APPENDIX IV MODELLING
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling i TABLE OF CONTENTS Page 1.0 INTRODUCTION... 1 2.0 OBJECTIVE... 1 3.0 URBAN TRANSPORTATION MODELLING SYSTEM... 1 4.0 TRANSCAD MODELLING SOFTWARE... 2 5.0 DATA COLLECTION... 2 5.1 Review of Background Documents... 2 5.2 Collection of Traffic Data... 3 5.3 Road Network Data... 3 5.4 Kingston 2002 Travel Survey... 3 6.0 TRAFFIC ANALYSIS ZONE SYSTEM... 3 6.1 Zone System Development... 3 6.2 Connection of the TAZs to the Road Network... 5 7.0 TRIP GENERATION... 6 8.0 TRIP DISTRIBUTION... 6 9.0 TRAFFIC ASSIGNMENT AND MODEL CALIBRATION... 7 9.1 Screen Line Analysis... 7 9.2 Calibration... 9 10.0 FUTURE CONDITIONS... 10 10.1 Future Base Population and Employment Projections... 10 10.2 Assignment of 2026 Future Traffic Volumes... 11 11.0 APPLICATION OF THE MODEL... 11 LIST OF TABLES Table 1 P.M. Peak Period Trip Generation... 6 Table 2 Adjustments for External and Through Trips for the P.M. Peak Hour... 9 Table 3 Model Calibration Results for the 2001 P.M. Peak Hour by Screen Line... 10 Table 4 2026 P.M. Peak Period Trip Generation... 11 Table 5 Adjustments for External and Through Trips for the P.M. Peak Hour... 11 Table 6 Future Base Volumes and Transportation Deficiencies... 12 DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling ii TABLE OF CONTENTS (Continued) Page LIST OF FIGURES Figure 1 Study Area Traffic Analysis Zones... 4 Figure 2 Sample of Traffic Analysis Zones with Centroid Connectors... 5 Figure 3 Screen Lines... 8 LIST OF APPENDICES Attachment 1 Attachment 2 Attachment 3 Attachment 4 Attachment 5 2001 Zonal Population and Employment Data 2001 Trip Generation 2001 P.M. Peak Hour Auto Driver Origin-Destination Matrix 2026 Future Base Trip Generation Screen Line Analysis Summary M:\PROJECTS\DRAFT\01\019040\Deliverables\Draft Final Report - July 2004\Appendices\Appendix 4 - Modelling\Appendix 4 - Modelling.doc DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 1 1.0 INTRODUCTION The purpose of the City of Kingston Transportation Master Plan was to develop a comprehensive multi-modal transportation plan that will address the City s transportation needs through to approximately 2026. The development of such a plan requires the evaluations of alternative images of the future and selection of the most highly valued feasible alternative. The prediction of future travel demand over the City s transportation network is critical to the process. Travel demand forecasting refers to the process of estimating future travel demands and assigning these to an existing or future transportation network using a transportation demand model. The model consists of a set of mathematical relationships that can be used to predict future traffic volumes and related congestion given alternative land use and transportation system scenarios. Thus, developing travel demand forecasts is an important component of determining the impacts of future developments and constraints of the transportation network. Sound predictions of future travel demands requires that the model represents as accurately as possible the real world travel and route choice behaviour. This appendix documents the development of a travel demand model for the City of Kingston. 2.0 OBJECTIVE One of the key objectives of the study was to develop a travel demand model that can be used to predict future travel demands given proposed land use scenarios and assess the transportation needs. The model is focused on predicting the P.M. peak hour automobile trips over the network. This was noted to be the period during which the highest demands are placed on the transportation network. This model would also be available to the City on an on-going basis after completion of the study for future analysis. 