid double-counting the impacts of related
variables. A maximum reduction is set for each category.

Advantages of the CAPCOA Tool include the following:

●● It can be applied to a wide range of land uses.

●● It can be applied to any time period.

●● Trip reductions are identified for a wide range of strategies, including land use planning, roadway

design, and transportation demand management programs.

●● Trip reductions are based on more than 40 empirical studies of travel behavior.

●● Trip reduction caps in each category reduce the potential for double-counting trip reductions.

●● The method has been validated at sites in the San Francisco Bay Area.

●● The method inputs and outputs can be displayed on a single spreadsheet. All background

calculations can be programmed into the spreadsheet so the user does not have to do them by hand.

Limitations of the CAPCOA Tool include the following:

Trip reduction caps in each category are based on California travel survey data. They are not based
on a cross-comparison of actual trip reductions due to different combinations of strategies.

20
California Air Pollution Control Officers Association (CAPCOA). Quantifying Greenhouse Gas Mitigation Measures:
A Resource for Local Government to Assess Emission Reductions from Greenhouse Gas Mitigation Measures.
CAPCOA with Northeast States for Coordinated Air Use Management, National Association of Clean Air Agencies,
Environ, and Fehr & Peers, 2010.

234 Trip Generation Handbook, 3rd Edition

The method is based on some studies that evaluated changes in vehicle trips and other studies that
evaluated changes in vehicle miles traveled (VMT) due to certain contextual conditions and TDM
strategies. The method assumes that percent changes in VMT are equivalent to percent changes in
vehicle trips.

Some strategies are best practices and others are used in general planning processes, but their
impacts on travel behavior have not been studied in detail. These strategies are less quantifiable.

Appendix G documents recent and ongoing research with specific application for trip generation
estimates for infill and mixed-use development. Several of the cited resource documents also
address potential TDM effects.

Coordination with Other Guidance in Handbook

For the purposes of this Handbook, any TDM adjustments should be to reflect site design, service, or
programmatic conditions or commitments that are distinct from the effects of nearby transit that could
lead to site-generated transit trips (addressed in Chapter 8) and the effects of nearby development
that could lead to site-generated walk trips (covered in Chapter 7). The ITE recommended practice,
Transportation Impact Analyses for Site Development, identifies a range of typical TDM approaches,
and best practices for evaluating their applicability to given development site characteristics.

Appendix H: Transportation Demand Management 235

 Appendix I. Truck Trip Generation Research
and Data

The following resource documents provide information that pertains to the estimation of truck trips
generated by a development site.

Freight Trip Generation and Land Use (NCHRP Report 739 and NCFRP Report 19)21

NCHRP Report 739/NCFRP Report 19 examine strategies for determining truck trip generation
based on land use classifications. The research highlights the need to differentiate between freight
trip generation (both vehicle trips and truck trips) and freight generation (volume of cargo transported
by vehicles).

The research found commonly used variables (such as square footage and number of employees)
have significantly different levels of explanatory power as independent variables for truck trips. For
example, employment level is likely to be a better explanatory variable where it is likely to rise and fall
with the level of economic activity at a site (and the number of truck trips generated). Alternatively, if a
variable such as square footage is to be used, it should be complemented with additional parameters
that represent the percent of capacity being used (such as full production or minimum production) or
other metrics that contribute to a better understanding of the activity level at a site.

In order to develop a series of case study truck trip generation models, the research used
establishment surveys from 362 receivers of supplies in Manhattan and Brooklyn, New York,
339 carrier companies in Northern New Jersey and New York City, a furniture store chain in
Midwestern states, and supermarkets in the Puget Sound, WA, region and Manhattan.

The report presents a series of linear regression models for freight trip attraction and freight trip
production. The models fall into one of the following classes:
●● Type S: Constant freight trip generation by truck per establishment; only the intercept is

statistically significant and conceptually valid, indicating the truck trip generation does not
depend on business size.
●● Type E: Trip rate per employee; only the coefficient of employment is statistically significant and

conceptually valid.
●● Type C: Constant and rate per employee; both the intercept and the coefficient of employment

are significant and conceptually valid.

The models show a significant amount of variation. As an example, the preferred models for freight
trip attractions are as follows:
●● For 53 percent of industry segments, the preferred truck trip generation model contained only a

constant (Type S), indicating no dependency on business size;

21
Holguin-Veras, J. et al. NCHRP Report 739/NCFRP Report 19: Freight Trip Generation and Land Use.
Washington, DC: Transportation Research Board, 2012.

Appendix I: Truck Trip Generation Research and Data 237

 For 28 percent of the cases the model was a function of a constant and a rate applied to an
establishment’s employment (Type C); and

For the remaining 19 percent of cases, the preferred model was proportional to employment and a
constant truck trip rate (Type E).

The fact that the most commonly used approach in practice (that is, the constant truck trip rate per
employee) was the best model in only a minority of cases should be a concern to the analyst when
using older studies that relied entirely on the number of employees as the independent variable for
estimating truck trips.

ITE Trip Generation Manual

The Trip Generation Manual data volumes contain truck trip generation information for 18 land uses.
Truck trips are presented either as vehicle counts or as percentages of all vehicle trips at a site.
Table I.1 contains a summary of this truck trip generation information.

The analyst is cautioned about relying solely on these data (or similar data in other databases)
because of potential inconsistencies in the definitions of trucks, inconsistencies in the definitions of
truck trips, the underlying economic conditions and production practices, the age of the data, the use
of broad land use categories, and the use of independent variables that are appropriate for vehicle
trip generation but may not be appropriate for truck trip generation.

Freight Trip Generation Access Database

NCFRP Report 19 compiles truck trip parameters from a large number of previous studies.
These data are assembled in an ACCESS database hosted by Rensselaer Polytechnic Institute
(http://transp.rpi.edu/~NCFRP25/FTG-Database.rar). The website includes a tutorial for accessing
the literature, the models, and the parameters. While these individual parameters can be useful in
many cases, there is little or no documentation or validation to support them. The analyst should
review the studies provided on the website and determine which studies are closely related to the
question under consideration.

NCHRP Syntheses

Five recent NCHRP synthesis reports also touch on the subject of truck trip generation:
●● Fischer, M. and M. Han. NCHRP Synthesis 298: Truck Trip Generation Data. Washington, DC:

Transportation Research Board, 2001.

●● Kuzmyak, J.R. NCHRP Synthesis 384: Forecasting Metropolitan Commercial and Freight Travel.

Washington, DC: Transportation Research Board, 2008.

●● Horowitz, A. NCHRP Synthesis 358: Statewide Travel Forecasting Models. Washington, DC:

Transportation Research Board, 2006.

●● Kriger, D., et al. NCHRP Synthesis 410: Freight Transportation Surveys. Washington, DC:

Transportation Research Board, 2011.

●● Cambridge Systematics, Inc., et al. NCHRP Synthesis 606: Forecasting Statewide Freight

Toolkit. Washington, DC: Transportation Research Board, 2008.

238 Trip Generation Handbook, 3rd Edition

All these documents contain relevant information regarding truck trips, but none focuses directly on
the issues associated with improving the reliability of truck trip generation rates.

Table I.1 Truck Trip Generation Information

in Trip Generation Manual, 9th Edition
Land Use
Code Land Use Truck Trips Information
010 Waterport/Marine Truck trips accounted for approximately 38 percent of the total
Terminal weekday traffic at container terminals and 60 percent at break-
bulk terminals.
021 Commercial Airport Truck trips accounted for less than 1 percent of the weekday and
weekend traffic at the sites surveyed.
022 General Aviation Truck trips accounted for 3 to 5 percent of the weekday traffic at
Airport the airports surveyed.
030 Intermodal Truck At one site, 70 percent of the site-generated driveway volume
Terminal was truck traffic. At an additional site located on the waterfront, 34
percent of the driveway volume was truck traffic.
130 Industrial Park Truck trips accounted for 1 to 31 percent of the weekday traffic.
The average was approximately 13 percent. This average was
based on all sites surveyed.
150 Warehousing Truck trips accounted for 20 percent of the weekday traffic at one
of the sites surveyed.
151 Mini-Warehouse Truck trips accounted for 2 to 15 percent of the weekday traffic at
the sites where data were avail­able.

Appendix I: Truck Trip Generation Research and Data 239

 Table I.1 (Continued) Truck Trip Generation Information
in Trip Generation Manual, 9th Edition
Land Use
Code Land Use Truck Trips Information
152 High-Cube Peak truck activities typically occur outside the peak hour of
Warehouse/ adjacent street traffic. Truck trips accounted for 9 to 29 percent
Distribution Center of the peak hour traffic at the sites that provided truck trip
information.

Average truck trip generation rates for five rural sites are
summarized in the table below. The average GFA of these
facilities is 1 million sq. ft.

Weighted Average Truck

Trip Generation Rate
(trip ends per
Day/Time Period 1,000 sq. ft. GFA)
Weekday 0.64
Weekday AM Peak Hour of
0.03
Adjacent Street Traffic
Weekday PM Peak Hour of
0.04
Adjacent Street Traffic
Weekday AM Peak Hour of
0.02
Generator
Weekday PM Peak Hour of
0.04
Generator
Saturday 0.49
Saturday Peak Hour of
0.03
Generator
Sunday 0.48
Sunday Peak Hour of Generator 0.03

240 Trip Generation Handbook, 3rd Edition

 Table I.1 (Continued) Truck Trip Generation Information
in Trip Generation Manual, 9th Edition
Land Use
Code Land Use Truck Trips Information
254 Assisted Living Truck traffic was captured for some studies in this land use code
and is presented in the following table. Although truck traffic was
very low overall, most trips occurred during the mid-day period on
a weekday.

Time Period % Trucks

Weekday Morning
1
(6:30 a.m.–9:30 a.m.)
Weekday Mid-Day
9
(11:00 a.m.–1:30 p.m.)
Weekday Evening
2
(2:45 p.m.–6:45 p.m.)
Saturday Mid-Day
4
(11:00 a.m.–2:00 p.m.)
Saturday Evening
0
(3:00 p.m.–6:00 p.m.)
Sunday Mid-Day
1
(11:00 a.m.–2:00 p.m.)
Sunday Evening
0
(3:00 p.m.–6:00 p.m.)

731 State Motor Vehicles Truck trips accounted for 0.44 percent of the weekday traffic at
Department the motor vehicles department sites surveyed (range of 0.12
percent to 0.85 percent).
732 United States Post Truck trips accounted for 1.2 percent of the weekday traffic at the
Office post office sites surveyed.
760 Research and Truck trips accounted for 1.84 percent of the weekday traffic at
Development Center the research and development center sites surveyed (range of
0.4 percent to 4.0 percent).

Appendix I: Truck Trip Generation Research and Data 241

 Table I.1 (Continued) Truck Trip Generation Information
in Trip Generation Manual, 9th Edition
Land Use
Code Land Use Truck Trips Information
813 Free-Standing The weighted average truck trip generation rates from
Discount Superstore approximately 30 sites surveyed for this land use are
summarized in the table below. The average GFA of these
facilities is 206,000 sq. ft.

Weighted Average Truck

Day/Time Period Trip Generation Rate
(trip ends per 1,000 sq. ft.)
Weekday 0.87
Weekday AM Peak Hour of 0.05
Adjacent Street Traffic
Weekday PM Peak Hour of 0.03
Adjacent Street Traffic
Weekday AM Peak Hour of 0.06
Generator
Weekday PM Peak Hour of 0.04
Generator
Saturday 0.59
Saturday Peak Hour of 0.04
Generator
Sunday 0.43
Sunday Peak Hour of 0.02
Generator

815 Free-Standing Truck trips accounted for approximately 2 percent of the weekday
Discount Store traffic at one site.
816 Hardware/Paint Store Truck trips accounted for approximately 1 to 3 percent of the
weekday traffic at the sites surveyed. The average for all sites
surveyed was approximately 2 percent.
860 Wholesale Market Truck trips accounted for 30 percent of the total traffic at the site.
890 Furniture Store Truck trips accounted for approximately 1 to 13 percent of the
weekday traffic at the sites surveyed. The average for the sites
surveyed was approximately 5 percent.
931 Quality Restaurant Truck trips accounted for approximately 1 to 4 percent of
the weekday traffic. The average for the sites surveyed was
approximately 1.6 percent.

