Travel Efficiency Assessment
Method (TEAM) User Guide:
Analyzing Passenger Travel Impacts and Emission
Reductions from Travel Efficiency Strategies
United States
Environmental Protection
Agency
Office ofTransportation and Air Quality
EPA-420-B-21-036
September 2021
-------
Travel Efficiency Assessment
Method (TEAM) User Guide:
Analyzing Passenger Travel Impacts and Emission
Reductions from Travel Efficiency Strategies
Transportation and Climate Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
United States
Environmental Protection
M * Agency
Office ofTransportation and Air Quality
EPA-420-B-21-036
September 2021
-------
U.S. Environmental Protection Agency
Table of Contents
List of Abbreviations in
1 Introduction 4
1.1 Purpose of this Document 4
1.2 Introduction to the Travel Efficiency Assessment Method (TEAM) 5
1.3 Introduction to Travel Efficiency Strategies 5
1.4 Background on TEAM Work to Date 7
1.5 Applications of TEAM Analyses 8
1.5.1 Air Quality Planning 8
1.5.2 Transportation Planning 9
1.5.3 Land Use Planning 10
1.5.4 General Policy Analysis 10
1.6 Benefits of the TEAM Approach 10
1.7 Key Definitions 11
2 Planning a TEAM Analysis 12
2.1 Considerations For Planning a TEAM Analysis 13
2.1.1 Analysis Geography and Commuters Affected 13
2.1.2 Base Year, BAU, and Scenario Cases, and Analysis Years 13
2.1.3 Understanding Elasticities 14
2.1.4 Operationalizing Strategies 14
2.1.5 Analysis Goals 15
3 Select the Travel Efficiency Strategies of Interest 16
4 Gather Data for Sketch Planning 19
4.1 Overview of Sketch Planning Tools and the TRIMMS model 19
4.1.1 Notes About Assumptions and Terminologies in TRIMMS 20
4.2 TRIMMS User Interface 21
4.2.1 TRIMMS Toolbar 21
4.2.2 TRIMMS Analysis Worksheet 22
4.2.3 TRIMMS Parameters Worksheet 23
4.2.4 TRIMMS Results Worksheet 24
4.3 Regional Parameter Data 25
4.4 Strategy Data 27
5 Estimate VMT Impacts 32
5.1 Perform Sketch Planning 32
5.2 Transportation Demand Management 33
5.3 Transit Strategies 34
5.4 Pricing Strategies 36
5.4.1 Vehicle In-Use Pricing 37
5.4.2 Parking Pricing 38
Travel Efficiency Assessment Method (TEAM) User Guide i
-------
Table of Contents
5.5 Land Use Strategies 38
5.6 Bicycle and Pedestrian Strategies 39
5.6.1 Bicycle Infrastructure Expansion 39
5.6.2 Pedestrian Infrastructure Expansion 40
5.7 Process Sketch Planning Results 40
6 Estimate Emissions Impacts Using MOVES 43
6.1 Introduction to MOVES and Options for Analysis 43
6.1.1 Calculation Type Options 44
6.1.2 Options for Selecting the Modeling Domain/Scale in MOVES for TEAM Analysis 45
6.1.2.1 Default Scale 45
6.1.2.2 County Scale 46
6.1.3 Options for Selecting the Appropriate Geographic Bounds in MOVES for TEAM Analysis 46
6.1.4 Options for Selecting Onroad Vehicles in MOVES for TEAM 46
6.1.5 Options for Selecting Pollutants and Processes in MOVES for TEAM 47
6.2 Setting Up the RunSpec for TEAM 47
6.3 Using the County Data Manager to Enter Local Data 48
6.4 Running MOVES and Deriving Average Emission Rates for TEAM 50
7 VMT and Emission Results 54
7.1 Combining VMT and Emissions Results 54
7.2 Interpreting Results 56
7.3 Comparing Results to Other Studies 56
8 Appendix 57
8.1 Potential Data Sources for Conducting a TEAM Analysis 57
8.2 Land Use Analysis 60
8.2.1 Background 60
8.2.2 Multivariate Elasticity Approach 60
8.2.3 Neighborhood Classification Approach 63
8.3 Example Strategy Calculations 64
8.3.1 Example Transit Strategy Calculation 64
8.3.2 Example Transportation Pricing Calculation 67
8.3.3 Example Bicycle Strategy Calculation 70
8.3.4 Example Pedestrian Strategy Calculation 72
Travel Efficiency Assessment Method (TEAM) User Guide ii
-------
U.S. Environmental Protection Agency
List of Abbreviations
BAU
business as usual
CO 2
carbon dioxide
C02e
carbon dioxide equivalent
EPA
U.S. Environmental Protection Agency
GHG
greenhouse gas
LRTP
Long Range Transportation Plan
MOVES
Motor Vehicle Emission Simulator (EPA's motor vehicle emissions model)
MPO
Metropolitan Planning Organization
MSA
Metropolitan Statistical Area
NOx
nitrogen oxides
PM
particulate matter
SOV
single occupancy vehicle
TAZ
traffic analysis zone
TDM
Transportation Demand Management
TEAM
Travel Efficiency Assessment Method
TE
travel efficiency
TRIMMS
Trip Reduction Impacts of Mobility Management Strategies
VMT
vehicle miles traveled
VOCs
volatile organic compounds
Travel Efficiency Assessment Method (TEAM) User Guide
-------
U.S. Environmental Protection Agency
1 Introduction
1.1 Purpose of this Document
Air quality in the United States has improved over the years as emission control technologies have
reduced emissions from all pollution sectors. Yet the transportation sector continues to be a major
source of criteria pollutant and greenhouse gas (GHG) emissions across the country. While emissions per
mile traveled have decreased, growth in travel activity has offset those reductions and presents a
challenge to achieving and maintaining air quality and protecting public health. For transportation and
air quality planners, the ability to estimate the emission reduction potential of strategies aimed at
reducing travel activity is critical to long range planning and programmatic investments. The purpose of
this document is to help transportation and air quality planners estimate the emission reduction
potential of strategies aimed at reducing or changing travel activity.
In contrast to strategies that affect vehicle technology or fuel properties, travel efficiency (TE) strategies
affect how often, how far, and by what mode people choose to travel. These strategies include travel
demand management (e.g., telecommuting, transit subsidies, etc.), public transit fare changes and
service improvements, road and parking pricing, land use/smart growth strategies, and provision of
bicycle and pedestrian facilities. Some of these strategies can be implemented quickly, and some,
especially land use changes, take time to be implemented. Regardless, these types of strategies can be
adopted by state or local entities, e.g., on a local or regional level, to reduce emissions and improve
quality of life.
This document describes how to assess the role TE strategies can play in reducing GHG and criteria
pollutant emissions using the U.S. Environmental Protection Agency (EPA) Travel Efficiency Assessment
Method (TEAM). EPA intends for this document to help air quality and transportation planners, transit
agencies, city, state, tribal, and local agencies, and others in the air quality and transportation fields to
more easily estimate the emission reduction potential of TE strategies to incorporate them into their
planning activities.