3.0 URBAN TRANSPORTATION MODELLING SYSTEM The travel demand model developed is consistent with the Urban Transportation Modelling System (UTMS). UTMS models are aggregate models. These models typically estimate travel demand based on the average attributes of different geographic zones within the municipality. These models do not attempt to model individual travel behaviour (i.e. they do not estimate the individual decision making process). UTMS models estimate travel throughout the transportation network based on predictions of trips made between pairs of zone origins and destinations for a given time period. The models are commonly comprised of four stages of analysis: DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 2 trip generation - the prediction of trips produced and attracted to each zone; trip distribution - the prediction of origin-destination flows, the linking of trip ends predicted by trip generation; mode split - the estimation of percentages of trip flows made by each transportation mode in the model; and trip assignment - the allocation of trips to routes in the transportation network. The four stages represent a sequential decision structure. 4.0 TRANSCAD MODELLING SOFTWARE TransCAD is a geographic information system designed specifically for the planning, managing, and analyzing of transportation systems. The software provides a set of tools for travel demand modelling as well as capabilities for geographic database management, presentation graphics and transportation models. The software provides tools which can be used in all phases of the model development process mode split, trip generation, trip distribution, and trip assignment. The City of Kingston purchased the software through the study. The travel demand model was developed using the software. 5.0 DATA COLLECTION A review of pertinent background materials was conducted. Traffic and road network data were collected, and a travel survey of Study Area residents was undertaken. 5.1 Review of Background Documents A wide selection of reports and background documents were obtained from the City. These served as key sources of background information. The documents obtained included: Class environmental assessments for the Elliot Avenue/Counter Street Realignment, Cumming Cockburn Limited (1998); Highway 401, West of County Road 38 to Highway 15, Environmental Study Report, Delcan (2001); The Former City of Kingston Official Plan; The Former Kingston Township Official Plan (November, 6, 1997); The Former Pittsburgh Township Official Plan; The Rideau Community Area Transportation Planning Study, TSH (Sept 1991); The Third Crossing Study Transportation Study Bridge Crossing, TSH (June 1992); and others. DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 3 5.2 Collection of Traffic Data Traffic volume data were obtained from the City of Kingston, enumerating traffic conditions throughout the City for the years leading up to the study, 2001, and 2002. We had supplemented these data by commissioning turning movement counts and other counts, at strategic locations throughout the City, as part of this study. Additional traffic data were also obtained from the Ontario Ministry of Transportation. 5.3 Road Network Data Digital representations of the Study Area road network were obtained from the City of Kingston, and Loyalist Township. This information was used to build the road network used for the travel demand model. The information was reviewed in detail to confirm the validity of the network, including roadway connections. The model required the network contain information regarding network characteristics such as speed, number of lanes, type of roadway (freeway, arterial, local, etc.), and per lane capacity. The required information was obtained from the City, and the data was incorporated into the road network representation. 5.4 Kingston 2002 Travel Survey A Comprehensive travel survey was undertaken of City residents. The survey provided vital information regarding the existing travel patterns in the City. The survey was consistent with the methods used as part of the Transportation Tomorrow Surveys of the Greater Toronto Area, conducted by the Joint Program in Transportation at the University of Toronto. The undertaking of the travel survey is documented in Appendix III of the Master Plan Document. 