Source: Trip Generation Manual, 9th Edition, Institute of Transportation Engineers, Washington, DC, 2012.

242 Trip Generation Handbook, 3rd Edition

 Appendix J. Calculation of Weighted Average
and Standard Deviation

Unweighted Average, Variance, and Standard Deviation

The unweighted average rate for a sample set of Trip Generation Manual data statistics do not
data points can be expressed as include unweighted average, variance, or
standard deviation. The statistics provided
here are an aid for understanding the more
complex weighted calculations that follow.

where

= average trip rate;

Ti = trips at observation, i;

Xi = independent variable value (such as employees, GFA, or seats) at observation, i;

i = {1,N} observations;

N = total number of observations; and

T
__
i
= the trip rate for observation, i.
Xi

Variance is the average of the summed squares of the differences between individual data point
rates and the average rate for the complete dataset. For a dataset considered a sample of the
population, the sample variance is calculated by multiplying the variance value by the factor
(N / (N - 1)). The sample variance of the data points can be expressed as

Standard deviation is the square root of the calculated sample variance.

Weighted Average, Variance, and Standard Deviation

The Trip Generation Manual average rates are weighted. Insertion of a generic weighting function in the
“average trip rate” equation presented above produces the following equation. Because the sum of the
weights equals unity ( ), the simplified formula at the right end of the equation is produced.

Appendix J: Calculation of Weighted Average and Standard Deviation 243

 The weighting function is based on the independent variable values, expressed as

Plugging the weighting formula into the “weighted rate” equation presented above produces the
following equation:

The far-right formula is simply “the sum of all trips counted” divided by “the sum of the independent
variable values” for all the data points.

Calculation of the sample variance uses the same weights as for the average weighted rate. The
averaging factor (1 / N) in the unweighted variance calculation is not necessary for the weighted
variance calculation because the weighting factors sum to 1. The sample factor (N / (N—1)) is still
included. Weighted sample variance can be expressed as

Weighted standard deviation is the square root of the weighted sample variance.

Calculation Examples

For this example, the objective is to calculate weighted average and weighted standard deviation
for a sample set of five data points. Table J.1 lists the independent variable value and number of
trips recorded for five sites. The sum of trips for the sites is 233; the sum of the independent variable
values is 193. The weighted average rate is 1.21 (calculated as 233 divided by 193) per unit value
of the independent variable.

244 Trip Generation Handbook, 3rd Edition

 Table J.1 Data for Example Calculation of Weighted Average
Site Independent Variable Value Number of Trips
A 43 11
B 49 83
C 15 34
D 48 65
E 38 40
Total 193 233

Calculation of weighted standard deviation requires the calculation of values shown in Columns D
through H in Table J.2.
●● Column D is the trip rate for each individual site (Column C divided by Column B). The value

shown in Column D in the “Total” row is the weighted average rate.

●● Column E is the difference between the site trip rate (Column D) and the weighted average rate

for the entire data set (1.21).

●● Column F is the value in Column E squared.

●● Column G is the value in Column B divided by the sum of all values in Column B.

●● Column H is the product of Columns F and G for each individual site.

Table J.2 Data for Example Calculation of Weighted Standard Deviation

Col. A Col. B Col. C Col. D Columns E & F Col. G Col. H
Site Trip Rate minus
Indep.
Weighted Average Rate
Variable Number Trip Col. F times
Site Value of Trips Rate Value Value Squared Weight Col. G
A 43 11 0.26 -0.95 0.91 0.22 0.20
B 49 83 1.69 0.49 0.24 0.25 0.06
C 15 34 2.27 1.06 1.12 0.08 0.09
D 48 65 1.35 0.15 0.02 0.25 0.01
E 38 40 1.05 -0.15 0.02 0.20 0.00
Total 193 233 1.21 Variance 0.36
Note: Values in Columns D through H are Factor (5/4) 1.25
rounded.
Weighted Sample Variance 0.45
Weighted Standard Deviation 0.67

Appendix J: Calculation of Weighted Average and Standard Deviation 245

 The weighted variance for the set of data is the sum of the values in Column H—for this example,
0.36. Because the data represent a sample of the total population, the size of the sample must be
factored in the variance calculation using the ratio (N / (N - 1))—for this example (5/4). The sample
variance is (5/4)*0.36, or 0.45.

The sample standard deviation is the square root of the sample variance—for this example, 0.67.

246 Trip Generation Handbook, 3rd Edition

 Appendix K. Presentation Material

The following slides present suggested content for a presentation that explains the contents of
Trip Generation Manual and its proper application.

Institute of Transportation Engineers

●● International organization of professionals in public
agencies, academia, and private companies
●● Facilitates research and exchange of professional
information
●● Most widely used clearinghouse for transportation
engineering data in the United States

Trip Generation Manual

●● Provides survey data on the traffic generated by 172
different land use types
●● Data are screened for quality to produce nationally
relevant averages
●● It is by far the most commonly used reference for
this type of information

[insert relevant data plot from Trip Generation Manual]

Use of Trip Generation Manual

●● Manual provides objective trip generation
measurements
●● Data available
Suburban and urban sites
Single-use and mixed-use sites
Pedestrian, transit, and personal passenger
vehicle trips
●● Updated periodically—9th Edition published in 2012

Appendix K: Presentation Material 247

 Appendix L. Use of Trip Generation Manual Data
for a Travel Demand Model Special Generator

Special generators in travel demand forecasting models are land use types or large activity centers
for which trip rates cannot be fully explained using standard trip production and attraction trip
generation relationships. They are normally non-residential in nature and are classified in such
studies as trip attractors. Where typical trip attraction rates solely based on employment would
inaccurately represent the site’s trip generation, a special generator may be designated. Each
special generator can have its own trip generation estimation method. Standard modeling practice
discourages the use of special generators except where truly needed for representative modeling.

Examples of special generators include, but are not limited to, the following:
●● Military base—self-contained facilities that include residential, work, and retail on-site;

●● College or university—the number of students is a more significant factor than employment;

●● Commercial airport—enplanements is a more significant influence than number of employees;

●● Large recreational area, park, or beach—the size and type of recreational amenities is a more

significant factor than employees; and

●● Large regional shopping mall—employees are not included as a usable independent variable in

the Trip Generation Manual data volumes.

In order for trip generation data to be used in a standard travel demand model, the special
generator trips need to be in units of person trips by trip purpose (and typically on a daily basis).
The Trip Generation Manual data are generally in units of vehicles (not persons) and are not
disaggregated by trip purpose. In addition, the peak hour data sets tend to be larger and have
greater precision than the daily data sets.

Procedures to convert between vehicle trips and person trips are presented in Chapter 5 of
this Handbook. Another approach for converting between vehicle and person trips (and one which
is compatible with the need of a travel demand model to disaggregate total trips into trips by purpose)
is to first estimate the percent trips by purpose. A predominant trip purpose can be surmised for
many land use codes (for example, home-based shop and non-home-based are the predominant
trip purposes for a shopping center). To some extent, each site should already include an estimate of
home-based work trips based on standard trip attraction rates used in the given model so this should
not be an obstacle in the special generator process. A predominant purpose is somewhat more difficult
to estimate for a multifaceted site such as a military base or commercial airport.

With the total trips split into purposes, the second step is to estimate an appropriate vehicle
occupancy rate for each trip purpose. NCHRP Report 716 provides vehicle occupancy rates for
home-based work, home-based non-work, and non-home-based purposes for different urban area
size categories.22 Another potential source is the Analysis Brief on Auto Occupancy 23 which provides
vehicle occupancy rates from the 2009 National Household Transportation Survey (NHTS) for

22
Cambridge Systematics, Inc. et al. NCHRP Report 716: Travel Demand Forecasting: Parameters and Techniques.
Washington, DC: Transportation Research Board, 2012.
23
McGuckin, N. Analysis Brief: Auto Occupancy, 2012 at www.travelbehavior.us/.

Appendix L: Use of Trip Generation Manual Data for a Travel Demand Model Special Generator 249
 different land use types such as shopping, going to school, running errands, or going to work that are
a bit more disaggregated than those found in NCHRP Report 716.

Additional background and guidance on the use of special generators can be found in several
research reports funded by the Florida Department of Transportation (FDOT),24 among other
agencies and institutions. FDOT also provides guidance on the special generator process in its
online model training program.25

24
University of Florida Transportation Research Center. Trip Generation Characteristics of Special Generators.
Florida Department of Transportation, 2010.
25
www.fsutmsonline.net/online_training/index.html/.

250 Trip Generation Handbook, 3rd Edition

 Appendix M. Overview of Travel Survey Types

This appendix reviews several types of travel surveys with varying degrees of relevance to the
measurement of site-generated trips. Table M.1 summarizes the attributes of eight survey types.
For each type, the table provides
●● Survey Purpose—the specific components of trip generation (vehicle trips, person trips, pass-by,

internal capture, trucks) that could be covered;

●● Travel Modes—the travel modes (such as vehicle, transit, pedestrian, bicycle, or freight) that

could be covered;
●● Scale—geographic focus of survey such as site, corridor, or region; and

●● Instrument—the type of survey instrument (or data source) typically used.

Caution must be exercised in the use There are several limitations of which the
of non-site-specific surveys for the analyst should be aware in order to make best
estimation of site-specific trip generation use of existing travel surveys to estimate trip
characteristics. generation. In general, site intercept surveys
offer the most promise for determining site
peak hour or peak period travel characteristics.
Household travel surveys are best suited to
estimating daily trip generation. Nevertheless, all survey types mentioned in the table have the
potential to provide useful information.

Appendix M: Overview of Travel Survey Types 251

 Table M.1 Data Collection Survey Types
Attributes
Travel
Survey Type Survey Purpose Modes Scale Instrument
Vehicle Trips, Person
Building or Site Building or
Trips (by Mode), Pass- All Intercept Interview
Intercept Site
By, Internal Capture
Person Trips (by Mode),
Household Travel Telephone Interview
Internal Capture, All Region-wide
Diary or Mailout/Mailback
Pass-By
Intercept Interview;
Roadside Auto & Corridor or Postcard/License
Pass-By
Intercept Truck Subarea Plate Mailout/
Mailback; Bluetooth
Transit
Transit Onboard Person Trips (by Transit) Transit Onboard Interview
Routes
Person Trips (by Mode), Employment
Workplace All Workplace Interview
Internal Capture Sites
Building or On-site Interview or
Freight/ Truck Truck Trips Truck
Site GPS
Vehicle Trips, Person
GPS All Region-wide GPS
Trips (by Mode)
Vehicle Trips, Person
Region-wide
Online Computer Trips (by Mode), Pass- All Web-based
or Subarea
By, Internal Capture

Beyond the abbreviated discussion of survey types provided in this section, the analyst is
encouraged to visit the Online Travel Survey Manual26 or its predecessor document, the FHWA
Travel Survey Manual.27

26
www.travelsurveymanual.org/. Chapter 5 of the On-Line Travel Survey Manual provides substantial guidance
on statistical reliability and effectiveness of travel surveys. Chapter 6 of that document provides guidance
on sampling, while Chapter 15 is focused on intercept surveys and Chapter 18 discusses workplace and
establishment surveys.
27
Cambridge Systematics, Inc. FHWA Travel Survey Manual, Washington, DC: Federal Highway Administration, 1996.

252 Trip Generation Handbook, 3rd Edition

Building or Site Intercept Survey

An intercept survey at a specific site can provide more data than a person or vehicle count, including
trip origin and destination (for internal capture or pass-by trips), travel mode, vehicle occupancy, and
traveler demographics. Specific attributes of an intercept survey are presented in detail in Chapter 12.

