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TABLE 54 <br /> TYPICAL TRIP GENERATION RATES FOR <br /> FASHION SQUARE LAND USE <br /> (PER 1,000 SF) <br /> Orange County Trip Rates (PM pk hr) <br /> Land Use Daily In Out Total Dir. Distr. <br /> Retail 26.5 0.60 0.80 1.40 57/43 <br />I-- Office 11.7 0.23 1.16 1.39 83/17 <br /> Hotel 10.5 0.36 0.37 0.73 50/50 <br /> Table 54 shows that reductions in the retail use are the most <br /> efficient in minimizing total trips. Retail traffic is approximately 2 <br /> to 2.5 times that of either office or hotel uses. However, reductions <br /> in the total daily trip generation are not necessarily a goal in itself. <br />A-- <br /> Transportation systems are designed for peak demand (usually one hour) <br /> not total daily travel. Therefore, reductions in land uses which <br /> produce off-peak trawl are actually counter productive. In fact, a <br /> significant transportation system management (TSM) strategy is to <br /> encourage a shift in travel to off-peak periods rather than necessarily <br /> suppressing trips altogether. For example, analysis of the average <br /> daily vehicle miles of travel (VMT) produced by 1,000 SF of retail is <br /> 106 veh-miles compared to 117 veh-miles for equivalent sized offices. <br />L These two influences suggest it is essential to examine the peak period <br /> trip characteristics of land use even more so than total daily trip <br /> generations. <br />L. <br /> Table 54 indicates that the peak period trip generation <br /> characteristics of office and retail are nearly equivalent in total <br /> trips produced but differ in directional distribution and a major <br /> difference between retail and office uses is trip length. The average <br /> work trip is 10 miles compared to a 3-5 mile length for a typical <br /> shopping trip (to a regional center such as proposed for Fashion <br /> Square). Therefore, while it appears on the surface that reductions in <br /> either retail or office uses will produce the same magnitude of peak <br /> 205