6.0 TRAFFIC ANALYSIS ZONE SYSTEM The model predicts trips over the transportation network based on attributes of traffic analysis zones (TAZs). Zonal attributes used in trip generation include population and employment. A key component of the model development process was the development of the zone system to cover the Study Area. 6.1 Zone System Development A system of traffic analysis zones was developed. The zones developed were consistent with the Canada Census tracts and enumeration area. This enabled the use of population and employment data collected as part of the 2001 Canada Census. The zones were also developed in consideration of the existing transportation network, land use patterns, and barriers to travel (e.g. rivers, railway tracks, highways). Figure 1 illustrates the TAZs developed for the study. A total of 91 zones make up the Study Area, with an additional 3 zones representing external areas to the north, east, and west of the study area. DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 4 Figure 1 Study Area Traffic Analysis Zones DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 5 6.2 Connection of the TAZs to the Road Network In building the model, it was necessary to connect the traffic analysis zones to the road network. This was accomplished by connecting the centroid of each TAZ to one or more network links. Centroids are special nodes in the transportation network that represent the centers of gravity for the transportation analysis zones. Trips originating from a zone or destined to a zone are assumed to originate from or be destined to the centroid of the zone in question. Centroid connectors are not real physical links, but instead are a simplified representation of the local road network. It should be noted that a special property of centriod connector links is that paths between an origin and destination travel over one centroid connector at the beginning and end of the trip respectively, but never use centroid connectors in any other way. Trips originating from or destined to zones beyond the study area boundary are assumed to originate from or be destined to External Cordon Stations. These cordon stations are simply nodes in the transportation network where principal external routes connect to study area transportation network. Figure 2 illustrates a portion of the City s downtown, including TAZs and centroid connectors to the transportation network. Figure 2 Sample of Traffic Analysis Zones with Centroid Connectors DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 6 7.0 TRIP GENERATION Trip generation is the first step in the development of the travel demand model. The aim of this process is to predict the total number of trips produced and attracted to each traffic zone within the study area (i.e. how many trips originate from and are destined to each traffic zone). The model predicts the PM peak period trips over the transportation network. These are then converted to represent the PM peak hour by applying a conversion factor. Trip generation makes use of population data obtained from the 2001 Canada Census and employment data derived from the travel survey. The zonal population and employment numbers are presented in Attachment 1. A regression analysis was undertaken to determine the 3-hour P.M. peak period zonal productions and attractions based on population and employment data. Trip generation relationships were developed by trip purpose and mode. Relationships were developed for work all-mode trips, as well as work automobile trips, and non-work automobile trips. Non-work automobile trips were adjusted by a factor of 1.25 to account for the under-reporting of discretionary travel. An auto occupancy factor of 1.24 was applied to convert auto person trips to auto driver trips. Details of the trip generation are presented in Attachment 2. In applying the trip generation procedure trip productions and attractions were determined separately. This results in a minor discrepancy between productions and attractions. The trips were then balanced so that the total number of trip productions and attractions are equal. Table 1 summarizes the trips generated for the City. Table 1 P.M. Peak Period Trip Generation Description Trips Work Trips All Modes 31,784 Work Trips Automobile Mode 21,911 Non Work Trips Automobile Mode 46,767 Total Automobile Trips 68,677 By generating automobile trips separately, the trip generation exercise took care of the trip generation and mode split activities of the modelling process. 