Household Travel Diary Survey

With a focus on an entire day (or more) of travel, a household travel survey is the most
comprehensive in terms of travel characteristics obtained on a regional basis. However, the survey
can have serious sampling issues when used at a small level of geography.

Household survey data are best suited to the residential end of trip making, serving as a potential
source for estimating trip production rates. Household surveys can include an identification of
household characteristics such as dwelling unit type, enabling separate trip rates to be calculated for
single-family dwelling units and several different categories of multi-family dwelling types, assuming
the sample size is robust enough to distinguish such groupings.

Using household surveys for non-residential land use types is largely limited to aggregate
categories, such as retail, service, and industrial properties, rather than subcategories such as
shopping centers, office parks, and manufacturing plants.

The 2009 NHTS is unique in its connection to workplace types and provides greater potential than
most household surveys do at site type characteristics, due to the addition of the Claritas variables
that describe workplace trip end locations by a more comprehensive set of categories. In any event,
calculation of trip “attraction” rates from household surveys requires some degree of supplemental
information or assumptions, including a workplace survey under ideal circumstances.

Roadside Intercept Survey

The roadside intercept survey is traditionally conducted along a regional transportation study boundary
or other strategic location to identify the split of through and non-through trips, and to obtain origin-
destination patterns for trips passing through survey locations. It could be used to obtain information on
pass-by, diverted, and primary trip characteristics. In contrast to a household survey, the focus of the
roadside intercept survey is on a single trip rather than a set of daily travel patterns.

Transit Onboard Survey

A transit onboard survey collects information on transit traveler trip-making (including origin and
destination) and sometimes traveler characteristics such as personal passenger vehicle availability.
An onboard survey can be done using face-to-face interviews or mailback postcards. Mailback
response rates are typically much lower than response rates for face-to-face interviews.

For a transit stop within a specific development site (for example, at a regional shopping center), a
boarding count can be used to estimate the number of transit person trips entering and exiting the site.
However, a boarding count alone for a transit service that passes near a development site does not
provide the necessary transit person trip information, specifically the actual trip origin and destination.

Appendix M: Overview of Travel Survey Types 253

 Workplace Survey

For a workplace survey, much of the focus is on employees and less on visitors. But adjustments
can be made to the typical approach to include non-employee trips. For example, a workplace
survey at a retail facility would need to be supplemented with surveys of shoppers in order to
obtain a more complete picture of site travel characteristics (such as trip generation, mode share,
and vehicle occupancy).

Freight/Truck Survey

Freight/truck surveys are less commonly done than other survey types. The potential exists to
enumerate truck trips to and from sites through the use of classification counts. Chapters 11 and 12
in this Handbook provide additional guidance.

GPS Survey

GPS surveys can take many different forms. In its most sophisticated form, GPS can be used as part
of a household travel survey to obtain more accurate information on trip origins, destinations, and
travel times. At its most basic, such surveys could amount to data on origin-destination patterns only
such as those focused on commercial travel. The concept of GPS surveys extends to cellular and
Bluetooth data that depend on the locations of such devices.

Challenges exist in the interpretation of all passively collected data, including

●● Determining whether a vehicle becoming stationary after moving represents a long congestion

delay or a short pass-by stop, especially where triangulation algorithms play a significant role in
estimating device movements;
●● Addressing issues related to understanding the technology absorption rate (for example, how to

deal with person or vehicle trips made without Bluetooth or a cell phone); and
●● Drawing additional conclusions, such as trip purpose, based on repetitive patterns.

Online Computer Survey

The primary difference between an online survey and a traditional household survey is the sampling
approach. Instead of sampling based on a set of random telephone numbers, respondents are
contacted through other outreach methods, such as social media, and directed to a website for
survey entry. This approach might have a potential advantage over a traditional household survey
in terms of targeting specific travelers and demographic markets within a geographic subarea or
visitors to a specific site. What is lacking with an online survey is the interface with professional
interviewers who can probe respondents for additional clarification and error correction.

As is the case with all surveys described in this appendix, the analyst should address any bias
associated with the online survey. Population randomness is not guaranteed. For example, different
demographics (such as age or household income) could produce different survey access and
response rates.

254 Trip Generation Handbook, 3rd Edition

 Appendix N. Sources

1. Institute of Transportation Engineers (ITE) Western Section. “Trip Generation,” January 1967.

2. ITE Illinois Section. “Trip Generation Study of Selected Commercial and Residential
Developments,” undated.

3. ITE Southern Section. “Trip Generation for Commercial and Industrial Development,” 1972.

4. ITE New England Section, 1973.

5. ITE Ohio Section, 1973.

6. State of California Transportation Agency, Department of Public Works, Division of Highways,

District 4. “Progress Report on Trip Ends Generation Research Counts.” San Francisco, CA,
1965.

7. State of California Transportation Agency, Department of Public Works, Division of Highways,

District 4. “Second Progress Report on Trip Ends Generation Research Counts.” San
Francisco, CA, 1966.

8. State of California Transportation Agency, Department of Public Works, Division of Highways,

District 4. “Third Progress Report on Trip Ends Generation Research Counts.” San Francisco,
CA, 1967.

9. State of California Transportation Agency, Department of Public Works, Division of Highways,

District 4. “Fourth Progress Report on Trip Ends Generation Research Counts.” San Francisco,
CA, 1968.

10. State of California Transportation Agency, Department of Public Works, Division of Highways,
District 4. “Fifth Progress Report on Trip Ends Generation Research Counts.” San Francisco,
CA, 1969.

11. State of California Transportation Agency, Department of Public Works, Division of Highways,
District 4. “Sixth Progress Report on Trip Ends Generation Research Counts.” San Francisco,
CA, 1970.

12. State of California Transportation Agency, Department of Public Works, Division of Highways,
District 4. “Seventh Progress Report on Trip Ends Generation Research Counts.” San
Francisco, CA, 1971.

13. State of California Transportation Agency, Department of Public Works, Division of Highways,
District 4. “Eighth Progress Report on Trip Ends Generation Research Counts.” San Francisco,
CA, 1973.

14. Maryland State Road Commission, Bureau of Traffic Planning, 1968.

15. Maryland State Road Commission, Bureau of Transportation Planning, 1970.

Appendix N: Sources 255

 16. State of Delaware Department of Highways and Transportation. “Special Traffic Generator
Study, Report Number 1.” Residential Generations. Dover, DE, 1971.

17. State of Delaware Department of Highways and Transportation. “Special Traffic Generator
Survey.” Industrial Generations. Dover, DE, 1972.

18. State of California Business and Transportation Agency, Department of Public Works, Division
of Highways, District 11. “First Progress Report on Traffic Generators.” San Diego, CA, 1971.

19. State of California Business and Transportation Agency, Department of Public Works, Division
of Highways, District 11. “Second Progress Report on Traffic Generators.” San Diego, CA,
1972.

20. Virginia Department of Highways, Metropolitan Transportation Planning Division. Comparison

of Virginia Urban Trip Generation Studies with Similar Investigations Conducted by the States
of Maryland and California. Richmond, VA, 1972.

21. Trip Generation Rates, Interim Technical Report 4365-4410. New York, NY: Tri-State Regional
Planning Commission, 1973.

22. Transportation Considerations of Regional Shopping Centers, Interim Technical Report. New
York, NY: Tri-State Regional Planning Commission, 1969.

23. Travel to General Hospitals, Interim Technical Report. New York, NY: Tri-State Transportation
Commission, 1970.

24. Wisconsin Department of Transportation Division of Highways. La Crosse Area Transportation

Study, Survey Data. La Crosse, WI, 1970.

25. Wisconsin Department of Transportation in cooperation with the U.S. Department of

Transportation, Federal Highway Administration. Janesville Area Transportation Study.
Janesville, WI, 1973.

26. Lexington Transportation Study, Special Generator Study. Frankfort, KY: Kentucky Department
of Highways, 1972.

27. Biciunas, A.E. “Trip Generating Potential of Hospitals.” Research News, Vol. 7, No. 4
(December 1965).

28. Pendakur, V.S. and P.O. Roer. “Access and Parking Criteria for Hospitals.” Highway Research
Record, Vol. 371 (1971).

29. Traffic Generation Study of Rest Homes and Chronic and Convalescent Homes. Wethersfield,
CT: Connecticut Department of Transportation, 1972.

30. Shuldiner, P.W., D.S. Berry and J. Montgomery Jr. “Traffic and Parking Requirements of Off-
Center Medical Office Building.” Highway Research Record, Vol. 49 (1963).

31. Trip Generation Equations by Zone, Dougherty Area Regional Transportation Study. Atlanta,
GA: Georgia Department of Transportation, 1969.

256 Trip Generation Handbook, 3rd Edition

32. Floyd-Rome Urban Transportation Study, Technical Report Number Six, Documentation of
Model Development and Calibration. Atlanta, GA: Georgia Department of Transportation, 1972.

33. State of Hawaii Department of Transportation, Highways Division Planning Branch.

Trip Generation Summary, Trip Generation Study of Kaiser Koulai Clinic, Study Number TG-
006, Revised. Honolulu, HI: Hawaii Department of Transportation, undated.

34. Trip Generation, Las Cruces Area Transportation Study. Las Cruces, NM: New Mexico State
Highway Department, 1970.

35. Composite Report of Traffic Generation Studies. Los Angeles, CA: City of Los Angeles, 1969.

36. Trip Making Characteristics. Los Angeles, CA: City of Los Angeles, 1972.

37. Single Family Generation Study—Summary. Los Angeles, CA: City of Los Angeles, 1972.

38. “Trip Generation Rates.” Los Angeles, CA: County of Los Angeles, 1973.

39. Single Family Dwelling Unit Trip Generation Factors from Department of Traffic Studies.
Los Angeles, CA: City of Los Angeles, 1973.

40. State of Hawaii Department of Transportation, Highways Division Planning Branch.

Trip Generation Summary. Honolulu, HI, 1972.

41. Cohen, D.S. “A Methodology for Determining the Traffic Impact of Regional Shopping Centers.”
Washington, DC, 1970.

42. Kimmel, H., S.E. Rowe, A. Rubenstein, R. Stanford and A. Weber. Trip Generation. Los
Angeles, CA: Automobile Club of Southern California, 1967.

43. Metropolitan Washington Council of Governments. “Traffic Characteristics of Shopping

Centers.” Washington, DC, 1970.

44. Hollander Associates. Study of Eighteen Alder Community Shopping Centers. Baltimore, MD:
City of Baltimore, 1965.

45. Stoll, W. Characteristics of Shopping Centers—Chicago Area Transportation Study. Chicago,

IL: State of Illinois, 1966.

46. Cousens, P.D., W.M. Ladd and D.A. Pampu. Residential Locations and Shopping Patterns in
Oakland County, 1966.

47. Carl H. Buttke Inc. “An Approximation of Regional Shopping Center Traffic.” Traffic Engineering
(April 1972).

48. Miller, F.D. “Trip Generation at Shopping Centers.” Traffic Engineering (1969).

49. Keefer, L.E. National Cooperative Highway Research Program Report 24: Urban Travel
Patterns for Airports, Shopping Centers and Industrial Plants. Highway Research Board, 1966.

Appendix N: Sources 257

 50. Keefer, L.E. and D.K. Witheford. National Cooperative Highway Research Program Report
62: Urban Travel Patterns for Hospitals, Universities, Office Buildings and Capitols. Highway
Research Board, 1969.

51. Parking and Traffic Generation—Office Buildings. Newport Beach, CA: Herman Kimmel and
Associates, 1970.

52. Traffic Generation and Parking Factors. St. Paul, MN: Barton-Aschman Associates Inc., 1971.

53. Summary of Special Generator Studies. Minneapolis, MN: Twin Cities Area Metropolitan
Council, 1971.

54. National Association of County Engineers. “Travel Generation.” Action Guide Series (July
1972).

55. DeLeuw, Cather & Company. “Parking and Trip Generation Reports and Summaries, Volume
1.” Chicago, IL, undated.

56. Atlantic City Urban Area Transportation Study, Survey Data. Atlantic City, NJ: New Jersey
Department of Transportation, 1973.