This user guide presents a step-by-step approach to applying TEAM using information that is typically
available from a travel demand model and national travel and transportation datasets, along with an
emissions analysis using EPA's Motor Vehicle Emission Simulator (MOVES) model. This document
discusses sketch planning modeling, off-model calculation options, and EPA's MOVES emissions model.
However, this guide does not repeat detailed information on how to run the various models or tools
that are included in other documents. Instead, this user guide covers the methodologies and sources of
input data that are recommended for conducting a TEAM analysis and refers readers to those other
sources for "how-to" information. This user guide replaces the September 2011 document Analyzing
Emission Reductions from Travel Efficiency Strategies: A Guide to the TEAM Approach and reflects the
lessons learned from the work completed to date applying TEAM in case studies conducted with state
and local partners.
Travel Efficiency Assessment Method (TEAM) User Guide
4
-------
U.S. Environmental Protection Agency
1.2 Introduction to the Travel Efficiency Assessment Method (TEAM)
EPA developed TEAM to quantify the potential emission benefits of TE strategies without having to run
an area's travel demand model, saving time and resources. TEAM uses available travel data and a
transportation sketch planning tool analysis to quantify the change in vehicle miles travelled (VMT)
resulting from TE strategies and uses EPA's MOVES model to estimate the emissions benefits of those
strategies. In contrast to emission control strategies that are based on vehicle technologies or
alternative fuels, TE strategies refer to a broad range of strategies designed to reduce travel activity
from light-duty passenger vehicles, especially of single-occupancy vehicle (SOV) travel.1 Therefore,
TEAM estimates VMT and emissions impacts only for personal passenger vehicles (i.e., passenger cars
and passenger trucks). The TE strategies that can be estimated with TEAM include strategies in the
following categories:
employer-based transportation management programs,
transit improvements,
transportation pricing,
land use changes, and
bicycle and pedestrian programs.
TEAM uses available travel data and a transportation sketch planning tool analysis to quantify the change
in VMT resulting from TE strategies. In a TEAM analysis, a future analysis year is chosen. VMT and
emissions are estimated in the future "business as usual" (BAU) case that does not include the TE
strategies. Then VMT and emissions estimated in future TE strategy scenarios are compared against the
BAU case. Emission factors are developed using the current version of MOVES, EPA's emissions model for
both onroad and nonroad mobile sources, to estimate emissions for transportation-related emissions.
TEAM can be used to model any pollutants included in MOVES, including criteria pollutants and their
precursors such as fine particulate matter (PM2.5), nitrogen oxides (NOx), and volatile organic
compounds (VOCs) as well as GHGs and mobile source air toxics.
1.3 Introduction to Travel Efficiency Strategies
As discussed, the term travel efficiency strategies refers to a broad range of approaches to reduce travel
activity, especially SOV travel. In contrast to emission control strategies that focus on reducing the
emissions through cleaner vehicle technology or fuels, TE strategies focus on reducing emissions by
changing how and when people decide to travel. TE strategies build on the traditional Transportation
Control Measures (TCMs) listed in the Clean Air Act such as employer-based transportation
management programs and transit improvements by adding smart growth and related land use
strategies, road and parking pricing, and other strategies aimed at reducing vehicle travel activity and
mobile source emissions.2
As areas look for ways to reduce emissions, TE strategies may become increasingly attractive because
they are often less costly to implement, can have both short- and long-term impacts, can achieve multi-
pollutant reductions for air pollution and climate goals, and can create more sustainable and livable
1 Motorcycles are a small percentage of light-duty vehicle passenger vehicle travel activity and emissions and not
included in a TEAM analysis.
2 Clean Air Act, 42 U.S.C. ง 108(f)(1)(A)
Travel Efficiency Assessment Method (TEAM) User Guide
5
-------
U.S. Environmental Protection Agency
communities when compared to the construction of additional miles of new roadway. In addition, TE
strategies can help strengthen community connections and improve access to the places where people
live, learn, play, and work. Many areas have embraced such strategies for a variety of reasons, and
EPA's efforts to date have demonstrated that a comprehensive combination of these strategies has the
potential to substantially reduce transportation-related emissions.
In TEAM, some TE strategies can be directly analyzed using the selected sketch planning tools. While the
sketch planning tool described in this document does include a method of estimating land use changes,
EPA has developed two "off-model" approaches for estimating the effects of land use changes for use in
TEAM analyses (see Section 8.2 Land Use Analysis for more information).3 EPA has also adapted a
method for estimating the effects of bicycle and pedestrian strategies (see Section 5.6 Bicycle and
Pedestrian Strategies). Table 1 below contains the five main categories of TE strategies and examples of
the strategies (see Table 3. Examples of Travel Efficiency Strategy Selection and Operationalization for a
more comprehensive list of strategy examples).
Table 1. Travel Efficiency Strategies Analyzed in TEAM
Strategy Category
Examples of Strategy Options
Travel Demand Management (TDM) and
Subsidies for alternative modes
Employer Incentives
Guaranteed ride home, ride match, telework, and flexible
work schedules
Transit
Free or reduced fares, bundled transit passes
Reduced transit travel times or wait times
Expanded service (geographic area, time of day)
Transportation Pricing
Parking pricing
VMT pricing
Road pricing
Land Use
Shifting population and employment growth to more
compact neighborhoods/lower VMT generating
neighborhoods
Workforce-housing balance initiative
Transit-Oriented Development (TOD)
Bicycle and Pedestrian Improvements
Expanded sidewalk coverage
Expanded bike lane coverage
Additionally, TEAM is not applicable to all strategies that may affect emissions, only the categories of TE
strategies listed above. For example, strategies that involve switching to alternative fuel vehicles, such
as electric vehicles, may not significantly affect VMT and trips, and can be modeled in MOVES directly
without first needing to estimate the change in VMT or trips.4
3 For the purposes of this user guide, off-model refers to analytical approaches that are conducted outside of the
sketch planning tool selected.
4 For example, see this FAQ for more information: https://www.epa.gov/moves/how-can-hvbrid-and-electric-
vehicles-be-modeled-moves.
Travel Efficiency Assessment Method (TEAM) User Guide
6
-------
U.S. Environmental Protection Agency
1.4 Background on TEAM Work to Date
In 2011, EPA developed TEAM as a tool to quantify onroad mobile source impacts from reducing vehicle
travel. The TEAM approach was used to conduct a national-level assessment to estimate emissions
reductions that could result from implementing multiple TE strategies in all urban areas across the
country. The analysis and results are documented in Potential Changes in Emissions Due to
Improvements in Travel Efficiency - Final Report.5
Since 2012, EPA has partnered with state and local transportation planning agencies, non-governmental
organizations, and others interested in applying TEAM. EPA has provided technical assistance to twelve
agencies to evaluate the emissions reduction potential of transportation scenarios in specific areas
across the country, as shown in Figure l,6
Figure 1. TEAM Case Study Areas
2014
2016
2018
2020
Tucson, AZ
St. Louis, MO
Lake Charles, LA
Austin, TX
Kansas City, KS-MO
Atlanta, GA
Seattle, WA
Pittsburgh, PA
Boston, MA
Orlando, FL
Champaign, IL
Connecticut
5 U.S. Environmental Protection Agency. (2011). Potential Changes in Emissions Due to Improvements in Travel
Efficiency - Final Report. March. Available at: https://nepis.epa.gov/Exe/ZvPU RL.cgi?Dockev=P100CZFS.txt.