8.0 TRIP DISTRIBUTION Trip distribution activities aim to predict origin-destination flows of travel (i.e. the linking of trip ends predicted by trip generation). The geographical distribution of trips through the study area was determined through the application of a gravity model of trip distribution. Such a model assumes that the spatial DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 7 distribution of trip making can be described by an analogy to the gravitational interaction of physical bodies distributed over space. The model assumes that the magnitude of trips flowing between two zones is inversely proportional to their geographic separation (the impedance to travel). The existing P.M. peak hour origin-destination auto driver trip matrix determined through the trip distribution exercise is presented in Attachment 2. The P.M. peak hour trip matrix was determined from the P.M. peak period matrix by applying a factor of 0.39. 9.0 TRAFFIC ASSIGNMENT AND MODEL CALIBRATION The purpose of traffic assignment is to predict the flow of trips between origin-destination pairs over the transportation network. The aim of model development is to replicate existing traffic conditions on the transportation network. The Stochastic User Equilibrium assignment method was used in the assignment procedure. This method assumes that transportation link costs depend on the traffic volume using the link. Thus, as more traffic is assigned to particular routes, travel times over the route increase and serve to discourage subsequent travelers from using the route. Travel time over any given link in the network was assumed to be a function of the assigned traffic volume, the free flow speed over that link, and the links capacity. The model applied the Bureau of Public Roads (BPR) function to estimate travel time for users over the network. The BPR relationship is as follows: T = T 0 (1 + α (Assigned Volume/Capacity) β ) Where: T = the travel time at which the assigned volume can travel over the subject link T 0 = the base travel time at zero volume α, β = parameters to be estimated during model calibration (typically, α = 0.15, β = 4.0) The application of the BPR function ensures that route choice is made such that traveller travel time is minimized, so that the assignment procedure follows a capacity constraint relationship. 9.1 Screen Line Analysis The travel demand model was calibrated based on existing traffic counts enumerating traffic patterns over the transportation network. In doing so, assigned traffic volumes were compared with the existing traffic volume data. A series of screen lines were developed as part of the study. The screen lines represent cross-sections through principal travel corridors throughout the City, and permit the comparison of modelled to existing volumes, as well as the evaluation of modelled traffic volumes with respect to roadway capacities of transportation corridors. The screen lines are illustrated in Figure 3.. DILLON CONSULTING LIMITED
GARDINERS CNR Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 8 Figure 3 Screen Lines CNR HWY. 401 NORTH-WEST CNR ABBEY DAWN CORONATION - NEIL CNR BAYRIDGE HWY. 401 SOUTH-WEST HWY. 401 NORTH-EAST HWY. 401 SOUTH-EAST HWY. 33 - B ATH FRONT PRINCESS - COUNTER CNR CREEK LITTLE CATARAQUI BATH - CONCESSION VICTORIA - BEVERLEY DIVISION BARRIE WELLER ELLIOTT JOSEPH RAGLAN QUEEN RIVER CATARAQUI LEGEND: (NAME) Roads Screenlines SCALE: 0 0.5 1 2 3 km DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 9 9.2 Calibration The P.M. peak hour auto driver origin-destination matrix is presented in Attachment 3, and it represents trips internal to the Study Area. The model had to also account for trips passing through the study area (particularly along Highway 401), as well trips to the City by those living outside the Study Area, and vice-versa. The model also needed to account for the commercial traffic through the City. In addition, there was the possibility that differences between modelled traffic volumes and traffic counts were due to seasonal variation. The model was based on a survey conducted in the winter while the majority of the traffic data collected by the City was collected in the summer and fall. The following table summarizes adjustments made for external and through trips for the City. Table 2 Adjustments for External and Through Trips for the P.M. Peak Hour Description of Trips Trips Highway 401 Through Eastbound 300 Highway 401 Through Westbound 400 North to Internal 500 East to Internal 1050 Internal to East 300 West to Internal 1550 Internal to West 450 The exploration of seasonal variation proved inconclusive given the limited number of location where winter