57. Steinhauer, J.J. Traffic Generator Study, Shopko West Shopping Center. Green Bay, WI:
Wisconsin Department of Transportation, 1967.

58. Traffic Generator Study, Arlan’s Shopping Center. Sheboygan, WI: Wisconsin Department of
Transportation, 1967.

59. Degiorgi, B.R. Traffic Generated by Shopping Centers. Poughkeepsie, NY: New York State
Department of Transportation, 1971.

60. DeLeuw, Cather & Company, Palo Alto Transportation Planning Program. “Data Measured at
Stanford Shopping Center.” Palo Alto, CA, 1969.

61. Silver, J. and W.G. Hansen. “Characteristics of Travel to a Regional Shopping Center.” Public
Roads (December 1960).

62. “Studies of Three Shopping Centers at Confidential Locations.” Salem, OR: Oregon State
Highway Division, 1972.

63. Report of Traffic and Engineering Investigation of Mayfair Shopping Center Driveways on
S.T.H. 100 and West North Avenue. Wauwatosa, WI: State Highway Commission of Wisconsin,
1964.

64. Messner, W.H. Shopping Center Study. Wethersfield, CT: Connecticut Highway Department,
1968.

65. Harding, C.H.V. Shopping Centers: Planning and Design for Traffic and Traffic Generation.
Berkeley, CA: Institute of Transportation and Traffic Engineering, University of California, 1960.

66. Motorola Inc. “Traffic Generator.” Schaumburg, IL, 1972.

258 Trip Generation Handbook, 3rd Edition

67. William Harper Jr. College. “Traffic Generator.” Joliet, IL, 1971.

68. Port of Portland Planning Division. Land Use Master Plan, Swan Island Industrial Park.
Portland, OR: Port of Portland, 1982.

69. ITE Technical Council Committee 6V-A, Traffic Engineering. Transportation Considerations of
Regional Shopping Centers. Washington, DC: ITE, 1972.

70. Guideways for Driveway Design and Location. Arlington, VA: ITE, 1975.

71. Residential Trip Generation, Interim Technical Report. New York, NY: Tri-State Transportation
Commission, 1971.

72. New York Metropolitan Section. Trip Generation Statistics. New York, NY: ITE, 1973.

73. Trip Generation Studies of Three Regional Shopping Centers in Washington. Olympia, WA:
Washington State Department of Highways, 1973.

74. Connecticut Department of Transportation, Bureau of Planning and Research. Industrial Park
Trip Generation Study. Wethersfield, CT, 1972.

75. State of Hawaii Department of Transportation, Highways Division Planning Branch. “Study
Number TG-005, Revised.” Honolulu, HI, 1972.

76. Gern, R.C. Variations in Traffic Flow at Regional Shopping Centers. Evanston, IL: Barton-
Aschman Associates Inc., 1968.

77. Simpson & Curtin. “Various Studies of Shopping Centers.” Philadelphia, PA, undated.

78. Delaware Department of Highways and Transportation. Special Traffic Generator Study,
Shopping Centers. Dover, DE: State of Delaware, 1972.

79. Travel to Regional Shopping Centers, Interim Technical Report. New York, NY: Tri-State
Transportation Commission, 1970.

80. Office of County Surveyor and Road Commissioner, Orange County. Trip Generation. Santa
Ana, CA: Orange County, 1972.

81. Kuhn, H.A.J. “Land Use and Traffic Generation Characteristics of Rural Highway
Interchanges.” University of Wisconsin, Madison, WI, 1967.

82. Trip Generation by Land Use. Tempe, AZ: Maricopa Association of Governments, 1974.

83. Kanaan, G.E. Parking and Access at General Hospitals. Westport, CT: Eno Foundation for
Transportation Inc., 1973.

84. “Special Traffic Generator Study, Report Number 1, Revision 2.” Residential Generations.
Dover, DE: Delaware Department of Highways and Transportation, 1974.

85. “Special Traffic Generator Study, Report Number 2.” Industrial Generations. Dover, DE:
Delaware Department of Highways and Transportation, 1973.

Appendix N: Sources 259

 86. “Special Traffic Generator Study, Report Number 3.” Education Facilities Generations. Dover,
DE: Delaware Department of Highways and Transportation, 1976.

87. “Special Traffic Generator Study, Report Number 4.” Commercial Generations. Dover, DE:
Delaware Department of Highways and Transportation, 1975.

88. Ninth Progress Report on Trip Ends Generation Research Counts. San Francisco, CA:
California Department of Transportation, District 4, 1974.

89. Tenth Progress Report on Trip Ends Generation Research Counts. San Francisco, CA:
California Department of Transportation, District 4, 1975.

90. Eleventh Progress Report on Trip Ends Generation Research Counts. San Francisco, CA:
Department of Transportation, District 4, 1976.

91. Trip Generation Study of Various Land Uses. Wethersfield, CT: Connecticut Department of
Transportation, 1974.

92. Zevin, I. Trip Generation Study of Various Land Uses, Supplement A. Wethersfield, CT:
Connecticut Department of Transportation, 1975.

93. Trip Generation Study of Regional Shopping Centers. Columbus, OH: Mid-Ohio Regional
Planning Commission, 1977.

94. Re-Evaluation of Trip Generation Study of Condominium Developments in the Columbus

Metropolitan Area. Columbus, OH: Mid-Ohio Regional Planning Commission, 1976.

95. Carl H. Buttke Inc., Portland, OR, 1977.

96. Municipality of Metropolitan Toronto, Department of Roads and Traffic, Toronto, Canada, 1978.

97. ITE District 7. Trip Generation Data. Alberta, Canada, 1978.

98. Paul C. Box and Associates, Skokie, IL, 1981.

99. Hensley-Schmidt Inc. Consultants, Chattanooga, TN, 1981.

100. Traffic Generators. San Diego Association of Governments, 1979–1981.

101. Transportation Planning and Engineering Inc., Bellevue, WA, 1981.

102. Tippetts-Abbett-McCarthy-Stratton, Boston, MA, 1981.

103. Denver Regional Council of Governments, Denver, CO, 1980.

104. Bather, Ringrose, Wolsfeld, Jarvis, Gardner Inc., Minneapolis, MN, 1981.

105. Barton-Aschman Associates Inc., Washington, DC, 1981.

106. Grigg, G.M., Cupertino, CA, 1980.

107. Entranco Engineers. “Access Study, General Telephone Headquarters Expansion.” Bellevue,
WA, 1979.

260 Trip Generation Handbook, 3rd Edition

108. Traffic Generation Survey. Clayton, NJ: Gloucester County Planning Department, 1979.

109. Schimpeler, Corradino Associates, Louisville, KY, 1980.

110. Arnold Jr., E.D. Special Land Use Trip Generation in Virginia. Charlottesville, VA: Virginia
Highway and Transportation Research Council, 1981.

111. Metcalf, G.W., Overland Park, KS, 1980.

112. Virginia Polytechnic Institute and State University, 1980.

113. Twelfth Progress Report on Trip Ends Generation Counts. San Francisco, CA: California
Department of Transportation, District 4, 1979.

114. Thirteenth Progress Report on Trip Ends Generation Counts. San Francisco, CA: California
Department of Transportation, District 4, 1980.

115. Herp, D.J., Phoenix, AZ, 1980.

116. ITE District 7, Toronto Section. Trip Generation Data. Toronto, Canada, 1978.

117. Nash, B. Trip Generation Study. Chico, CA, 1978.

118. Brown, C., Seattle, WA, 1981.

119. Pleyte, A.P., Milwaukee, WI, 1980.

120. Center for Urban Transportation Studies. Generation Studies. University of Wisconsin,
Milwaukee, WI, 1980.

121. Wilbur Smith and Associates for the Metropolitan Transportation Commission and the Bay
Conservation and Development Commission. Marine Terminal Traffic Generation Manual.
San Francisco, CA: Wilbur Smith and Associates, 1980.

122. Pursell, G. Trip Ends Generation Study. Chico, CA, 1978.

123. Wilsey & Ham Inc., Seattle, WA, 1981.

124. Byrne, A.S. “Traffic Generation Characteristics: Florida Shopping Centers.” ITE Technical
Notes. Washington, DC: ITE, 1975.

125. Bureau of Traffic Engineering, Milwaukee, WI, 1980.

126. Fourteenth Progress Report on Trip Ends Generation Research Counts. San Francisco, CA:
California Department of Transportation, District 4, 1982.

127–151. Removed sources.

152. Special Land Use Trip Generation at Special Sites. Virginia Highway and Transportation

Appendix N: Sources 261

 153. Research Council, 1984.

154. West Virginia Department of Transportation. “Trip Generation Rates.”

155. New York Department of Transportation, Region 1, Albany, NY, 1984.

156. Carl H. Buttke Inc., Portland, OR, 1980–1984.

157. Vanasse/Hangen Associates Inc., Boston, MA, 1982.

158. Thomas S. Montgomery & Associates, California, 1983.

159. Crommelin-Pringle & Associates, Los Angeles, CA, 1974.

160. Guckert, W., Parkton, MD, 1983.

161. Segal DiSarcina Associates, Boston, MA, 1982.

162. C.E. Maguire Inc., New Britain, CT, 1984.

163. New York Department of Transportation, Albany, NY, 1984.

164. ITE Intermountain Section, Billings, MT, 1982.

165. Sear-Brown Associates PC, Rochester, NY, 1985.

166. BRW Inc., Minneapolis, MN, 1984.

167. Street Traffic Studies Ltd., Baltimore, MD, June 1984.

168. California State University, Chico, CA, April 1984.

168–170. Trip Generation at Special Sites, Final Report, Virginia Highway and Transportation
Research Council, 1984.

171. City of Lakewood, Lakewood, CO, 1985.

172–173. Barton-Aschman Associates, Houston, TX, 1979–1985.

174. Leigh, Scott & Clearly Inc., Colorado Springs, CO, 1985.

175. Traffic Engineering and Highway Safety, Westchester County, White Plains, NY, 1984.

176. Department of Public Works, City of Lakewood, CO, 1985.

177. Barge, Waggoner, Sumner and Cannon, Nashville, TN, 1984–1985.

178. Horner & Canter Associates, Medford, NJ, 1984–1985.

179. City of Corvallis Utility and Engineering Services, Corvallis, OR, 1985.

180–181. Department of Public Works, City of Milwaukee, Milwaukee, WI, 1983.

182. Barton-Aschman Associates Inc., Houston, TX, 1979.

262 Trip Generation Handbook, 3rd Edition

183. Texas Department of Transportation, Dallas, TX, 1985.

184. Nassau County Planning Commission, New York Metropolitan Transportation Council.
Nassau County Trip Generation Report. New York, NY: New York Metropolitan Transportation
Council, 1986.

185–186. Westchester County Trip Generation Study, Draft Final Report. New York, NY: New York
Metropolitan Transportation Council, 1985.

187. New York Metropolitan Transportation Council, Suffolk County Planning Department. Suffolk
County Trip Generation Study. New York, NY: New York Metropolitan Transportation Council, 1985.

188. RBA Group, Atlanta, GA, 1984.

189. Orth-Rodgers & Associates Inc., Philadelphia, PA, 1985.

190. Traffic and Transportation Department, Des Moines, IA, 1986.

191. Travers Associates Inc., Clifton, NJ, 1985.

192–203. Raymond Keyes Associates PC, Elmsford, NY, 1984.

204. Civgin, M. Trip Generation Rates for Multiple Family Residential Developments and
Neighborhood Shopping Centers in the Chicago Area, Technical Memorandum 83-01.
Chicago Area Transportation Study, 1982.

205. Chang, H. and A. Wolny. Fifteenth Progress Report on Trip Ends Generation Research Counts.
San Francisco, CA: Department of Transportation, 1983.

206. Shandro, P. Traffic Analysis—Wild Waters. Boise, ID: Ada County Highway Department, 1986.

207. Crawford, Bunte, Brammeier, St. Louis, MO, 1982.

208. Kinder Care Learning Centers. Trip Generation Study. Gaithersburg, MD: Street Traffic Studies
Ltd., 1984.

209. Ryan, T.A. Trip Generation Analysis. Christiana Medical Offices Project. Baltimore, MD: Kidde
Consultants Inc., 1984.