6 TEAM case studies are available on the EPA Travel Efficiency website at www.epa.gov/state-and-local-
transportation/estimating-emission-reductions-travel-efficiencv-strategies. They are also discussed in Section 7.3
of this document.
Travel Efficiency Assessment Method (TEAM) User Guide
7
-------
U.S. Environmental Protection Agency
One goal of these efforts was to illustrate TEAM'S applicability to areas of different sizes and different
levels of transportation planning resources. These case studies indicate TEAM'S flexibility both in terms
of geographic area as well as data available for use in the analysis. In these case studies, TEAM was
applied to specific corridors, specific subsets of populations, entire metropolitan areas, and in one case,
an entire state.
1.5 Applications of TEAM Analyses
TEAM analyses can be used to produce estimates of emissions from various transportation and land use
scenarios. TEAM analyses can inform different types of planning exercises in the fields of air quality,
transportation, and land use.
1.5.1 Air Quality Planning
TEAM can be used for assessing the relative contributions of TE strategies before regulatory modeling is
done. While TEAM does not replace the procedures and methodologies used to support air quality
planning and cannot be used for calculating emission reductions for SIP development or conformity
determinations, it can be used to screen potential emissions reduction strategies for some of the air
quality analyses listed below.7
SIP Development: Where areas are designated "nonattainment" for one or more of the
National Ambient Air Quality Standards (NAAQS), and where areas are redesignated to
attainment (under Clean Air Act section 175A - "maintenance areas"), States develop and
implement State Implementation Plans (SIPs) to improve or maintain air quality. TEAM can be
used to consider what TE strategy or combination of strategies may be most effective in
addressing emissions from the transportation sector, since it can be run quickly and iteratively.
Promising alternatives that have been identified and their potential emission reductions can be
considered for further analysis.
Transportation Conformity Analyses: In nonattainment and maintenance areas, the Clean Air
Act's transportation conformity requirements apply to ensure that long range transportation
plans and transportation improvement programs (TIPs) prepared by metropolitan planning
organizations (MPOs) are consistent with the area's SIP. TE strategies can be included in
transportation plans and TIPs where emission reductions are needed to meet transportation
conformity requirements. TEAM provides a means to compare potential strategies and groups
of strategies to help quickly screen options and identify promising alternatives and their
potential emission reductions for further consideration and analysis.
GHG Analysis: Many state and local governments that have an interest in reducing GHGs seek
appropriate tools and techniques. TEAM uses the latest MOVES model and can be used to
analyze potential GHG reductions of various strategies and combinations of strategies.
7 For more information about EPA's SIP and transportation conformity programs, see EPA's website at:
https://www.epa.gov/state-and-local-transportation. Transportation conformity analyses must be developed in
accordance with the requirements at 40 CFR Part 93, (e.g., 40 CFR 93.122). Specific questions about SIPs and
transportation conformity can be directed to the appropriate EPA Regional Office. Contact information can be
found on EPA's website at: https://www.epa.gov/state-and-local-transportation/epa-regiqnal-contacts-
regarding-state-and-tocal-transportation.
Travel Efficiency Assessment Method (TEAM) User Guide
8
-------
U.S. Environmental Protection Agency
1.5.2 Transportation Planning
The decision-making process that supports transportation planning in urban areas is supported by
detailed analysis at various levels of sophistication. Activity-based and traditional four-step travel
demand models are complex and require a high-level of expertise and input data to develop, calibrate,
and maintain. In contrast, TEAM is based on sketch planning tools that are less data intensive, less
costly, and less time-consuming to run. TEAM allows for the preliminary consideration and comparison
of options outside of the transportation demand model, saving time and resources. TEAM can be used
to explore TE options in the transportation planning processes listed below.
Comprehensive and Long-Range Transportation Planning: Decision makers need an
understanding of how different strategies might help achieve regional goals such as reduction in
emissions or VMT. TEAM can be used to screen options to inform decisions as well as focus
limited technical resources on those strategies which appear most effective.
Public Transit Service Plans: Public Transit agencies need a method of understanding how policy
changes and broader land use changes may impact ridership and service demand. TEAM can
help transit planners find themselves involved in discourse with urban-land-use issues such as
transit-oriented development. Transit planners are also responsible for developing routes and
networks of routes for urban transit systems. These may follow one or more models depending
on the character of the communities they serve.
Travel Demand Management (TDM): Commuter programs include incentives for ridesharing,
walking, cycling, or using transit and vanpools, opportunities for telecommuting, flexible work
hours, and so on. These strategies can be analyzed at the level of an individual site or employer
or a regionwide level using data appropriate for the scale of analysis. These strategies can
reduce emissions by reducing total VMT and reducing peak period travel. TEAM provides a way
to compare effectiveness of TDM strategies based on the estimated level of support within the
region.
Transportation Pricing Analysis: Strategies such as parking pricing, tolling, VMT fees, and other
road pricing strategies that change the user costs of driving, as well as strategies affecting transit
fares, are incentives/disincentives with respect to travel behavior. These strategies also have an
impact on emissions by altering travelers' choices towards modes like transit, ridesharing,
walking, and cycling, and altering their choices of travel routes.
Multi-modal Considerations: Travel time improvements include improvements in transit service
and frequency. They can also include reduction in access time that may occur due to land use
strategies such as transit-oriented development, increased density, and mixed-use
developments as part of smart growth plans. These strategies, along with supporting strategies
such as better amenities for transit, walking and cycling can potentially impact transportation
emissions by making modes other than automobiles more attractive to the traveler by reducing
overall travel time. Better amenities for transit, walking, and cycling can result in a shift to these
modes, thus reducing VMT and emissions from automobile travel.
Travel Efficiency Assessment Method (TEAM) User Guide
9
-------
U.S. Environmental Protection Agency
1.5.3 Land Use Planning
TEAM can be used to analyze and compare the emission and VMT reduction effects associated with
different types of proposed development so that their transportation and thus emissions effects can be
compared. TEAM can be used to see the emissions and VMT reductions associated with smart growth
compared to current development patterns. TEAM could be coupled with general area plans, such as
regional or area-wide land use, circulation, and housing plans, or area-specific plans, such as
neighborhood or corridor level plans that assess transportation infrastructure needs or local land use.
1.5.4 General Policy Analysis
TEAM is well suited to policy analyses beyond what would traditionally be considered strictly
transportation planning. TEAM can be used to evaluate potential policies and programs for effectiveness
and generally augment the decision-making steps for many public policy and planning processes. TEAM
can also be used to explore the provisioning of public resources. For example, a past case study with the
Puget Sound Regional Council explored the equitable access to transportation services through
expanded services and access to free transit within environmental justice/low-income (EJLI) populations.
This resulted in a refined analysis that identified EJLI populations within existing service areas and
included an analysis of expanding service to underserved EJLI areas. It also evaluated the impact of fully
subsidizing transit fares for these populations. This application of TEAM provided the agency with the
framework to identify environmental justice target populations with a regional scope while overlaying
transit service maps to pinpoint areas of underrepresentation service which can provide a practical basis
for service access based on need.