counts were available. Heavy vehicle percentages noted in the City s and other traffic counts were taken to be representative of the extent of commercial traffic through the City. Adjustments for commercial traffic were made to modelled volumes by roadway functional class, as well as individual basis where warranted. The base year model traffic assignment was compared on a screen line basis with existing P.M. peak hour traffic volumes. The following table summarized the calibration results by screen line. The calibration criterion was determined to be equal to 25%, that is modelled volumes within 25% of the observed volumes were considered to be calibrated. The results of Table 3 suggest a number of screen lines for which the modelled volumes were beyond the 25%. To compensate for this discrepancy, adjustment factors were calculated that were used to adjust the modelled volumes to match the observed. DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 10 Table 3 Model Calibration Results for the 2001 P.M. Peak Hour By Screen Line Screen Line Observed Volume Eastbound / Northbound Modelled Volume Modeled / Observed Westbound / Southbound Modelled Volume Observed Volume Modeled / Observed East-West Screen Lines Coronation Blvd. Neil Road 963 875 0.91 1359 1295 0.95 Bayridge Drive 1339 1420 1.06 2498 2340 0.94 Hwy. 401 West of CR 4 1085 1260 1.16 1018 995 0.98 Gardiners Road 2664 3660 1.37 3378 4860 1.44 Little Cataraqui Creek 3436 3985 1.16 4574 3680 0.80 Victoria Street Beverly Street 3047 2315 0.76 4353 3230 0.74 Division Street 1401 1150 0.82 1293 885 0.68 Barrie Street 1839 1325 0.72 3068 1480 0.48 Cataraqui River 1065 1425 1.34 1040 715 0.69 Abbey Dawn Road 323 305 0.94 140 155 1.11 North-South Screen Lines Front Road West 1230 190 0.15 771 340 0.44 Joseph Street 1999 1585 0.79 1210 870 0.72 Johnson Street 1183 1525 1.29 1075 1405 1.31 Queen Street 3044 2210 0.73 2015 1360 0.68 Elliott Avenue 1526 1715 1.12 1228 830 0.67 Raglan Street 1737 1185 0.68 1096 645 0.59 Bath Road Concession Street 3668 2360 0.64 2468 2175 0.88 Hwy. 33 Bath Road 2361 1595 0.68 2196 2870 1.31 Weller Avenue 1507 1635 1.09 906 735 0.81 Princess Street Counter Street 3007 2705 0.90 2116 1595 0.75 Hwy. 401 South West 3574 4345 1.22 2223 2205 0.99 Hwy. 401 North West 1895 2485 1.31 999 620 0.62 Hwy. 401 South East 1210 415 0.34 614 535 0.87 Hwy. 401 North - East 745 680 0.91 878 370 0.42 10.0 FUTURE CONDITIONS 10.1 Future Base Population and Employment Projections Estimates of the Future Base population and employment levels for the study horizon were provided by the City of Kingston Urban Growth Study. The future base levels of were taken to be equal to those of land use Alternative 1 plus 2. The trips generated by these population and employment levels were calculated. The trips are summarized in Table 4. Details of the trip generation are presented in Attachment 4. DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 11 Table 4 2026 P.M. Peak Period Trip Generation Description Trips Work Trips All Modes 45,834 Work Trips Automobile Mode 32,276 Non Work Trips Automobile Mode 68,015 Total Automobile Trips 100,291 Similarly to the existing trip matrices adjustments were made for external and through trips for the City. Table 5 Adjustments for External and Through Trips for the P.M. Peak Hour Description of Trips Trips Highway 401 Through Eastbound 445 Highway 401 Through Westbound 595 North to Internal 745 East to Internal 1560 Internal to East 445 West to Internal 2300 Internal to West 670 10.2 Assignment of 2026 Future Traffic Volumes The future traffic volumes were assigned over the existing base network. Screen line evaluations of the assignment were then undertaken. Table 6 presents an evaluation of the future base volume and identifies potential deficiencies. The screen line analyses are outlined in more detail in Attachment 5. 11.0 APPLICATION OF THE MODEL The model was used to test a wide range of alternative solutions. Road infrastructure options were identified and tested individually and as part of a system of improvements. The findings are documented in the main Transportation Master Plan document. The model was also used to test alternative growth strategies as part of the Urban Growth Study. Population and employment estimates for each alternative growth strategy were used as input to the transportation model to test the transportation implications. DILLON CONSULTING LIMITED