210. Fitzpatrick, D.R., Fitzpatrick-Llewellyn Inc., Essex Junction, VT, 1984.

211. JHK & Associates. The Brandermill PUD Traffic Generation Study, Technical Report.
Alexandria, VA: JHK & Associates, 1984.

212–214. San Diego Association of Governments, San Diego, CA, 1986.

215. Baumgaertner, W.E. “Movie Theater Trip Generation Rates.” ITE Journal (June 1985).

216. Voorhies, K.O. Trip Generation Rates for New Types of Generators. Atlanta, GA:
The RBA Group, 1986.

217. Beaubien, R.F., Troy, MI, 1986.

Appendix N: Sources 263

 218. Montgomery County Government, Rockville, MD, 1984.

219. Reynolds/Russillo. Video Arcade Traffic and Parking, 1983.

220. State of Vermont Agency of Transportation, Montpelier, VT, 1988.

221. Transportation Department, City of Edmonton, Alberta, Canada, 1988.

222. Travers Associates Inc., Clifton, NJ, 1988.

223. San Luis Obispo County, San Luis Obispo, CA, 1988.

224. Unknown source.

225. Gordon D. Ziecina Inc., Bradenton, FL, 1988.

226. Travers Associates Inc., Clifton, NJ, 1989

227. Keith and Schnars, P.A., Fort Lauderdale, FL, 1987.

228. City of Overland Park, Overland Park, KS, 1987.

229. Unknown source.

230. Travers Associates Inc., Clifton, NJ, 1987.

231. Travers Associates Inc., Clifton, NJ, 1987.

232. Sear-Brown Associates, P.C., Rochester, NY, 1986.

233. Travers Associates Inc., Clifton, NJ, 1983-1987.

234. Travers Associates Inc., Clifton, NJ, 1986.

235. F.J. Reinders & Associates, Brampton, Ontario, Canada, 1989.

236. Clough, Harbour & Associates, Albany, NY, 1988.

237. Removed source.

238. Los Angeles County of Public Works, Los Angeles, CA, 1989.

239. Orth-Rodgers & Associates, Raritan, NJ, 1988.

240. County of San Louis Obispo, CA, 1989.

241. McMahon Associates Inc., Willow Grove, PA, 1987.

242. Irving K. Chann, Wilton, CT, 1988.

243. Travers Associates Inc., Clifton, NJ, 1988.

244. McMahon Associates Inc., Willow Grove, PA, 1987.

264 Trip Generation Handbook, 3rd Edition

245. Frederick P. Clark Associates, Consultants. Southport, CT, 1987.

246. Yuma Metropolitan Planning Organization, Yuma, AZ, 1989.

247. Maguire Group Inc., Connecticut, 1989.

248. ITE Student Chapter, Purdue University, West Lafayette, IN, 1989.

249. Miscellaneous trip generation studies.

250. Nashua Regional Planning Commission, Nashua, NH, 1989.

251. Orth-Rodgers & Associates Inc., Pennsylvania, 1988.

252. A&F Engineering Inc., Indianapolis, IN.

253. McMahon Associates Inc., Willow Grove, PA, 1980s.

254. McMahon Associates Inc., Willow Grove, PA, 1987.

255. Weston Pringle and Associates, Fullerton, CA, 1988.

256. Traffic Planning & Design Inc., Oaks, PA, 1989.

257. Port Authority of New York and New Jersey, New York, NY, 1988.

258. Vollmer Associates, North Haledon, NJ, 1989.

259. JBM and Associates Traffic Study, Overland Park, KS, 1988.

260. A&F Engineering Co., Indianapolis, IN.

261. Travers Associates Inc., Ridgewood, NJ, 1988.

262. Andrews and Clark Inc., Long Island, NY, 1987.

263. Detroit Department of Transportation, Detroit, MI, 1989.

264. County Engineering Department, San Louis Obispo, CA, 1988.

265. Barkan and Mess Associates Inc., Clinton, CT, 1986.

266. Orth-Rodgers & Associates Inc., Bridgewater, NJ, 1989.

267. DSA Group Inc., Bradenton, FL, 1988.

268. BRW Inc., Bloomington, MN, 1988.

269. Traffic Management Division, City of Oklahoma City, OK, 1988.

270. Glatting Lopez Kercher Anglin, Orlando, FL, 1989.

271. Nolte and Associates, Santa Cruz County, FL, 1989.

Appendix N: Sources 265

 272. Department of Public Works, City of Ceres, CA, 1989.

273. San Diego Traffic Generators. San Diego, CA: San Diego Association of Governments, 1989.

274. “Gas/Convenience Store Trip Generation Study.” Florida Department of Transportation, 1989.

275. City of Parma, OH, 1981.

276. ITE—Montana Technical Committee. “Trip Characteristics of Convenience Markets with

Gas Pumps.” ITE Journal (July 1987).

277. San Diego Traffic Generators. San Diego, CA: San Diego Association of Governments, 1987.

278. Parking and Traffic Department, City of Modesto, CA.

279. City of Overland Park, KS, 1981.

280. James T. Rapoli Consulting, Poughkeepsie, NY, 1985.

281. Sear-Brown Associates PC, Rochester, NY, 1986.

282. Lancaster, T.R., Portland, OR, 1987.

283. Carl H. Buttke Inc., Portland, OR, 1988.

284. ASL Consulting Engineers Inc., Los Angeles, CA, August 1987.

285. Hazarvartian, K.E. “Trip Generation Characteristics of Air Force Bases.” ITE Journal
(October 1988).

286. The Maguire Group, Connecticut, 1987.

287. San Diego Traffic Generators. San Diego, CA: San Diego Association of Governments, 1987.

288. ITE New England Section, 1987–1989.

289. Transportation/Traffic Division, Department of Engineering Services, City of Camarillo, CA, 1988.

290. Keith and Schnars, Fort Lauderdale, FL, 1987.

291. Daubert Engineering Corporation, Colorado Springs, CO, 1987.

292. Miscellaneous trip generation studies.

293. Maguire Group Inc., New Britain, CT, 1987.

294. Trip Generation Rates for Drive-In/Fast-Food Restaurant and Medical Office Buildings in the
OKI Region. Cincinnati, OH: Ohio-Kentucky-Indiana Regional Council of Governments, 1987.

295. Clough, Harbour & Associates, Albany, NY, 1986.

296. ITE Student Chapter, Purdue University, West Lafayette, IN, 1987.

297. PHR & A, Fairfax, VA, 1988.

266 Trip Generation Handbook, 3rd Edition

298. TJKM Transportation Consultants, Pleasanton, CA, 1988.

299. The Cafaro Company, Youngstown, OH, 1988.

300–301. Indianapolis/Marion County Site Trip Generation Counts. Indianapolis, IN: Barton-
Aschman Associates, 1989.

302–306. National Research Council. NCHRP Report 323: Travel Characteristics at Large-Scale
Suburban Activity Centers. Washington, DC: Transportation Research Board, 1987–1988.

307–318. Miscellaneous trip generation studies.

319–325. Montgomery County Trip Generation Rate Study. Silver Spring, MD: Maryland-National
Capital Park and Planning Commission, 1986.

326. Citrus County Department of Development Services, Lecanto, FL, 1990.

327. Trip Generation From Suburban Office Buildings in New Jersey. Philadelphia, PA: Delaware
Valley Regional Planning Commission, 1988–1989.

328. J.W. Buckholz Traffic Engineering Inc., Jacksonville, FL, 1990.

329. H.W. Moore Associates Inc. Consulting Engineers, Boston, MA, 1990.

330. Maguire Group Inc., Connecticut, 1990.

331. Trip Generation Analysis for High Cube Warehouses. City of Livermore, CA: Fehr & Peers
Associates, 1989.

332. State of California Transportation Agency, District 4 “Sixteenth Progress Report on Trip Ends
Generation Research Counts.” San Francisco, CA, 1986.

333. Barton-Aschman Associates Inc., Columbus, OH, 1990.

334. Orth-Rodgers & Associates Inc., Bridgewater, NJ, 1989.

335. Monteleone, M., Chapel Hill, NC, 1990.

336. Metro Traffic and Parking, Nashville, TN, 1991.

337. City of Chattanooga, Chattanooga, TN, 1990.

338. Kentuckiana Regional Planning and Development Agency/Jefferson County Public Works and
Transportation Division, Louisville, KY, 1993.

339. Travers Associates Inc., New Jersey, 1991.

340. Benshoof and Associates Inc., Edina, MN, 1993.

341. Traffic Planning and Design, Altamonte Springs, FL, 1992.

342. MWCOG, Washington, DC, 1989.

Appendix N: Sources 267

 343. Removed source.

344. Central Transportation Planning Staff, Boston, MA, 1992.

345. The Traffic Group Inc., Towson, MD, 1992.

346. Muncaster Engineering and Computer Applications, Charlottesville, VA, 1990.

347–348. KHR Associates. “Mobil National Traffic Study.” Irvine, CA, 1992.

349. VHB Inc., Watertown, MA, 1992.

350. Kentuckiana Regional Planning and Development Agency/Jefferson County Public Works and
Transportation Division, Louisville, KY, 1993.

351. Palm Beach County Traffic Division, West Palm Beach, FL, 1989.

352. Tipton Associates Inc., Orlando, FL, 1989.

353. Traffic Generation Study for Wal-Mart Stores. Andover, MA: Robert D. Vanasse & Associates
Inc., 1994.

354. Peters & Associates. Trip Generation Studies for Wal-Mart Supercenters. Little Rock, AR:
Peters & Associates, 1994.

355. Maryland-National Capital Park and Planning Commission. Development of Montgomery

County Trip Generation Rates. Montgomery County, MD, 1993.

356. Street Smarts, Atlanta, GA, 1990.

357–359. City of Rapid City. “Rapid City MPO, Trip Generation Rates.” Rapid City, SD, 1995.

360. Delaware Valley Regional Planning Commission, Philadelphia, PA, 1989–1990.

361. Trip Generation—Golf Driving Range. Boston, MA: Bruce Campbell & Associates Inc., 1993.

362. Trip Generation Information for Quick Lubrication Shops in Vancouver, WA. Portland, OR:
Kittelson & Associates Inc., 1995.

363. MCV Associates Inc., McLean, VA, 1994.

364. Removed source.

365. The Sear-Brown Group Inc., Rochester, NY, 1991–1995.

366. Inland Pacific Engineering Company, Spokane, WA, 1995.

367. Eschbacher & Associates, Syosset, NY, 1996.

368. Brigham Young University, Provo, UT, 1996.

369. Transportation Concepts, Clifton Park, NY, 1996.

268 Trip Generation Handbook, 3rd Edition

370. TDA Inc., Seattle, WA.

371. Virginia Transportation Research Council, Charlottesville, VA, 1996.

372. Grove Miller Engineering Inc., Harrisburg, PA, 1992.

373. Tulare County Association of Governments, Visalia, CA, 1993.

374. Transportation Engineers Inc., Fullerton, CA, 1990.

375. Removed source

376. An Informational Trip Generation Report—“Big Box Users” and “Category Killers” for Power
Retail Centers. Towson, MD: The Traffic Group, 1993.

