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<br /> <br />Trip Generation <br /> <br />Trip generation estimates for the Related Projects were calculated using a combination of <br />previous study findings and the trip generation rates contained in Trip Generation, 9th Edition <br />(Institute of Transportation Engineers [ITE], 2012). Table 4 summarizes the Related Projects trip <br />generation for typical weekdays, including daily trips, morning peak hour trips, and afternoon peak <br />hour trips. These projections are very conservative in that they do not in every case account for <br />either the trips generated by the existing uses to be removed or the likely use of other travel <br />modes (transit, bicycle, walk, etc.) Further, they do not fully account for the internal capture trips <br />within a multi-use development, nor the interaction of trips between multiple Related Projects <br />within the City, in which one Related Project serves as the origin for a trip destined for another <br />Related Project. <br /> <br /> <br />Trip Distribution <br /> <br />The geographic distribution of the traffic generated by the Related Projects is dependent on <br />several factors. These include the type and density of the proposed land uses, the geographic <br />distribution of the population from which the employees, residents and potential patrons of the <br />proposed developments are drawn, and the location of these projects in relation to the <br />surrounding street system. These factors are considered along with logical travel routes through <br />the street system to develop a reasonable pattern of trip distribution. <br /> <br /> <br />Trip Assignment <br /> <br />The trip generation estimates for the Related Projects were assigned to the local street system <br />using the trip distribution pattern described above. Figure 5 shows the peak hour traffic volumes <br />associated with these Related Projects at the study intersections. These volumes were then <br />added to the existing traffic volumes after adjustment for ambient growth through the projected <br />buildout year of 2019. As discussed above, this is a conservative approach as many of the <br />Related Projects may be reflected in the ambient growth rate. These volumes represent the <br />Future without Project Conditions (i.e., existing traffic volumes added to ambient traffic growth and <br />Related Projects traffic growth) and are shown in Figure 6 for the three study intersections. <br />121-73