Kingston Transportation Master Plan Final Report, July 2004 Appendix IV: Modelling 12 Table 6 Future Base Volumes and Transportation Deficiencies Screen Line Volume Peak Hour Peak 2026 Volume Capacity Effective Capacity @ V/C =.90 Future Deficiency Volume Future Deficiency Lanes East - West Coronation / Neil 1,360 1,660 3,100 2,790 0 Bayridge Dr. 2,500 2,880 4,850 4,365 0 Hwy 401 west of CR4 1,085 1,875 3,600 3,240 0 Gardiners Rd. 3,380 5,415 5,400 4,860 554 1 Little Cataraqui 4,575 6,855 6,300 5,670 1,185 2 Victoria / Beverly 4,355 4,870 4,600 4,140 730 1 Division St. 1,400 2,255 2,150 1,935 320 1 Barrie St. 3,070 4,215 4,600 4,140 75 1 Cataraqui River 1,065 1,640 900 810 830 1 Abbey Dawn Rd. 325 475 1,700 1,530 0 North-South Front Rd. West 1,230 1,530 1,500 1,350 180 1 Joseph St. 2,065 2,310 2,000 1,800 510 1 Johnson St. 1,185 2,090 4,050 3,645 0 Queen St. 3,045 3,340 4,650 4,185 0 Elliott Ave. 1,525 2,095 1,650 1,485 610 1 Raglan Rd. 1,790 2,265 2,300 2,070 195 1 Bath / Concession 3,735 5,390 4,250 3,825 1,565 2 Hwy 33 (Bath Rd.) 2,360 3,620 3,050 2,745 875 2 Weller Ave. 1,505 1,985 2,700 2,430 0 Princess / Counter 3,005 5,065 5,100 4,590 475 1 Hwy 401 South-West 3,575 6,545 6,150 5,535 1,010 2 Hwy 401 North-West 1,895 2,610 2,750 2,475 136 1 Hwy 401 South-East 1,210 2,005 2,900 2,610 0 Hwy 401 North-East 880 1,290 2,200 1,980 0 DILLON CONSULTING LIMITED
ATTACHMENT 1 2001 ZONAL POPULATION AND EMPLOYMENT DATA
2001 POPULATION AND EMPLOYMENT BY TRAFFIC ZONE ZONE EMPLOYMENT POPULATION 1 0 929 2 43.43 2661 3 0 928 4 227.38 5051 5 645.29 1583 6 0 406 7 0 805 8 0 599 9 0 407 10 67.31 977 11 675.08 6272 12 1063.68 3860 13 59.6 682 14 164.59 1956 15 0 818 16 649.39 2442 17 96.41 632 18 411.7 3132 19 609.21 4922 20 395.02 3293 21 546.77 5063 22 36.61 355 23 582.6 3367 24 137.22 1990 25 2170.58 4650 26 56.7 912 27 215.18 2298 28 75.3 1304 29 2325.26 308 30 2111.63 3358 31 2112.77 616 32 1704.23 451 33 298.97 2374 34 834.75 2728 35 91.49 0 36 0 548 37 91.6 10 38 449.09 2258 39 0 395 40 151.43 3406 41 312.58 1285 42 325.46 1387 43 1865.6 0 44 1155.47 932 45 819.76 2006 46 420.94 3409 47 239.96 2136 48 24.53 0 49 325.98 1295 50 1431.09 642 51 56.83 509 52 321.94 528 53 392.62 1982 54 577.51 1863 55 357.9 1202 56 1061.76 2423 57 831.31 0 58 545.45 2139 59 118.96 2164 60 400.18 2151 61 863.63 905 62 7278.42 367 63 0 0 64 354.28 2411 65 535.8 4718 66 1191.46 1823 67 689.67 2935 68 1071.35 1451 69 277.39 1082 70 1634.28 1941 71 1094.92 941 72 2461.18 1818 73 2404.73 1024 74 236.4 2273 75 0 0 76 161.93 151 77 1268.59 1514 78 302.47 2492 79 496.14 1710 80 1453.41 252 81 156.69 1703 82 114.04 866 83 49.65 594 84 398.82 239 85 172.32 168 86 51.34 914 87 0 542 88 283.68 1386 89 47.24 1255 90 0 496 91 0 840 TOTAL 55736 145610
ATTACHMENT 2 2001 TRIP GENERATION
ZONE WORK ORIGINS 2001 3-HOUR PM PEAK PERIOD TRIP GENERATION WORK DESTINATION AUTO WORK ORIGINS AUTO WORK DESTINATIONS NON WORK AUTO ORIGINS NON WORK AUTO DESTINATIONS 1 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 0 0 0 0 4 72 1003 56 742 731 1279 5 0 0 0 0 0 0 6 0 0 0 0 0 0 7 0 0 0 0 0 0 8 0 0 0 0 0 0 9 0 0 0 0 0 0 10 33 250 25 189 171 223 11 354 1083 268 722 1016 1289 12 558 684 423 456 695 857 13 31 117 24 78 109 139 14 86 337 65 224 312 397 15 0 167 0 131 274 219 16 206 503 160 372 442 687 17 50 146 36 100 152 152 18 202 807 153 610 567 736 19 285 1208 208 877 1349 1698 20 185 808 135 586 899 1133 21 281 1162 205 797 1181 1197 22 19 81 14 56 83 84 23 273 838 199 609 976 1202 24 43 397 34 293 296 510 25 1016 1253 742 910 1787 1989 26 29 208 21 143 206 212 27 111 526 81 361 531 540 28 39 297 28 204 294 302 29 1088 279 763 211 1335 1152 30 988 967 693 733 2602 2369 31 1427 316 1054 249 859 611 32 1072 215 764 160 656 475 33 95 478 74 353 375 626 34 391 707 274 536 1661 1538 35 62 8 46 7 28 19 36 0 108 0 80 75 136 37 54 4 39 2 12 10 38 266 392 191 212 443 568 39 0 67 0 36 68 93 40 90 578 64 312 607 815 41 199 295 145 184 300 363 42 193 242 138 131 278 353 43 1260 168 931 133 576 394 44 726 295 518 219 731 470 45 489 414 344 228 722 713 46 251 633 177 348 933 1004 47 153 464 111 290 430 553 48 12 1 9 1 2 2 49 194 253 137 139 405 417 50 966 260 714 205 657 474 51 32 57 19 42 146 87 52 202 146 144 109 326 194 53 234 379 165 208 