377. Trip Generation and Parking Generation Study. Issaquah, WA: Optimum Environment, 1991.

378. Buckhurst Fish Hutton Katz & Jacquemart Inc., New York, NY, 1990–1991.

379. JW Buckholz Traffic Engineering Inc., Jacksonville, FL, 1991.

380. Factory Outlet Center Trip Generation Study. Santa Barbara, CA: Associated Transportation
Engineers, 1991–1996.

381. Barton-Aschman Associates Inc., Dallas, TX, 1986.

382. Barr, Dunlop & Associates Inc., Tallahassee, FL, 1995.

383. Barakos-Landino Design Group, Hamden, CT, 1995.

384. Benshoof & Associates Inc., Edina, MN, 1995.

385. Benshoof & Associates Inc., Edina, MN, 1992.

386. Free-Standing Retail Establishment Trip Generation Study. Rochester, NY: Bergmann
Associates, 1994.

387. Brigham Young University, Provo, UT, 1996.

388. Langley and McDonald, Williamsburg, VA, 1990.

389. Charlotte Department of Transportation, Charlotte, NC, 1995.

390. Creative Transportation Solutions, Burnaby, British Columbia, Canada, 1994–1995.

391. Creighton Manning Inc., Delmar, NY, 1994.

392. Cupertino, CA, 1993–1995.

393. DJK Associates Inc., Arlington, MA, 1991.

394. D.J. Parrone & Associates, Penfield, NY, 1993.

395. David Evans and Associates Inc., Portland, OR, 1991.

Appendix N: Sources 269

 396. City of Farmington, NM.

397. Horner & Canter Associates, Medford, NJ, 1991–1994.

398. Glatting Lopez Kercher Anglin, Orlando, FL, 1990–1991.

399. Grove Miller Engineering Inc., Harrisburg, PA, 1992.

400. I.K. Chann Associates, Wilton, CT, 1996.

401. Inland Pacific Engineering Company, Spokane, WA, 1996.

402. Inland Engineering Corporation, Victorville, CA, 1995.

403. Traffic & Circulation Study for Proposed Mini Storage. Fullerton, CA: Transportation Engineers
Inc., 1993.

404. Kentuckiana Regional Planning and Development Agency, Louisville, KY, 1993.

405. Mackenzie Engineering Inc., Portland, OR.

406. CE Maguire Inc., New Britain, CT, 1986–1994.

407. Morris County. County of Morris 1992 Trip Generation Study. Morris County, NJ, 1992.

408. Meyer, Mohaddes Associates Inc., San Mateo, CA, 1995.

409. North Carolina Department of Transportation, Raleigh, NC, 1993.

410. Town of Oro Valley, Oro Valley, AZ, 1993.

411. Orth-Rodgers & Associates Inc., Bridgewater, NJ, 1987–1990.

412. Orth-Rodgers & Associates Inc., Bridgewater, NJ, 1991.

413. City of Overland Park, KS, 1991.

414. Paul C. Box & Associates Inc., Skokie, IL, 1987–1991.

415. Prosser, Hallock & Kristoff Inc., Jacksonville, FL, 1994.

416. Robert D. Vanasse & Associates Inc., Andover, MA, 1993.

417. TRC Raymond Keyes Associates, Tarrytown, NY, 1994–1995.

418. Barton-Aschman Associates Inc., San Jose, CA, 1987–1995.

419. Balloffet & Associates Inc., Denver, CO, 1995.

420. State of Vermont Agency of Transportation, Montpelier, VT, 1990.

421. CMX, Manalapan, NJ, 1993–1996.

422–424. DKS Associates, Portland, OR, 1991–1996.

270 Trip Generation Handbook, 3rd Edition

425. Transportation Planning & Engineering Inc., Bellevue, WA, 1991–1992.

426. Tim Miller Associates Inc., Cold Spring, NY, 1992.

427. Area Plan Commission of Tippecanoe County, Lafayette, IN, 1995.

428. Travers Associates Inc., New Jersey, 1990–1994.

429. Vollmer Associates, Rochelle Park, NJ, 1993.

430. Western Planning & Research Inc., Auburn, CA, 1996.

431. University of Tennessee Transportation Center, Knoxville, TN, 1995.

432. University of Wisconsin. District IV Trip Generation Study. Platteville, WI: ITE Student Chapter,
Platteville, 1994–1995.

433. University of Hawaii at Manoa, Honolulu, HI, 1995.

434. University of Arkansas, Fayetteville, AR, 1995.

435. Supplement to San Diego Traffic Generators. San Diego, CA: San Diego Association of
Governments, 1991–1995.

436–439. Traffic Planning and Design, Maitland, FL, 1991–1996.

440–441. Associated Transportation Engineers, Santa Barbara, CA.

442. Sprinkle Consulting Engineering, Lutz, FL, 1990–1993.

443–445. DKS Associates, Portland, OR, 1991–1996.

446. International Council of Shopping Centers Trip Generation Study. Tarrytown, NY: Raymond
Keyes Associates Inc., 1994.

447. CMX, Manalapan, NJ, 1995.

448. Connecticut Department of Transportation, Newington, CT, 1996.

449. Lumber Store Trip Generation Analysis. Jacksonville, FL: JW Buckholz Traffic Engineering Inc.,
1992.

450. University of Texas at El Paso, TX, 1999.

451. Texas A&M University, College Station, TX, 1999.

452. Clemson University, Clemson, SC, 1999.

453. North Carolina State University, Raleigh, NC, 1999.

454. Removed source.

455. CMX, Manalapan, NJ, 1995–1998.

Appendix N: Sources 271

 456. DeShazo, Tang and Associates Inc., Dallas, TX, 1997.

457. Pflum, Klausmeier & Gehrum Consultants Inc., Cincinnati, OH, 1999.

458. George Mason University, Fairfax, VA, 1998.

459. Doyle, J. “Trip Generation for Entertainment Land Uses.” ITE 1999 Annual Meeting and Exhibit
Compendium. Washington, DC: ITE, 1999.

460-499. Blank sources.

500. Orth-Rodgers & Associates Inc., Somerset, NJ, 2001.

501. Corcoran, S. “Senior Housing Trip Generation and Parking Demand Characteristics.” ITE 1996
Annual Meeting and Exhibit Compendium. Washington, DC: ITE, 1996.

502. Creighton Manning Engineering LLP, Albany, NY, 1999.

503. Removed source.

504. Jha, M.K. and D.J. Lovell. “Trip Generation Characteristics of Free-Standing Discount Stores: A
Case Study.” ITE Journal on the Web (May 1999): 85–89.

505. Removed source.

506. Removed source.

507. Traffic Planning and Design Inc., Maitland, FL, 1997–2002.

508. Hexagon Transportation Consultants Inc., San Jose, CA, 1999.

509. Barakas-Landino Inc., Meridan, CT, 1998.

510. 510. Transportation Concepts LLP, Clifton Park, NY, 1998.

511. Removed source.

512. Removed source.

513. Trans Associates, Pittsburgh, PA, 1996.

514. Kittelson & Associates Inc., Portland, OR, 1997–1998.

515. Charbonneau Engineering LLC, Portland, OR, 1999.

516. DeShazo, Tang & Associates Inc., Dallas, TX, 2002.

517. San Diego Traffic Generators. San Diego, CA: San Diego Association of Governments, 1998.

518. Hexagon Transportation Consultants Inc., San Jose, CA, 1998.

519. A&F Engineering Company Inc., Indianapolis, IN, 1998.

520. The Sear-Brown Group Inc., Syracuse, NY, 1997.

272 Trip Generation Handbook, 3rd Edition

521. Removed source.

522. Mid-Ohio Regional Planning Commission, Columbus, OH, 1996.

523. Removed source.

524. Resource Systems Group Inc., White River Junction, VT, 1998.

525. J-U-B Engineers Inc., Orem, UT, 1998–1999.

526. Kimley-Horn and Associates Inc., Tucson, AZ, 2001.

527. Removed source.

528. The Traffic Group Inc., Baltimore, MD, 1992.

529. Albun Inc., 1999.

530. Knoxville/Knox County Metropolitan Planning Commission, Knoxville, TN, 1996.

531. DKS Associates, Portland, OR, 1999.

532. The Sear-Brown Group Inc., DeWitt, NY, 2003.

533. San Diego Traffic Generators. San Diego, CA: San Diego Association of Governments, 2002.

534. City of Santa Maria, Santa Maria, CA, 2000.

535. Henningson, Durham & Richardson Inc., Omaha, NE, 2000.

536. TEI Engineers & Planners, Lake Mary, FL, 2001.

537. Creighton Manning Engineering LLP, Albany, NY, 2001.

538. R.E. Gray & Associates, Selbyville, DE, 2000–2001.

539. LandMark Design Group Inc., Williamsburg, VA, 2000.

540. City of Los Angeles Department of Transportation, Los Angeles, CA, 1996–1997.

541. Removed source.

542. Arizona State University, Tempe, AZ, 1996–1997.

543. Removed source.

544. San Diego Traffic Generators. San Diego, CA: San Diego Association of Governments, 1996.

545. Removed source.

546. Removed source.

547. The HNTB Companies, Milwaukee, WI, 11997.

Appendix N: Sources 273

 548. Removed source.

549. Removed source.

550–551. Horner & Canter Associates, Medford, NJ, 1996–2001.

552. Horner & Canter Associates, Medford, NJ, 1995–2002.

553. Dixon Associates Consulting Engineers, Galloway, NJ, 2002.

554. LSC Transportation Consultants Inc., Colorado Springs, CO, 2001.

555. FRA Engineering PC, Henrietta, NY, 1998–2000.

556–558. Removed sources.

559. Perry Engineering Inc., Coventry, RI, 2001.

560. Removed source.

561. Orth-Rodgers & Associates Inc., Somerset, NJ, 2002.

562. Orth-Rodgers & Associates Inc., Somerset, NJ, 1997–2001.

563. Horner & Canter Associates, Medford, NJ, 1997–2001.

564. BL Companies, Meriden, CT, 2002.

565. Fricker, J.D. “Trip Generation at Youth Soccer Complexes: Some Unforeseen Issues.”
ITE Journal on the Web (February 1999): 75–78.

566. Kittelson & Associates Inc., Portland, OR, 2001–2002.

567. Removed source.

568. Washington Group International Inc., Glenwood Springs, CO, 2000–2002.

569. Removed source.

570. Removed source.

571. McMahon Associates Inc., Fort Washington, PA, 1994–2003.

572. Pape-Dawson Engineers Inc., San Antonio, TX, 2001.

573. CMX, Manalapan, NJ, 1995–2003.

574. Removed source.

575. Kimley-Horn and Associates Inc., Ocala, FL, 2002.

576. Traffic Planning and Design Inc., Pottstown, PA.

577. Trans Associates Engineering Consultants Inc., Pittsburgh, PA, 2000–2002.

274 Trip Generation Handbook, 3rd Edition

578. Removed source.

579–580. DKS Associates, Portland, OR, 2001–2002.

581. Eschbacher, R.M. “Trip Generation and Parking Demand Characteristics of Assisted Living
Facilities.” ITE 2002 Annual Meeting and Exhibit Compendium. Washington, DC: ITE, 2002.

582. Parsons Corporation. Southfield, MI, 2002.

583–584. DKS Associates, Portland, OR, 1994–2001.

585. USKH Inc., Spokane, WA, 2005.

586. FRA Engineering/T.Y. Lin International, Orchard Park, NY, 2007.

587. Removed source.

588. BL Companies, Meriden, CT, 2006.

589. Shropshire Associates LLC, Medford, NJ, 2004.

590. Gwinnett County Department of Transportation, Lawrenceville, GA, 2003.

591. Van Cleef Engineering Associates, Whippany, NJ, 2002.

592. ITE Student Chapter, University of Nebraska, Lincoln, NE, 2007.

593. ITE Student Chapter, University of Nevada, Reno, NV, 2007.

594. G.W. Nickelson, Walnut Creek, CA, 2004–2007.

595. Pinellas County Metropolitan Planning Organization, Clearwater, FL, 2004.

596. R.D. Zande & Associates Inc., Columbus, OH, 2003.

597. KD Anderson & Associates, Loomis, CA, 2007.

598–599. Horner & Canter Associates, Medford, NJ, 2000–2007.