1.6 Benefits of the TEAM Approach
The TEAM approach provides a flexible and adaptable means of considering options to reduce onroad,
transportation-related emissions from passenger vehicle travel. TEAM can be used to compare different
levels of implementation of strategies or different combinations of strategies iteratively because of its
ease of use. It works with widely varying levels of resources and data. Agencies involved in
transportation and air quality planning can benefit from TEAM as a lower cost and less data-intensive
tool to initially assess the impacts of TE strategies, helping planners effectively screen a broader range of
alternatives or scenarios to identify the most promising alternatives for more detailed analysis.8
TEAM is accessible to a wide variety of agencies with varying degrees of technical expertise, including:
large MPOs with populations in the millions and significant experience with transportation
planning,
smaller MPOs and rural planning organizations with more limited technical expertise, and
state and local air agencies, non-governmental organizations, and other organizations interested
in transportation and air quality issues.
TEAM is flexible and can be used for hypothetical "what-if" exercises early in the planning process, and
strategic planning decision-making. It can also be used to analyze a range of strategy types with varying
degrees of implementation.
8 For additional lessons learned from the work completed to date using TEAM, please see the TEAM fact sheet
Travel Efficiency Assessment Method: Key takeaways from state and local case studies to reduce transportation
emissions available at https://nepis.epa.gov/Exe/ZyPpF.cgi?Dockey=P100ZN95.pdf.
Travel Efficiency Assessment Method (TEAM) User Guide
10
-------
U.S. Environmental Protection Agency
TEAM is scalable and can be used to analyze strategies applied at a variety of scales (e.g., to a
corridor/project, a city or metropolitan region, or an entire state). EPA has even applied TEAM in a
nationwide study.9 It can be applied to a region's entire population, or to a specific subset of that
population, such as "commuters associated with a university," or "all state government employees."
1.7 Key Definitions
Throughout this User Guide there are terms that have specific meaning in the TEAM approach. These
terms may be interpreted differently depending on the context, and therefore are defined here for
application to this Guide.
Analysis Year: the future year for which the analysis is being conducted.
Base Year Analysis: analysis of a starting point year that is used to measure relative changes in
VMT and emissions in a future year(s).
Business as usual (BAU) Analysis: analysis that includes a specified future year (i.e., analysis
year) and associated future-state travel assumptions without the TE strategies included.
Commuters Affected: The population to which the TE strategy being considered applies. This
term is meant to broadly encompass travelers, regardless of trip purpose, that will be impacted
by the strategy and not just those commuting for work purposes.
Operationalize: specifying how and the extent to which a TE strategy will affect travel choice in
the analysis year.
Region: The largest geographic area that applies to the analysis. This is usually a metropolitan
area, but may also be a state, city, a county/multi-county area, neighborhood, major
transportation corridor, or other area type. The scope of the region should encompass all the
areas affected by the strategies.
Regional Parameters: a set of data inputs that define the regional or subarea population, travel
behavior, employment, etc. profile for use in the sketch planning tool analysis.
Sketch Planning: an exercise using tools that produce general order-of-magnitude estimates of
transportation and land use demand and impacts.
Subarea: A portion or subset of the larger region used in the analysis, such as a downtown core
or specific city or county within a multi-county area.
Scenario: A projected future based on a strategy or a combination of strategies that work
together to reach the outcome.
Scenario Analysis: analysis that includes a specified analysis year and associated future-state
travel assumptions for the analysis region with the TE strategies included.
Travel Efficiency (TE) Strategy: a specific approach selected to reduce VMT.
9 See EPA's case studies and national TEAM assessment on EPA's website at: https://www.epa.gov/state-and-local-
transportatjon/estimating-emission-reductions-trayej-efficiencv-strategiestfCase-Reports.
Travel Efficiency Assessment Method (TEAM) User Guide
11
-------
U.S. Environmental Protection Agency
2 Planning a TEAM Analysis
A TEAM analysis explores the changes in the amount and type of travel, and associated emissions under
specific conditions resulting from the adoption of TE strategies. The key steps of a TEAM analysis are
depicted in the figure and briefly described in the narrative below.
Figure 2. TEAM Analysis Roadmap
1. Select Travel Efficiency Strategies of Interest: Select the TE strategies of interest that fit the
relevant policy goals.
a. Determine the affected geographic area (or subarea) or population (e.g., commuters
affected) to which the strategy will be applied.
b. Determine how the strategy will be "operationalized" (described or defined) within
sketch planning tool platform.
c. Select the analysis years.
2. Gather Data for Sketch Planning: collect the data needed to describe the regional demographic
and travel conditions and how the TE strategy will be implemented within the sketch planning
tool selected.
a. Gather "regional parameters" data to define the regional or subarea population, travel
behavior, employment, etc. for use in the sketch planning tool.
b. Gather data to define how the strategy will be described in the sketch planning tool.
3. Estimate VMT Impacts: estimate VMT impacts through sketch planning tool analysis for the
necessary analysis cases and process the VMT results to compare changes in travel demand
between cases.
a. Perform sketch planning tool analysis to get VMT, mode share, and trip results.
b. Process sketch planning tool results for use in emissions analysis.
4. Estimate Emissions Impacts Using MOVES: perform emissions analysis using MOVES emissions
model to produce emission rates and combine with VMT results.
5. VMT and Emission Results: evaluate how the different strategies impact VMT and emissions
individually and compared to one another within the region.
Travel Efficiency Assessment Method (TEAM) User Guide
12
-------
U.S. Environmental Protection Agency
2.1 Considerations For Planning a TEAM Analysis
There are several factors that users should consider when planning a TEAM analysis. The following
section highlights some major considerations and decision points.
2.1.1 Analysis Geography and Commuters Affected
As noted in Step 1 of the TEAM Analysis Roadmap, a consideration for the scenario case is deciding how
and where the TE strategy would be applied. A TE strategy can be applied broadly to an entire region
and affect the full regional population or can be tailored to a specific subarea (e.g., neighborhood) or
population (e.g., low-income households, worker-specific industry, etc.). For example, past TEAM case
studies have included transit enhancements within a specific neighborhood and transportation pricing
strategies applied across a multi-county region.
In TEAM, both types of analyses can be performed by using the "commuters affected" value to reflect
the population subject to the TE strategy. For a full regional analysis, the commuters affected value
would be the entire regional population. However, if the strategy is targeted to a particular subarea or
subset of the regional population, the user would need to:
Define and gather data for each strategy subarea or affected sub-population separately.
Define the commuters affected value to reflect the population subject to the TE strategy
being considered.
Run the sketch planning tool once for each analysis geography, and sum VMT and trip
reductions across each sketch planning tool run.
Gathering data to define the "commuters affected" value for strategies targeted to a specific population
can be more challenging though most population, demographic, and employment data can be accessed
through U.S. Census datasets.
Each unique strategy subarea requires its own set of sketch planning runs. It is possible to
recombine/scale results back to the regional level. This is discussed further in Section 7 VMT and
Emission Results.