587 615 54 344 371 242 204 615 623 55 213 238 150 131 393 399 56 676 598 491 374 682 771 57 561 75 415 59 257 176 58 325 418 229 230 671 690 59 76 459 55 287 405 537 60 255 482 185 301 472 586 61 492 134 284 100 454 297 62 4147 358 2396 267 1956 1410 63 0 0 0 0 0 0 64 177 465 130 278 560 528 65 267 898 196 538 1066 1003 66 805 479 595 378 979 739 67 344 584 253 350 732 690 68 734 357 464 248 726 669 69 136 283 103 214 210 268 70 1120 494 708 342 1039 955 71 546 249 401 149 403 383 72 1687 535 1067 371 1289 1170 73 1648 381 1042 264 1072 961 74 75 456 58 337 351 593 75 0 0 0 0 0 0 76 102 46 73 34 112 71 77 798 440 569 328 1027 631 78 190 612 136 455 1219 652 79 244 450 185 340 337 430 80 914 152 651 113 499 374 81 99 415 70 309 820 435 82 56 223 43 169 157 204 83 16 119 12 88 90 153 84 126 60 99 45 98 110 85 108 51 77 38 122 77 86 25 233 19 176 159 208 87 0 129 0 96 248 128 88 140 360 106 273 261 336 89 23 319 18 241 216 283 90 0 98 0 72 68 123 91 0 165 0 122 115 208 TOTAL 31784 31784 21911 21911 46767 46767
ATTACHMENT 3 2001 P.M. PEAK HOUR AUTO DRIVER ORIGIN- DESTINATION MATRIX
2001 P.M. PEAK HOUR AUTO DRIVER ORIGIN-DESTINATION MATRIX 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 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 35 0 0 0 0 0 2 8 5 1 2 2 6 0 6 3 2 1 0 2 5 3 0 0 0 1 3 4 0 6 2 0 0 0 1 0 1 1 0 2 1 1 1 1 0 0 1 0 0 1 1 0 1 1 1 1 1 0 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 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5 7 2 10 2 10 9 3 0 0 2 2 2 1 2 1 1 0 0 1 0 1 2 0 1 338 45 0 4 19 13 13 9 3 12 7 15 10 6 0 0 4 4 3 2 3 2 1 1 0 2 1 3 3 1 2 483 46 0 2 4 4 4 7 1 10 2 10 8 2 0 0 1 2 1 1 1 1 0 0 0 1 0 1 1 0 1 321 47 0 5 5 3 3 4 2 4 1 5 4 4 0 0 2 3 2 1 2 2 1 1 0 1 1 2 2 1 2 406 48 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 51 49 0 1 2 2 2 3 1 5 1 5 4 1 0 0 1 1 1 0 1 0 0 0 0 0 0 1 1 0 0 187 50 0 7 24 18 15 10 5 15 8 18 14 8 0 1 6 7 5 2 4 4 2 1 1 3 1 4 5 1 3 610 51 0 0 1 1 1 1 0 2 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 94 52 0 1 2 2 2 3 1 4 1 5 4 1 0 0 1 1 1 0 1 0 0 0 0 0 0 1 1 0 0 167 53 0 1 4 3 3 5 1 7 1 8 7 2 0 0 1 1 1 1 1 1 0 0 0 0 0 1 1 0 1 246 54 0 1 5 4 3 5 1 10 2 9 7 2 0 0 2 1 1 1 1 1 0 0 0 1 0 1 1 0 1 274 55 0 1 3 2 2 3 1 6 1 6 5 1 0 0 1 1 1 0 1 0 0 0 0 0 0 1 1 0 0 193 56 0 7 24 16 16 12 4 17 9 20 12 7 0 1 6 7 4 2 5 3 1 2 1 2 1 3 4 1 2 568 57 0 5 4 3 3 2 3 3 1 3 2 5 0 0 2 2 2 1 2 2 1 1 0 1 1 2 3 1 2 235 58 0 2 5 4 4 7 1 8 2 10 8 2 0 0 2 1 1 1 1 1 0 0 0 1 0 1 1 0 1 289 59 0 2 10 7 8 5 1 6 3 7 6 2 0 0 2 1 1 1 2 1 0 0 0 1 0 1 1 0 1 244 60 0 4 14 9 8 5 2 8 4 9 7 3 0 0 3 3 2 1 2 2 1 1 0 1 1 2 2 1 1 326 61 0 4 11 8 9 7 2 12 4 14 11 4 0 1 7 7 5 3 5 2 2 1 1 2 1 3 2 1 1 407 62 0 17 57 44 38 40 12 50 19 54 55 22 0 4 36 39 23 14 26 8 8 3 3 13 7 19 12 6 8 1831 63 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 63 64 0 9 5 3 2 1 4 2 1 2 2 5 0 0 1 1 1 1 1 2 0 1 0 1 0 1 3 0 2 212 65 0 9 40 25 16 10 4 13 9 19 13 6 0 0 4 4 3 2 3 2 1 1 0 2 1 3 3 1 2 523 66 0 10 41 31 24 12 6 18 13 22 17 9 0 1 7 9 5 3 6 4 2 1 1 3 2 4 5 1 3 698 67 0 5 21 18 18 9 3 15 7 19 15 5 0 0 4 5 3 2 3 2 1 2 1 2 1 2 3 1 2 474 68 0 7 20 13 13 14 3 16 8 19 18 6 0 1 12 12 8 6 9 3 2 1 1 4 2 6 3 2 2 620 69 0 2 1 1 1 0 3 1 0 1 1 2 0 0 1 1 1 0 0 1 0 0 0 0 0 1 1 0 1 132 70 0 10 25 19 22 16 5 29 12 33 23 9 0 2 16 17 12 9 13 4 4 2 2 5 3 8 5 3 3 863 71 0 6 15 13 10 8 3 11 7 13 10 5 0 0 4 5 3 2 3 2 1 1 0 2 1 2 3 1 2 409 72 0 14 38 25 28 21 6 35 15 46 29 12 0 3 21 26 14 11 17 5 5 2 3 7 5 11 7 4 4 1093 73 0 12 29 22 25 21 6 26 13 31 32 11 0 2 19 20 12 10 15 5 4 2 2 6 5 9 6 3 4 957 74 0 2 1 1 1 0 1 1 0 1 1 9 0 0 0 1 0 0 0 1 0 1 0 0 0 0 2 0 1 148 75 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 75 76 0 0 1 1 0 1 0 1 0 1 1 1 0 0 4 4 3 2 3 0 1 0 0 1 1 2 0 1 0 119 77 0 3 6 4 4 5 2 7 2 8 7 4 0 4 39 35 26 14 27 2 6 1 4 10 7 15 3 5 2 440 78 0 2 2 2 2 4 1 5 1 8 5 3 0 2 22 38 21 15 16 1 5 0 3 8 5 11 2 4 1 331 79 0 1 1 1 1 1 1 2 0 2 1 1 0 1 8 11 13 3 6 1 2 0 1 4 2 5 1 2 0 184 80 0 3 4 3 3 3 2 4 1 5 4 3 0 2 19 28 16 15 18 2 5 0 3 9 6 14 2 4 1 347 81 0 2 1 1 1 3 1 4 1 5 4 2 0 2 20 17 12 10 16 1 3 0 3 4 4 7 1 3 1 251 82 0 1 1 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 1 118 83 0 0 0 0 0 0 0 1 0 1 1 1 0 0 2 3 2 2 2 0 0 0 0 1 1 2 0 0 0 117 84 0 1 1 0 1 0 1 0 0 0 0 1 0 0 0 1 0 0 0 1 0 1 0 0 0 0 1 0 1 123 85 0 0 1 0 0 1 0 1 0 1 1 1 0 0 3 4 3 2 3 0 1 0 1 1 1 2 0 1 0 127 86 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 2 2 1 1 0 1 0 0 2 0 2 0 1 0 111 87 0 0 0 0 0 0 0 1 0 1 1 0 0 0 3 4 2 3 3 0 1 0 1 1 1 2 0 1 0 124 88 0 1 1 0 0 1 0 1 0 1 1 1 0 0 3 4 4 2 3 0 1 0 0 2 1 9 1 1 0 148 89 0 1 1 0 0 0 1 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 1 130 90 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 2 1 1 1 0 0 0 0 1 0 1 0 0 0 111 91 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 110 Total 0 315 602 436 406 358 188 507 208 602 479 363 0 41 375 433 301 190 290 145 94 60 45 150 87 238 205 76 129 26825