600. Transportation Resource Group Inc., York, PA, 2007.

601. Traffic Planning and Design Inc., Pottstown, PA, 2006.

602. Omland Engineering Associates Inc., Cedar Knolls, NJ, 2006.

603. Karins and Associates, Newark, DE, 2006.

604. Kittelson & Associates Inc., Portland, OR, 2005.

605. CMX. Trip Generation Study, Land Use Code 152, High Cube Warehouse. Manalapan, NJ, 2006.

606. Removed source.

607. ITE Student Chapter, Auburn University, Auburn, AL, 2007.

Appendix N: Sources 275

 608. ITE Student Chapter, Texas A&M University, College Station, TX, 2007.

609. ITE Student Chapter, University of Alabama, Birmingham, AL, 2007.

610. CMX, Manalapan, NJ, 2007.

611–612. DKS Associates, Portland, OR, 1999–2007.

613. WGM Group Inc., Missoula, MT, 2007.

614. Maurer–Stutz Inc., Peoria, IL, 2008.

615. Krager and Associates Inc., Denver, CO, 2005–2007.

616–618. Greenman-Pedersen Inc., Nashua, NH, 1999–2006.

619. Crain & Associates. San Bernardino/Riverside County Warehouse/Distribution Center Vehicle
Trip Generation Study. Los Angeles, CA, 2005–2007.

620. Lee Engineering, LLC, Dallas, TX, 2007.

621. Traffic Data Inc., St. Louis Park, MN, 2004–2005.

622. Bogart Engineering, Moscow, PA, 2006.

623. Removed source.

624. Ferguson & Associates Inc., Bend, OR, 2005.

625. VRPA Technologies Inc. Trip Generation Characteristics of Free-Standing Discount Superstores.
San Diego, CA, 2006.

626. Oracle Engineering Inc., Piscataway, NJ, 2007.

627. Town of Hilton Head Island. Hilton Head Island, SC, 2004.

628. City of Overland Park, Kansas, Overland Park, KS, 2007-2011.

629–630. McMahon Associates Inc., Fort Washington, PA, 1997–2008.

631. Rick Engineering Company, Lake Forest, CA, 2007.

632. Prosser Hallock Inc., Jacksonville, FL, 2004.

633. Balzhiser & Hubbard Engineers. Daycare Transportation Impact Analysis & SDC Alternate
Calculation Methodology. Eugene, OR, 2003.

634. Stahl Sheaffer Engineering, LLC, State College, PA, 2006.

635. ITE Student Chapter, University of Washington, Seattle, WA, 2007.

636. HDR/WHM Transportation Engineering, Austin, TX, 2007.

637. WGM Group Inc., Missoula, MT, 2005–2007.

276 Trip Generation Handbook, 3rd Edition

638. C3 Consulting Group, Wellesley, MA, 2003.

639. Bogart Engineering, Moscow, PA, 2006.

640. Kinney Engineering, LLC, Anchorage, AK, 2007.

641. City and County of Denver, CO, 2004.

642. Peters Engineering Group. Trip Generation Study, High-Cube Warehouse Buildings. Fresno,
CA; and Trip Generation Study, Fresno Area Mini Storage Complexes. Clovis, CA, 2007.

643. Removed source.

644. ITE Student Chapter, Montana State University, Bozeman, MT, 2005.

645. King Engineering Associates, Jacksonville, FL, 2007.

646–647. Removed sources.

648. Kimley-Horn and Associates Inc. Independent Trip Generation Study. Tampa, FL, 2007.

649. Kimley-Horn and Associates Inc. Large-Scale Retail Distribution Centers. Tampa, FL, 2007.

650. Vanasse Hangen Brustlin Inc. Assembly Square Mixed-Use Redevelopment Study. Somerville,
MA, 2006.

651–652. Texas Transportation Institute. Nationwide Discount Supercenter Study. College Station,
TX, 2008.

653–655. Removed sources.

656. ELA Group Inc., State College, PA, 2003.

657. Gibson Traffic Consultants Inc., Everett, WA, 2007.

658. Stantec Consulting Inc., Phoenix, AZ, 2007.

659. Removed source.

660. Loudoun County – Office of Transportation Services, Leesburg, VA, 2010-2011.

661. MRO Engineers Inc., Rocklin, CA, 2004.

662. Unknown source.

663–699. Blank sources.

700. ITE Student Chapter, Auburn University, Auburn, AL, 2008.

701. Hubbell, Roth & Clark Inc., Bloomfield Hills, MI, 2008.

702. City of Calgary, Calgary, Alberta, Canada, 2009-2011.

703. CMX, Manalapan, NJ, 2008.

Appendix N: Sources 277

 704. Fisher Associates, Rochester, NY, 2008-2009.

705. A & F Engineering Company LLC, Indianapolis, IN, 2008.

706. Transportation Resource Group Inc., York, PA, 2007.

707. ITE Student Chapter, Brigham Young University, Provo, UT, 2008.

708. ITE Student Chapter, University of Massachusetts, Amherst, MA, 2008.

709. Morrison Maierle Inc., Tempe, AZ, 2008.

710. Group Mackenzie, Portland, OR, 2008.

711. John Davenport Engineering Inc., Winston-Salem, NC, 2006-2007.

712. ITE Student Chapter, University of Washington, Seattle, WA, 2008.

713. BL Companies, Meriden, CT, 2009.

714. GENIVAR, Montreal, Quebec, Canada, 2012.

715. The Traffic Group Inc., Baltimore, MD, 1989-2010.

716. T.Y. Lin International, Orchard Park, NY, 2008.

717. Burgess & Niple, Columbus, OH, 2007.

718. ITE Student Chapter, University of Arkansas, Fayetteville, AR, 2009.

719. McMahon Associates, Fort Washington, PA, 2009-2010.

720. MRO Engineers Inc., Rocklin, CA, 2010.

721. Buckholz Traffic, Jacksonville, FL, 2007-2009.

722. ITE Student Chapter, University of Hawaii–Manoa, Honolulu, HI, 2009-2011.

723. ITE Student Chapter, Montana State University, Bozeman, MT, 2009-2011.

724. ITE Student Chapter, Texas A&M University, College Station, TX, 2008-2009.

725. ITE Student Chapter, University of Memphis, Memphis, TN, 2008-2009.

726. ITE Student Chapter, University of Wyoming, Laramie, WY, 2008.

727. Traffic Data Inc., St. Louis Park, MN, 2009.

728. Vermont Agency of Transportation, Montpelier, VT, 2006-2010.

729. ITE Student Chapter, University of North Carolina–Charlotte, Charlotte, NC, 2009.

730. ITE Student Chapter, University of Waterloo, Waterloo, Ontario, Canada, 2009.

278 Trip Generation Handbook, 3rd Edition

731. Florida Department of Transportation, Tallahassee, FL.

732. Neal Ogden, Arroyo Seco, NM, 2008.

733. ITE Student Chapter, Portland State University, Portland, OR, 2009.

734. Southern New Hampshire Planning Commission, Manchester, NH.

735. DKS Associates, Portland, OR.

736. Removed source.

737. Shropshire Associates LLC, Lumberton, NJ, 2008.

738. Shea Carr Jewell Inc., Olympia, WA, 2010.

739. Washington State Department of Transportation, Union Gap, WA, 2002.

740. Blank source.

741. Removed source.

742. Blank source.

743-744. Removed source.

745. The Traffic Group Inc., Baltimore, MD, 1989-2010.

746. ITE Student Chapter, Oregon State University, Corvallis, OR, 2008.

747. ITE Student Chapter, University of Nevada–Reno, Reno, NV, 2009.

748. Pennsylvania Department of Transportation, Harrisburg, PA, 2011.

749. The Traffic Group Inc., Baltimore, MD, 2008.

750. Florida Department of Transportation, Tallahassee, FL.

751. Vermont Agency of Transportation, Montpelier, VT, 2006–2010.

752. Texas Transportation Institute, College Station, TX, 2008–2009.

753. Street Smarts, Duluth, GA, 2007.

754. Blank source.

755. DKS Associates, Portland, OR, 2003.

Appendix N: Sources 279

 Appendix O. Index

A Batting cage, 133

Acre, 14, 78, 132 Bed, 133

occupied, 134
Activity center, 131
Berth, 133, 135
Actual data point, 24, 136
Bicycle trip, 40, 71, 77, 101, 129
Adjacent street traffic, 15, 25, 30, 31, 48, 75, 95–96,
118, 137 Boarding, 137
peak hour of, 132 Bowling lanes, 133
Adjusted vehicle trip, 34, 35
Aggregate approach, 18 C
Alighting, 18, 137 Cautionary notes
data plots, 25
AM/PM peak hour traffic on adjacent street, 132
diverted trip, 94
See also Peak hour of adjacent street traffic
internal capture rates, 62–63
Analysis, 11 local trip generation data, 85–86
impact, 1, 95, 139, 281 mixed-use development trip generation estimation,
objectives, 15–16 62–63
regression, 24 pass-by trip, 94–95
site, 139
Central business district (CBD), 72, 81–83
for site trip generation estimation, 12
time period for, 48 Coefficient of determination, 136

Area types, 129, 131 Commercial flights per day, 133

See also specific area types Competing markets, 63
Attendee, 132 Complementary land uses, 11, 33, 39, 40, 43, 44, 47,
Atypical tenant mix, 63 63, 65, 80,137, 138, 211

Average flights per day, 132 Convenient frequent transit, 137

Average number of independent variable, 136 Cordon count, 137

Average rate, 3, 23–24, 34, 94 Counter

See also Weighted average rate machine, 137
selection process, 27–30 manual, 137

Average vehicle trip ends, 136 Counting personnel, 137

Court, 133
B
Based aircraft, 132 D
Baseline database, 34, 38, 39, 69, 197 Data
See also specific data See also Local data; Local trip generation data;
National database; Person trip data;
Baseline site, 6, 11, 33, 34, 38, 39, 69–70, 137
specific data
Baseline site mode shares and vehicle occupancy, adapted, 80–82
38–39, 197–201 age, 7–8
infill development and, 69, 72–73, 74 average rate or equation selection, 27–30

Appendix O: Index 281

 background, 21 Day care center, 229
local proxy site, 37, 40–41, 71, 74–75 Destination trip end, 5
national proxy site, 39–40
page terms, 136–137 Development
sources, 6 See also specific development types
storage, 7 densities, 14
submittal to ITE, 128 location, 47
sufficiency, 36–37 size, 47
transit, 101–102 type, 47
uses, 6 Directional count, 138
Data collection, 1, 2, 7, 101–102 Directional distribution, 136
See also specific methods
Disaggregate approach, 18–19
basics, 104–106
components, 105 Diverted trip, 91–92, 93, 129, 227
duration, 107 cautionary notes, 95
field crew example application of, 97
staffing and training, 107–108 interview survey, 115–116, 117, 118
supervision, 108 recommended process, 95–96, 97, 98
interview Door count, 138
factoring, 109–110 sample form, 113
intercept, 138, 305
Drive-in lane, 133
internal capture survey, 63, 64, 119–120
logistics, 109 Drive-through lane, 133
pass-by/diverted trip survey, 115–116, 117, 118 Dwelling unit, 14, 78, 133
person trip generation, 40
survey types, 138, 303–306
travel mode survey, 112, 114, 115 E
truck trip, 127, 306 Employee, 133, 215
local, 26, 30, 31, 40–41, 71
local trip generation, 86 Equation selection process, 27–30
minimum sample size, 115 Expansion factor, 138
at mixed-use development, 63–64
External person trips, 12, 17, 52, 61–62, 95
observation count and, 104–105, 110–111
permission and cooperation, 107
person trip versus vehicle trip, 105 F
primary, 100
Family members, 133, 134
secondary, 100
site-specific plan, 106–107 FAR. See Floor-to-area ratio
time period, 104 Field crew
truck trip, 100, 126–127 staffing and training, 107–108
Data plots supervision, 108
cautionary notes, 25 Fields, 133
content and format, 21
Fitted curve, 26, 30, 136
independent variable selection, 25–26
information provided in, 23–24 Flights per day
reported statistics, 23 average, 132
sample, 22 commercial, 133
Data points, 23 Floor-to-area ratio (FAR), 14, 138
actual, 24, 136 Freight movement at site, 99–100

