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I <br />TABLE 54 <br />TYPICAL TRIP GENERATION RATES FOR <br />FASHION SQUARE LAND USE <br />(PER 1,000 SF) <br />I <br />4 <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 />j, 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 />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 travel 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 />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 />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 />75D-349 <br />