2.1.2 Base Year, BAU, and Scenario Cases, and Analysis Years
As noted in Step 3 of the TEAM Analysis Roadmap, TEAM utilizes different cases to conduct the analysis:
Table 2. Base Year, BAU, and Scenario Case Comparison
Case
Description
Analysis Year
Base Year Case (optional)
a starting point analysis year that is used to measure
relative changes in VMT and emissions
Convenient reference
year (current year)
Business as Usual (BAU) Case
a specified future year and associated future-state
consistent with latest long-range transportation
planning assumptions without the TE strategies
included.
Future year (same as
scenario case)
Scenario Case
a specified future year and associated future-state
consistent with latest long-range transportation
planning assumptions with the TE strategies included.
Future Year (same as
BAU case)
An analysis year must be chosen for the base year case, and a later analysis year chosen for the
BAU/scenario cases. The optional base year can simply be a reference point in time that is useful to
Travel Efficiency Assessment Method (TEAM) User Guide
13
-------
U.S. Environmental Protection Agency
compare future years back to (i.e., current year, etc.). The analysis year for the BAU and scenario cases
should be the same future year (e.g., the year in which the TE strategy will be fully implemented, or the
last year of the regional long-range transportation plan, etc.).
The purpose of the analysis will help determine the base and future analyses years. Generally, the base
year case analysis year could be a recent year for which data is available or can be easily collected; the
base year case could be skipped, depending on the purpose of the analysis. The base year case, if
chosen, and BAU case results will serve as the basis of comparison by which to judge the relative
effectiveness of the selected TE strategies.
2.1.3 Understanding Elasticities
In general, an individual's transportation mode choice reflects sensitivities to factors like travel cost,
travel time, comfort, etc. Any changes in these factors may influence an individual to change their travel
demand or travel mode (e.g., an individual may opt for transit over driving a personal vehicle in
response to increasing fuel prices). In most sketch planning tools, elasticities are used to predict changes
in travel mode choices. An elasticity is the percent change in demand for a good or service expected in
response to a one percent change in a particular attribute such as price, quality, time, etc. For example,
a price elasticity for driving of -0.2 means that a 1% increase in price per mile results in a 0.2% decrease
in miles driven. A cross-elasticity compares a change in demand for a good or service in response to a
change in the attributes of a related good. In the case of travel mode options, if the price or travel time
of one mode increases, users may select an alternate option, resulting in a shift in mode share.
When available, the best option is to use elasticities based on research specific to the region and
populations being analyzed. However, most sketch planning tools use generic (default) elasticities from
literature. TRIMMS' built-in elasticities can be accessed and changed by the user by clicking the
"Elasticities" button within the "Advanced Options" in the TRIMMS toolbar; EPA recommends these
values not be changed without significant supporting evidence. The TRIMMS user manual extensively
documents elasticity values and sources from empirical literature and are a reasonable starting point in
the absence of more regionally specific data.
2.1.4 Operationalizing Strategies
To analyze a TE strategy using sketch planning tools, it must be "operationalized" with respect to the
elasticities built into the tools. Within this context, to operationalize a TE strategy means turning an
abstract strategy concept into something concrete, i.e., by specifying how the strategy would change
travel time and cost and thus affect travel choice. In general, many TE strategies can be operationalized
in the sketch planning tool by changing travel costs and travel time.
Within sketch planning tools, travel costs can take the form of incentives or subsidies that lower the cost
of using alternate travel modes or policies geared at penalizing the cost of SOV use, such as parking
pricing changes, transportation pricing schemes (e.g., VMT pricing), and other policies that affect the
cost of driving. Below are some examples of how to operationalize TE strategies impacting travel cost.
A 50% reduction in transit fares for public sector employees.
Increasing parking meter rates by $1.00 per hour during peak hours.
Sketch planning tools can also operationalize impacts to travel time. Travel time can be broken down in
two components: in-vehicle travel time (IVTT), and out-of-vehicle travel time (OVTT). IVTT is simply the
time spent in transit from origin to destination while in a vehicle. OVTT, or access time, is the spent
walking to and from stops, waiting for vehicles, and transferring between vehicles commonly associated
Travel Efficiency Assessment Method (TEAM) User Guide
14
-------
U.S. Environmental Protection Agency
with transit usage. These two components of travel time can be targeted through TE strategies. This is
especially important in the evaluation of transit accessibility improvements.
For example, several different strategies could be used to improve public transportation access, any of
which could reduce the overall time it takes to reach a destination:
Increase the frequency of transit on existing routes (reducing OVTT),
Expand the geographic area covered by transit routes (again, reducing OVTT), or
Add dedicated bus-only lanes at intersections (reducing IVTT).
By considering these components of travel time, the sketch planning tools can estimate the mode share
changes based on making transit more convenient (or time-cost competitive with driving) through any
of these strategies.
In sum, operationalizing a strategy is the process of considering the specific impacts of the strategy on
the elasticities within the sketch planning tools. Adding specificity to the TE strategies being considered
will result in a greater usefulness of the analysis. For example, instead of "improving transit", the
strategy should describe how the transit would be improved, e.g.: "improving transit by providing
dedicated transit lanes." Then this specific strategy can be operationalized in the model by reducing the
transit travel times by some percentage.
2.1.5 Analysis Goals
If the purpose of the analysis is only to analyze the VMT, trip, and mode share impacts of selected TE
strategies, the analysis can conclude with Step 5.7 Process Sketch Planning Results and still provide
useful information for ongoing transportation planning decisions. If the purpose of the analysis is to
explore the emissions impacts of selected TE strategies, the analysis should include the process
described in Section 6 Estimate Emissions Impacts Using MOVES. The MOVES model step allows the user
to assess the emissions impacts of strategies, for many pollutants including GHGs, fine particulate
matter (PM2.5), nitrogen oxides (NOx), volatile organic compounds (VOCs), and others.
Travel Efficiency Assessment Method (TEAM) User Guide
15
-------
U.S. Environmental Protection Agency
3 Select the Travel Efficiency Strategies of Interest
Step 1 of a TEAM analysis is to define the bounds of the analysis, and in this step, the user would:
select strategies for analysis,
determine the affected geographic area or population,
operationalize the strategy, and
select the analysis years.
Selecting strategies for analysis using TEAM is done by considering the ways in which the region could
reduce VMT across the general categories of TE strategies provided in Section 1.3 Introduction to Travel
Efficiency Strategies. Before beginning the analysis, it may be helpful to identify the policy questions or
general categories of interest that are consistent with regional goals and conversations (i.e., collected
through public engagement activities, regional government objectives, or defined as part of regional
planning, etc.). Some examples of hypothetical questions to start considering TE strategies may be:
What if transit service is increased in a particular part of the region?
What might happen if a ridesharing/matching service is provided, either generally or to a
specific sector of the workforce?
What would be the impact of increasing the cost of parking in downtown?
What would be the travel impacts of increasing residential density and mixed-use development
in the area?
Once a strategy is selected, determine the affected geographic area or population to which the strategy
will be applied, and how the strategy will be "operationalized" within sketch planning tool platform.