282 Trip Generation Handbook, 3rd Edition

Freight trip generation, 289 data submittal to, 128
Freight/truck survey, 306 Intercept interview survey, 138, 305
Full-time doctor, 134 Internal capture interview survey, 119–120
Internal capture rates, 44, 138
G balancing, 45–46
cautionary notes, 62–63
General suburban area, 131
with proximity adjustment, 55–60
General urban area, 131 for trip destination, 58
GFA. See Gross floor area for trip origins, 57

GLA. See Gross leasable area Internal capture trip, 17, 129
at mixed-use development, 45–46, 50–51
GPS survey, 306
Interview (survey), 104–105
Gross floor area (GFA), 134 diverted trips, 115–116, 117, 118
Gross leasable area (GLA), 134 factoring, 109–110
intercept, 138, 305
internal capture, 119–120
H logistics, 109
Household travel diary survey, 305 pass-by trips, 115–116, 117, 118
person trip generation, 40
required, 106
I travel mode, 112, 114, 115
Impact analysis, 1 travel survey types, 138, 303–306
traffic, 95, 139 truck trip, 127, 306
transportation, 139, 281 types, 304
Inbound trip, 129 Isolated site, 104–105, 138
person trip data processing, 120–121
Independent variables, 14, 132–136
average number of, 136 ITE. See Institute of Transportation Engineers
selection, 25–26
Infill development, 138 L
assumptions, 66–69
Land use, 13–14, 21
background, 65
See also On-site land use
definition of, 66
category, 138
person trip data for, 203–210
complementary, 137
site trip generation estimation for, 65
mix, 48
transportation impact analysis of, 281
mixed-use development classified as single, 44–45
vehicle occupancy and, 69
person trip for, 61
Infill development trip generation TFD, 78–79
research, 277–283 with time period distribution data, 16
Infill development trip generation estimation truck trip generation and, 289–290
baseline mode shares and vehicle occupancy, 69, vehicle trip generation by, 48–49, 52
72–73, 74 Land use code (LUC), 45, 138
process, 69
Lift, 134
recommended process examples, 72–75
study site mode shares and vehicle occupancy and, Loading bay, 134
70–71, 72–73, 74 Local data
vehicle trip for study site, 72, 73, 74 collection, 26, 30, 31, 40–41, 71
Institute of Transportation Engineers (ITE), 1–2 pass-by trip and, 93–94

Appendix O: Index 283

 proxy site, 37, 40–41, 71, 74–75 mixed-use development and, 52
trip generation estimation using, 85–98 Motorized trip, 17, 129
weighted average rate, 86–87, 88–90 transit mode share of, 79
Local trip generation data Multimodal site, 11, 33, 139
cautionary notes, 85–86 person trips, 34–35
collection, 86 site trip generation estimation, 17–19
consolidated rate, 87
documentation, 88 Multi-use development, 139
recommended processes for, 88–90
stand-alone rate or equation, 86–87 N
LUC. See Land use code National database, 21, 37, 39, 40, 70–73, 79, 85–90
pass-by trip and, 93–94
M National Household Transportation Study (NHTS), 41,
Member, 133, 134 301, 305

Metropolitan travel survey, 138 Net rentable area, 134

Mixed-use development, 138 NHTS. See National Household Transportation Study

assumptions, 45–46 Non-directional count, 138
background, 43
Non-isolated site, 104–105, 139
classified as single land use, 44–45
person trip data processing, 122–125
data collection at, 63–64
definition of, 43–44 Non-motorized trip. See Motorized trip
external vehicle trip generation for, 62 Non-pass-by trip, 93, 227
internal capture rate See also Diverted trip; Pass-by trip; Primary trip
for trip destination within, 58
Non-vehicle person trips, 17
for trip origins within, 57
internal capture trip at, 45–46, 50–51 Number of studies, 137
mode share and, 52
recommended process, 273–278
research, 277–283
O
site trip generation estimation and, 43 Observation counts, 104–105, 110, 112
vehicle occupancy and, 52 forms, 111
Mixed-use development trip generation estimation, 43, 46 Occupied beds, 134
cautionary notes, 62–63 Occupied dwelling, 135
demand between on-site land use pairs, 60–61
external vehicle trip generation, 46, 62-63 Occupied dwelling unit. See Dwelling unit
internal capture rates with proximity adjustment, Occupied gross floor, 134
55–60
Occupied gross floor area. See Gross floor area
methodology for, 47–48
on-site land use pair proximity, 53–54 Occupied gross leasable area. See Gross leasable area
person trip generation for individual on-site land uses, Occupied room. See Room
48–52
Occupied space. See Parking
person trips for land use and, 61
spreadsheet tool for, 50–51 Occupied storage unit. See Storage unit
Mode share, 34, 36-40, 139, 203 Occupied unit. See Unit
See also Baseline site mode shares and vehicle Off-site, 139
occupancy; Study site mode shares and vehicle
occupancy; Transit mode share Online computer survey, 306
estimates, 36–41 On-site land use

284 Trip Generation Handbook, 3rd Edition

 demand between pairs, 60–61 isolated site, 120–121
pair proximity, 53–54 non-isolated site, 122–125
person trip generation for, 48–52 vehicle trip data collection versus, 105
Origin trip end, 5 Person trip generation
for individual on-site land use, 48–52
Other terms, 137–139
survey at study site, 40
Outbound trip, 129
PM peak hour traffic on adjacent street. See AM/PM
peak hour traffic on adjacent street
P Primary mode of travel, 139
Parking
Primary trip, 91–92, 93, 115, 130, 227
shared, 63, 139
example application of, 97
space, 135
recommended process, 98
Pass-by trip, 63, 91–92, 93, 130, 227
Procedure, 4
cautionary notes, 94–95
estimation process, 93–94 Professional judgment, 3
example application of, 97 Proximity adjustment, 53–54
interview survey, 115–116, 117, 118 internal capture rates with, 55–60
local data and, 93–94
Proxy site, 6, 139
national database and, 93–94
local, 37, 40–41, 71, 74–75
recommended process, 95–96
national, 39–40
Peak hour of adjacent street traffic, 132 TFD and, 79–80
Peak hour of generator, 132
Permission and cooperation, 107 R
Person, 1 Range of rate, 137
Personal passenger vehicle, 17, 139 Recommended process, 2, 27
examples of, 30–32
Person trip, 5, 35, 130
diverted trips, 95–96, 97, 98
adjusted, 34
for infill development, 72–75
assumption, 33–34
for local trip generation data, 88–90
background, 33
mixed-use development, 273–278
baseline, 34, 38
pass-by trips, 95–96
baseline site mode shares and vehicle occupancy,
primary trip, 98
38–39
estimating process for, 34–35 Regional CBD, 131
external, 12, 17, 52, 61–62, 95 Regression analysis, 24
for land use, 61
by mode, 34, 38 Roadside intercept survey, 305
multimodal site, 34–35 Room, 135
non-vehicle, 17
Rural area, 131
observation count, 111, 112
study site mode shares and vehicle occupancy, 36–41 Rural (town) business district, 131
by vehicle, 38, 102
vehicle trip conversion to, 35–36
S
Person trip data
Sample size, 62
collection, 2
for infill development, 202–209 Saturday, peak hour of generator, 132
national proxy site, 39–40 Service bay, 135
processing

Appendix O: Index 285

 Service stall, 135 person trip and, 36–41
person trip generation survey at, 40
Servicing position, 135
vehicle trip for, 72, 73, 74
Shared parking, 63, 139
Study site mode shares and vehicle occupancy, 36–41
Shopping center, 44–45 infill development and, 70–71, 72–73, 74
Site Suburban area, general, 131
See also specific sites
Suburban business district, 131
analysis, 139
baseline, 6, 11, 33, 34, 38, 39, 69–70, 137 Suburban strip commercial area, 131
characteristics, 21, 105 Sunday, peak hour of generator, 132
context, 14–15
freight movement at, 99–100 Survey. See Interview; specific surveys
plan, 13
proxy site, 6, 139 T
local, 37, 40–41, 71, 74–75
national, 39–40 TDM. See Transportation demand management
TFD and, 79–80 Tee, driving position, 135
study site, 6, 18, 139
Tennis court, 133, 135
defining, 13–14
person trip and, 36–41 TFD. See Transit-friendly development
person trip generation survey at, 40 Time period, 15–16, 132
vehicle trip for, 72, 73, 74 See also specific time periods
TFD design, 78–79 for analysis, 48
Site-specific data collection plan, 106–107 data collection, 104
distribution data with land uses, 16
Site-specific issues, 63
pass-by and non-pass-by trips and LUC with, 227
Site trip generation estimation, 5
TOD. See Transit-oriented development
analysis approach for, 12
analysis objectives, 15–16 Traffic
application of approach, 18 See also Adjacent street traffic
defining site context, 14–15 added, 91
defining study site, 13–14 impact analysis, 95, 139
disaggregate versus aggregate approach to, 18–19 Transit data, 101–102
for infill development, 65
Transit-friendly development (TFD), 77, 139
mixed-use development and, 43
adapted data and, 80–82
multimodal, 17–19
proxy site data and, 79–80
process, 11, 13
site, 33
TFD and, 77
site design and land use, 78–79
Special district area, 131 transit trip estimation, 79–83
Spreadsheet tool, 46–47, 50–51 transit use at, 78–79

Standard deviation, 137 Transit mode share, 211–226

for average trip rate, 24 of motorized trips, 79
calculation of, 295–298 Transit onboard survey, 305
Storage unit, 135 Transit-oriented development (TOD), 77, 139, 211-226
Student, 135 Transit service, 78, 82–83
Study site, 6, 18, 139 Transit trip, 19, 40, 130
See also Site trip generation estimation estimation at TFD, 79–83
defining, 13–14

286 Trip Generation Handbook, 3rd Edition

Transit use, 78–79 U
Transportation demand management (TDM), 15, 19, 33 Unit, 135
139, 285–287
Urban area, general, 131
Transportation impact analysis, 139
of infill developments, 281 Urban core area, 131

Travel Urban infill. See Infill development

behavior, 5
demand model special generator, 301–302 V
diary survey, 305
survey types, 138, 303–306 Vehicle, 1, 5, 135
fueling positions, 136
Travel mode, 15, 101–102 personal passenger, 17, 139
interview survey, 112, 114, 115 person trip by, 38, 102
primary, 139
Vehicle occupancy, 34, 139
Trip, 5 See also Baseline site mode shares and vehicle
See also specific trip types and data occupancy; Study site mode shares and vehicle
capture estimation tool, 277–278 occupancy
destination, 56, 58 baseline, 36-39, 197–198, 201
generator, 5 convenience store example, 207
inbound, 129 estimates, 36–41
modes, 129–130 infill development and, 69
origins, 56, 57 mixed-use development and, 52
outbound, 129 observation count, 110
types, 15, 129–130 study site, 36-41
Trip ends, 5, 130 Vehicle trip, 33, 101, 130
average vehicle, 136 adjusted, 34
Trip generation database, 48, 102 baseline, 17, 34, 38, 129
See also specific data ends, 136
age, 7–8 observation count, 110, 111
collection, 7 person trip conversion to, 35–36
sources of, 6 person trip data collection versus, 105
storage, 7 for study site, 72, 73, 74
types, 91
Trip generation estimation
See also Baseline Database; Data; Site trip Vehicle trip generation, 21
generation estimation; study site; specific trip types baseline, 33-34, 38
communication of, 8–9 external, 46, 62–63
evolution of, 8 by land use, 48–49, 52
local data use for, 85–98
procedure, 27–30
W
Truck berth, 133, 135
Walk trip, 19, 39, 102, 130
Truck trip
Wash stall, 136
data collection, 100, 126–127
interview survey, 127, 306 Weighted average rate, 23–24, 26, 30, 31
calculation of, 295–298
Truck trip generation, 289–294
local data, 86–87, 88–90
estimation
data collection, 100 Weighted standard deviation. See standard deviation
freight movement at site, 99–100 Workplace survey, 305
objectives, 99
stakeholders, 99

Appendix O: Index 287

Appendix P. Comment Form

Appendix P: Comment Form 289

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290 Trip Generation Handbook, 3rd Edition