ATTACHMENT 4 2026 FUTURE BASE TRIP GENERATION MATRIX
2026 BASE POPULATION AND EMPLOYMENT BY TRAFFIC ZONE ZONE EMPLOYMENT POPULATION 1 200 1332 2 582 3911 3 165 1297 4 1103 7401 5 875 2250 6 88 588 7 173 1152 8 128 846 9 88 594 10 147 909 11 1150 7088 12 3587 17303 13 102 630 14 371 2416 15 203 1390 16 1052 4146 17 539 546 18 579 2902 19 869 4557 20 595 3262 21 965 5376 22 55 329 23 844 3670 24 492 3357 25 2581 4345 26 137 853 27 345 2149 28 196 1194 29 2941 632 30 2896 4095 31 9718 13912 32 1902 598 33 655 4012 34 1351 4658 35 101 0 36 111 723 37 101 9 38 601 2158 39 169 1284 40 513 3181 41 555 1182 42 415 1267 43 2611 0 44 1313 924 45 985 1883 46 639 3437 47 351 1996 48 27 0 49 411 1182 50 5813 3114 51 83 1090 52 381 729 53 512 1827 54 712 1720 55 443 1134 56 1268 2235 57 1247 0 58 687 1956 59 338 2106 60 584 2431 61 989 2240 62 8044 4554 63 0 0 64 571 2885 65 1064 5350 66 1539 1701 67 878 2712 68 1259 1368 69 350 1046 70 1881 1817 71 1437 2364 72 3981 4016 73 3169 1716 74 570 3803 75 0 0 76 198 272 77 1468 1790 78 444 2404 79 2392 9170 80 1616 348 81 256 1572 82 160 802 83 120 797 84 475 446 85 198 232 86 137 844 87 81 496 88 368 1289 89 195 1439 90 135 938 91 126 779 TOTAL 92747 210457
ZONE WORK ORIGINS 2026 3-HOUR PM PEAK PERIOD TRIP GENERATION WORK DESTINATION AUTO WORK ORIGINS AUTO WORK DESTINATIONS NON WORK AUTO ORIGINS NON WORK AUTO DESTINATIONS 1 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 0 0 0 0 4 306 1494 239 1106 1160 1972 5 0 0 0 0 0 0 6 0 0 0 0 0 0 7 0 0 0 0 0 0 8 0 0 0 0 0 0 9 0 0 0 0 0 0 10 63 235 48 178 162 216 11 528 1234 401 823 1153 1495 12 1648 3035 1250 2024 2896 3725 13 47 110 36 73 103 133 14 171 420 129 280 391 507 15 120 301 89 238 512 415 16 292 851 228 630 719 1160 17 242 140 177 96 197 175 18 249 754 189 571 529 702 19 356 1140 260 828 1306 1646 20 244 814 178 591 926 1172 21 434 1245 317 854 1274 1309 22 25 76 18 52 77 80 23 346 928 253 674 1096 1360 24 136 678 107 501 525 893 25 1057 1210 773 879 1791 1992 26 62 197 45 135 200 206 27 155 496 113 341 503 519 28 88 276 64 189 280 289 29 1205 409 846 310 1743 1562 30 1186 1208 833 916 3235 3029 31 5745 3710 4251 2927 7430 5773 32 1047 263 747 195 751 553 33 182 812 142 601 638 1076 34 553 1201 388 911 2711 2593 35 60 9 44 7 30 21 36 31 146 24 108 114 193 37 53 4 38 2 13 10 38 311 379 224 205 430 557 39 88 221 63 119 235 316 40 266 549 191 296 591 791 41 309 295 225 184 331 383 42 215 224 154 121 260 332 43 1544 235 1142 186 782 551 44 723 303 516 225 745 502 45 514 405 362 223 721 715 46 334 654 235 359 975 1058 47 195 445 142 278 420 540 48 12 1 9 1 3 3 49 215 239 151 131 392 405 50 3437 1158 2543 914 2752 2060 51 41 119 24 89 293 180 52 210 198 150 147 421 254 53 267 360 188 198 569 599 54 371 356 262 196 603 613 55 231 233 163 128 390 398 56 707 578 514 361 678 764 57 737 112 545 89 373 263 58 359 396 253 218 650 671 59 189 467 137 292 435 564 60 325 557 237 347 548 686 61 493 281 285 210 805 521 62 4012 837 2321 625 3131 2183 63 0 0 0 0 0 0 64 249 566 183 339 677 659 65 464 1051 342 630 1257 1222 66 910 485 673 383 1013 780 67 383 557 282 334 700 682 68 755 356 478 247 745 705 69 151 277 114 209 204 268 70 1129 490 715 339 1058 998 71 627 532 461 319 735 719 72 2388 1068 1512 741 2281 2154 73 1902 571 1204 396 1458 1356 74 158 768 123 568 597 1014 75 0 0 0 0 0 0 76 109 77 78 57 171 107 77 808 519 577 386 1169 739 78 244 600 174 446 1179 662 79 1030 2402 782 1817 1725 2276 80 889 185 635 138 567 432 81 141 390 101 290 762 425 82 69 208 52 158 146 194 83 33 161 26 119 125 213 84 132 104 103 77 135 171 85 109 68 78 50 154 98 86 59 218 45 165 151 201 87 45 123 32 92 241 134 88 159 339 120 256 246 323 89 84 371 64 281 253 339 90 38 189 29 140 146 249 91 35 158 27 117 124 209 TOTAL 45834 45834 32276 32276 68015 68015