Travel Efficiency Assessment Method (TEAM) User Guide
16
-------
U.S. Environmental Protection Agency
Table 3. Examples of Travel Efficiency Strategy Selection and Operationalization
Strategy
Category
Examples of Strategy
Options
Examples of Affected
Geographic Area or
Population
Examples of Strategy
Operationalization
Travel Demand
Management
(TDM) and
Subsidies for alternative
modes
University students
Provide a 50% reduced transit
fare for university students.
Employer
Incentives
Guaranteed ride home,
ride match, telework,
and flexible work
schedules
Hospital employees
Provide guaranteed ride home
services for hospital employees
Transit
Reduced transit travel
times or wait times
Residents living along the
"orange" transit line
Increase the frequency of buses
along the "orange" transit route
by 2 buses per hour during peak
travel hours, reducing wait time
by 10 minutes.
Expanded service
(geographic area, time
of day)
Residents in the "north end"
neighborhood
Expand transit service into the
"north end" neighborhood
consistent with the service level
regionally.
Transportation
Pricing
VMT pricing
Full region
Impose a $0.08/mile VMT fee for
all regional light-duty vehicle
travel.
Parking pricing
Downtown parking customers
Increase the price of metered
parking and structured parking
by $0.50 per hour within the
downtown boundary.
Land Use
Shifting population and
employment growth to
more compact
neighborhoods/lower
VMT generating
neighborhoods
Workforce-housing
balance initiative
TOD program
Residents along the "blue"
transit line
Increase residential density by
20% within 1/2 mile of the "blue"
transit line.
Bicycle and
Pedestrian
Improvements
Expanded bike lane
coverage
Full region
Expand bike lane miles by 10%
within the region.
Last, in this step analysis years should be chosen. Recall that the purpose of the analysis should be
considered in determining the base year and future analyses years covered by the analysis. The base
year can simply be a reference point in time that is useful to compare future years back to (i.e., current
year, etc.). Generally, the base year case analysis year should be a recent year for which data is available
or can be easily collected. The base year case is optional, and if included, should be completed first
followed by the BAU case, and last the scenario case. The BAU and scenario cases analysis years should
Travel Efficiency Assessment Method (TEAM) User Guide
17
-------
U.S. Environmental Protection Agency
be the same future year (e.g., the year in which the TE strategy will be fully implemented, or the last
year of the regional long-range transportation plan, etc.). The base year case and BAU case results will
serve as the basis of comparison by which to judge the relative effectiveness of the selected TE scenario
cases.
At the end of Step 1, the user should have:
A set of strategies to analyze,
o The number of different geographies (including subareas) or sub-populations to
which the strategies will be applied,
o The details of how the strategy will be operationalized (the extent, or how much
to which, the strategy will be applied
Analysis years chosen for the base year case, and BAU and scenario cases.
In Step 2, users will collect the data needed to analyze each strategy, which is covered in Section 4.
Travel Efficiency Assessment Method (TEAM) User Guide
18
-------
U.S. Environmental Protection Agency
4 Gather Data for Sketch Planning
Step 2 of a TEAM analysis is to gather data used in the sketch planning tool. The user would:
Gather the "regional parameters" data to define the regional or subarea population,
travel behavior, employment, etc. profile for use in the sketch planning tool for the base
year analysis year and the BAU/scenario case analysis year.
Gather strategy data to define strategy operationalization.
4.1 Overview of Sketch Planning Tools and the TRIMMS model
The previous section provided an overview of major considerations when planning a TEAM analysis. This
section will introduce some of the tools used to quantify the VMT and trip impacts of TE strategies.
Sketch planning tools are used to produce general order-of-magnitude estimates of transportation and
land use changes resulting from various scenarios. These tools are typically easier to implement and less
costly than sophisticated software packages used to conduct in-depth engineering analysis. Often, they
are spreadsheet-based tools that apply aggregated or generalized data. There are many tools available
for estimating VMT impacts from policy and built environment changes and the tool selected will
determine some aspects of conducting a TEAM analysis. For the purposes of this User Guide, the tool
selected for illustration is a free downloadable sketch planning tool developed by the National Center
for Transit Research and the Center for Urban Transportation Research at the University of South Florida
called TRIMMS (Trip Reduction Impacts of Mobility Management Strategies).10,11
10 TRIMMS Version 4.0 is the basis of the discussion, procedures described, and screenshots provided in this
document. Past TEAM case studies used either TRIMMS Version 3.0 or TRIMMS Version 4.0 depending on the
version availability at the time when the case study was developed. The current version of the TRIMMS model
and the TRIMMS model user manual can be found at www.trimms.com.
11 There are many resources that provide lists and evaluations of various sketch planning tools. For example, the
Washington State Department of Transportation Research Report titled 'Tools for Estimating VMT Reductions
from Built Environment Changes", available at
https://www.wsdot.wa.gOv/research/reports/fullreports/806.3.pdf, provides a useful list of tools. Another
resource is The National Center for Sustainable Transportation's "Evaluation of Sketch-Level VMT Quantification
Tools" available at https://escholarship.org/uc/item/08k3q8m5.
Travel Efficiency Assessment Method (TEAM) User Guide
19
-------
U.S. Environmental Protection Agency
TRIMMS is a spreadsheet-based model that estimates the impacts of a broad range of transportation
demand initiatives. TRIMMS evaluates strategies directly affecting the cost of travel, like public
transportation subsidies, parking pricing, pay-as-you-go pricing, and other financial incentives. TRIMMS
also evaluates the impact of strategies affecting access and travel times and a host of employer-based
program support strategies, such as alternative work schedules, telework and flexible work hours, and
worksite amenities. This User Guide reflects TRIMMS data requirements. Users should compare this to
any sketch planning model they have selected for this work.
TRIMMS works using three basic steps:
1. The user defines the target population and regional characteristics
2. The user inputs changes in variables, such as price and travel time by mode
3. TRIMMS applies elasticities to determine changes in travel by mode
The TRIMMS model is used as the basis for the on-model analyses in TEAM because it tailors the
analyses with regional inputs from travel demand models and allows alteration of assumed parameters
such as travel time, travel cost, and underlying modal cross-elasticities. The TRIMMS model thus meets
the needs of the TEAM approach well; however, other tools may be selected or developed that work
equally well.
The following section introduces the basic operation of TRIMMS to provide an overview of the model for
context. Later sections of this document provide additional detail for using TRIMMS for a TEAM analysis
and analyzing specific strategies. Users can also consult the TRIMMS User Guide for more detailed
explanations.
4.1.1 Notes About Assumptions and Terminologies in TRIMMS
TRIMMS is a useful tool for estimating the order of magnitude impacts of TE strategies but there are
some limitations and simplifying assumptions inherent within the calculations. Note that TRIMMS uses
the following simplifying assumptions:
TRIMMS was designed to analyze commute trips only, but it can be used to analyze all types
of trips. For the purposes of TEAM, the TRIMMS "commuters affected" input means the
total area population subject to the TE strategy being considered, not just the commuter
population.
Values of zero in the elasticity tables mean that TRIMMS assumes no relationship between
the two variables that the elasticity relates. For example, TRIMMS default for the elasticity
of drive-alone travel with respect to the price of rideshare is zero. (More information on
elasticities can be found in 2.1.3 Understanding Elasticities.)
