![]() This is not applicable for trip-based models, since non-home-based (NHB) trips aren’t tied to the households making them. A “correspondence” between the model land use input variables and population and employment rates is required for these types of models.Īll automobile (i.e., passenger cars and light-duty trucks) vehicle trips are traced back to the residence of the trip-maker, even non-home-based trips. Some trip-based models may not use population and employment as trip generation variables. For this reason, it is often difficult to draw conclusions about VMT patterns, and use of the metric should be limited to analysis scenarios comparing full model runs typically focused on changes at the sub-regional, city, county, or regional scale. This means that vehicle trips made by people other than the employees are accounted for in the trip rate, including visitors, customers, vendors, custodians, and delivery companies. Note that employment is often used as the independent variable for total vehicle trip generation associated with non-residential land uses. If the model generates vehicle trips from other sources, such as students and visitors, then those variables are included in the service population. This uses the same method as Total VMT Generated by a Project to estimate VMT and then divides by the population and employment of the zone or zones of study. Source: California Governor’s Office of Planning and Research, Transportation Impacts (SB 743) Report: Potential to reduce petroleum reliance through updating LOS metric (Summary 1p, report 9p): Unraveling Petroleum: Use of Performance Measures that Prioritize Automobiles over Other Modes in Congested Areas. ![]() Full Report (71p): Measuring Urban Transportation Performance: A critique of mobility measures and a synthesis.Executive summary (17p): A Critique of Mobility Measures and a Synthesis: How sprawl is lengthening our commutes and why misleading mobility measures are making things worse.Report: Problems with reliance on metrics of auto mobility and delay (Joe Cortright, Impresa and CEOs for Cities).Report: Problems with reliance on LOS, discussion of updated metrics (American Planning Association, 12p): Smart Transportation Metrics for Smart Growth.Study: Pursuit of high LOS grades worsens transportation and lessens economic activity in Northern California (UCLA Lewis Center and UCLA Institute of Transportation Studies, 10p Executive Summary, 99p academic study) Not So Fast: A Study of Traffic Delays, Access, and Economic Activity in the San Francisco Bay Area.Study: Pursuit of high LOS grades worsens transportation and lessens economic activity in Southern California (UCLA Lewis Center and UCLA Institute of Transportation Studies, 12p Executive Summary, 80p academic study): Congested Development: A Study of Traffic Delays, Access, and Economic Activity in Metropolitan.Primer: The difference between accessibility and mobility (Susan Handy, Access Journal, 5p): Highway Blues: Nothing a Little Accessibility Can’t Cure.Article, Institute of Transportation Engineers Journal: LOS-based transportation impact studies inhibit sustainable transportation (ITE Journal May 2014, 5p) Changing the Paradigm of Traffic Impact Studies: How Typical Traffic Studies Inhibit Sustainable Transportation.Article, Institute of Transportation Engineers Journal: Biases inherent in the LOS metric (ITE Journal, Aug 2014, 5p): Decision, Values, and Data: Understanding Bias in Transportation Performance Measures.
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