These simplifying assumptions can be worked around if need be, either in TRIMMS or in a post-
processing step.
VMT is not a user-supplied input into TRIMMS; it is an output on the TRIMMS Results Worksheet. For an
area-wide analysis, the "commuters affected" input defines the size of the commuting population under
study and is used to compute baseline vehicle trips and vehicle miles of travel (VMT) provided in the
TRIMMS results. If total trips and VMT for motorized, passenger vehicle modes are known for the
geographic area or population under consideration, this information could be used to ground truth the
Travel Efficiency Assessment Method (TEAM) User Guide
20
-------
U.S. Environmental Protection Agency
TRIMMS results. More about this is discussed in this document at Section 5.7 Process Sketch Planning
Results.
4.2 TRIMMS User Interface
This section discusses the main components of the TRIMMS user interface including the toolbar and
relevant worksheets for performing an analysis. This section is an introduction to the TRIMMS user
interface that establishes common terminology used in the remainder of this user guide. However,
specific directions for running TRIMMS for a TEAM analysis are found in Section 5 Estimate VMT
Impacts.
4.2.1 TRIMMS Toolbar
Upon launching TRIMMS, a customized toolbar appears in place of the Excel ribbon toolbar.
Figure 3. TRIMMS Toolbar
Select Urban Area
Select Analysis Type
Run Print Chart Mode Save Emission Sensitivity
Analysis Screen Shares Project Analysis Analysis
Model Parameters Elasticities Mode User TRIMMS
Reset Shares Manual Website
Advanced Options Support
Actions can be performed by clicking on the appropriate buttons of this toolbar. There are four main
groups of buttons:
1. Analysis: contains three buttons required to run the analysis.
a. Select Urban Area: this drop-down allows users to pick the proximate U.S. metropolitan
statistical area (MSA) for which the analysis is being conducted. This allows users to
access and utilize various default parameters in the model.
b. Select Analysis Type: this drop-down allows the user to specify whether the analysis is
area-wide or worksite specific.
c. Run Analysis: this button runs the analysis once the user has entered the desired
parameter and strategy data.
2. Post Analysis: contains a set of buttons to perform actions, such as printing the current screen,
charting mode shares, saving the project, conducting sensitivity analysis.
3. Advanced Options: includes a "Model Reset" option, which resets the model to its default
parameter values. Clicking the "Parameters" button accesses the default input parameters page.
The "Elasticities" button displays underlying trip demand elasticities.
4. Support: includes the "User Manual" button and the option to access the TRIMMS website
containing User Manual and the users Frequent Asked Questions.
Travel Efficiency Assessment Method (TEAM) User Guide
21
-------
U.S. Environmental Protection Agency
4.2.2 TRIMMS Analysis Worksheet
Figure 4. TRIMMS Analysis Worksheet
File TRIMMS
Select Urban Area
"Si
m I j. ฎ fi
Select Analysis Type
Amty
ป
Run
Analysis
Print Chart Mode Save Emission Sarwitivity
Saeen Shares Project Analysis Analysis
FbtfAlDtysn
Reset Shares
AAraoayJ Options
User TRIMMS
Manual Website
Support
17 * I *
/ /'
1^,'Analysis Details
Analysis Title
Project Analyst
Analysis Date
Location
Selected Urban Area
Program Cost
Duration (years)
Total Employment
Occupations
Transit Subsidy. SO percent
CUTR Analyst
1/1/2018
f mplyer Site X
f am pa'St. Petersburg-Clearwater,
$70,000
1
500
All Occupations " |
Industry Sector
Agricultuje & Mining
r
Construction
(
Education & Health
r
I ntertainmertt & Food
r
finance & Insurance
'
Government
r
information Services
r
Manufacturing
r
Armed Forces
r
Professional Services
r
Other Services
r
Retail Trade
r
Transportation
r
Wholesale Trade
r
Garppol Subsidies
Transit Subsides
Van pool Subsidies
Bike Subsidies
Walk Subsidies
Carpool matching service ottered?
Emergency ride home provided?
Vehicle for non-work trips?
Flexible working hours ottered?
Compressed work week offered?
Telewoik program offered?
j_a Program Subsidies
Guaranteed Ride Home and Ride Match
Tele work and Flexible Work Schedules
Worksite Characteristics
Bus or train station onsite or within 1/4 mile
Bike lanes onsite or within 1/4 mile
Dedicated sidewalk onsite
Amenities
Shopping onsite or within 1/4 mile
Restaurant onsite or within 1/4 mile
Bank onsite or within 1/4 mile
ChiMcare onsite or within 1/4 mile
Parking
Parking cha/ge (or car pooling?
Parking charge for vanpooling?
Number of free omit 0 parking spaces
150
Internal snail-mail of promotional material?
Internal promotional email?
Do you hold promotional events
Program management and promotion (hrs./week)
Lง Financial and Pricing Str;
tegies {$)
Mode
Current
Parking
Cost
New
Parking
Cost
Current
Trip Cost
New Trip
Cost
Auto-Drive Alone
Auto-Rideshare
Varipoot
Public Transport
Cycling
Walking
Other
Access and Travel Time
Current
Access Time
nts (minut
ฆSl
Mode
New
Accra
Time
Travel
Time
New Travel
Time
Auto-Drive Alone
Auto-Rideshare
Vanpool
Public Transport
Cycling
Walking
Other
% Workforce Affected 100.0%
i * Land Use Controls
Encouraging higher densities in residential areas
Current
New
Gross Population Density [persons/so. mile)
S35
Increase (%}
<11
0.0
Encouraging mixed land-use
Current
New
Retail Establishment Density (number/sq. mile]
3
Increase (%}
<11 ~
0.0
Increasing station accessibility
Current
New
Walking distance to nearest station (miles)
0.68
Decrease (96!
-ilJ ฑ
0.0
Implementing TOD stations
Yes
No
Presence of TOO stop
% Workforce Affected
*''
TRIMMS^
Trip Reduction rmpafts
Mnn.fgemifrit'
Sitlfuvo Concoi. Phi hp L Winters
Center few Urban Transportation Research
National Center for Transit Research. University of South Florida
Travel Efficiency Assessment Method (TEAM) User Guide
-------
U.S. Environmental Protection Agency
The Analysis Worksheet is the first screen that users will see upon opening the model. In this worksheet,
users can enter details about the analysis being conducted and define the TE strategies under
consideration. This worksheet is divided into four main sections:
1. Analysis Details
2. Employer-Based Commuter Programs
3. Strategies Affecting Travel Costs and Travel Times
4. Land Use Controls12
For additional help, each section contains a clickable help icon ( ) located on top left corner of each
section that opens a dialog box with more information and tips.
4.2.3 TRIMMS Parameters Worksheet
TRIMMS uses global and regional parameters to define conditions use in the analysis. Users can access
the global and regional default input parameters by clicking on the "Parameters" button located in the
TRIMMS toolbar (see Figure 5. TRIMMS Toolbar - Parameters Button), which displays the "Parameters"
worksheet. Pressing the button again hides the worksheet and returns the user to the to the "Analysis"
worksheet. Global parameters (not shown in Figure 6. TRIMMS Parameters Worksheet) but are available
lower on the worksheet) are default values that do not change by MSA. Regional parameters are values
that are specific to a given area.
Figure 5. TRIMMS Toolbar - Parameters Button
File TRIMMSฉ
Select Urban Area
Q ฃ!: V,' ^
Select Analysis Type
Analysis
1"! ' 11) XuZ"
Run Print Chart Mode Save Emission Sensitivity Model Parameters Elasticities Mode User TRIMMS
Analysis Screen Shares Project Analysis Analysis Reset Shares Manual Website
Post Analysis Advanced Options Support
12 Note: TRIMMS does include a land use function though previous EPA's TEAM case studies found that earlier
versions of the land use functions were underpredicting VMT impacts, the EPA developed some off-model
approaches for estimating land use VMT impacts.
Travel Efficiency Assessment Method (TEAM) User Guide 23
-------
U.S. Environmental Protection Agency
Figure 6, TRIMMS Parameters Worksheet
Select Urban Area Akron. OH
Select Analysis Typ#
Run Print Chart Mode Save Emission Sensitivity Model Parameters Elasticities Mode User TRIMMS
Analyso Screen Shares Project Arvalyjn Analysis Reset Shares Manual Website
Regional Parameters
s c o r
T Regional Parameters
1
Selected Region
Akron, OH
iWtode 5hare j
Default
| User Defined
In Use
Default
User Defined In Use
[ Auto-Orive Alone |
654%
85.4%
Population Density
761
761
Auto-Rideshare
6.6%
6.6%
Household Income
$47,482
$47,482;
Vanpool
0.4%;
0.4%
Exposure Scalar
_013Sl
0.3S
Public Transport
1.4%
1.4%
Regional Scalar
Cycling
2.3%
2.3%
Total Employment
344,096;
344,096:
Walking
0.9%|
0.9%
Percent in Management
35.2%
35.2%,
_ Other
3.0%
3.0%
Percent in Services
17.0%
17.0%1
Total
100.0%
100.0%
i Percent Peak Period |
5S.6%|
55.6% |
Total Employment
1
Average Vehicle Occupancy
1
Industry Sector
1 Default User Defined In Use
AutO'Drive Alone
1.S5
1.S5
Agriculture & Mining
1,145
1,145;
Auto-Rideshare
2.35
2.35
Construction
19,924
19,924;
Vanpool
7.2
7.2
Education & Health
79^204
79,204
Public Transport
24
24
Entertainment & Food
30,443
30,443,
Other
1.67
1.67
finance & Insurance
20,550
20,550]
4.2.4 TRIMMS Results Worksheet
After entering the project information, the model is run by clicking on the "Run Analysis" button located
on the toolbar (see Figure 7. TRIMMS Toolbar - Run Analysis Button).
Figure 7. TRIMMS Toolbar - Run Analysis Button
File TRIMMSฉ
Select Urban Area
Select Analysis Type
Run I Print Chart Mode Save Emission Sensitivity Model Parameters Elasticities Mode User TRIMMS
Analysis I Screen Shares Project Analysis Analysis Reset Shares Manual Website
Post Analysis Advanced Options Support
TRIMMS performs all calculations and reports changes in mode share, trips, and VMT. A summary of
results is displayed in the "Results" worksheet (see Figure 8. TRIMMS Results Worksheet).
Travel Efficiency Assessment Method (TEAM) User Guide
24
-------
U.S. Environmental Protection Agency
Ffle TRIM MS C
Sซlปct Urban Aroa AfcroiK OH
Select Analysis Type
Figure 8. TRIMMS Results Worksheet
Run Print Chart Mode Save Emission Sensitivity
Analysis Screen Shares Project Analysis Analysis
Mode) Parameters ฃlast)d1ปs Mode User TRIMMS
Reset Shares Manual Website
Analysis Details
Analysis Title
0
Project Analyst
0
Analysis Type
Site-Specific
Analysis Date
1/0/1900
Selected Urban Area
Akron, OH
Location
0
Total Employment
500
Program Cost
520,000
Program Duration
1
Policy Evaluated
Site Access Improvements
Transit Service improvements
Financial Incentives
Pay-as-you-go Programs
Parking Pricing/Cashout
Support Programs
Land Use Controls
Baseline
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
85.4%
854
475
379
5,138
2,859
2,279
Auto-Rideshare
6.6%
66
37
29
268
149
119
Vanpool
0.4%
4
2
2
5
3
2
Public Transport
1.4%
14
8
6
4
2
2
Cycling
2.3%
23
13
10
S4
30
24
Walking
0.9%
9
5
4
6
3
3
Other
3.0%
30
17
14
234
130
104
Total
100.0%
1,000
556
444
5,709
3,177
2,532
Final
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
85.4%
854
475
379
5,138
2,859
2,279
Auto-Rid eshare
6.6%
66
37
29
268
149
119
Van pool
0.4%
4
2
2
5
3
2
Public Transport
1.4%
14
8
6
4
2
2
Cycling
2.3%
23
13
10
S4
30
24
Walking
0.9%
9
5
4
6
3
3
Other
3.0%
30
17
14
234
130
104
Total
100.0%
1,000
S56
444
5,709
3,177
2,532
Change
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
0.0%
0
0
0J
0
0
Auto Rfdesharc
0.0%
0
0
0
0
0
0
Vanpool
0.0%
0
0
0
0
0
0
Public Transport
0.0%
0
0
0
0
0
0
Cycling
0.0%
0
0
0
0
0
0
Walking
0.0%
0
0
0
0
0
0
Other
0.0%
0
0
0
0
0
0
Total
0.0%
0
0
0
0
0
0
CJ Display Setllrnp งง [J] 2J - | - l(K
Each sketch planning tool run of the cases for a given scenario will have a unique Results Worksheet.
Data on this worksheet can be copied and post-processed to compare the cases to determine the VMT
and trip impacts of a strategy scenario against the base year case (optional) and the BAD case.
4.3 Regional Parameter Data
Step 2 of a TEAM analysis involves reviewing and gathering "regional parameter" data. The user must
gather regional parameter data for the base year case analysis year (optional) and the BAU/scenario
case analysis year. Regional parameters are data inputs that define the regional or subarea population,
travel behavior, employment, etc. profile for use in sketch planning analysis. TRIMMS utilizes two sets of
parameters to inform the conditions of the analysis: global and regional parameters:
Global parameters are default values that do not change by metropolitan statistical area (MSA).
For TEAM, EPA recommends not changing the global parameter values.
Regional parameters are values that are specific to a given area.
Travel Efficiency Assessment Method (TEAM) User Guide
25
-------
U.S. Environmental Protection Agency
Once an "Urban Area" is selected in the Analysis section of the TRIMMS Toolbar, users can access the
TRIMMS regional default input parameters. If the user's region is not included in the MSAs represented
in TRIMMS, the TRIMMS user manual recommends selecting the geographical area that most closely
matches the region. TRIMMS includes default regional parameter data and default travel behavior data
for 100 Metropolitan Statistical Areas (MSAs) in the U.S.13 These defaults provide an immediate data
source for those regions that may not have local input data but this default model data may not be the
latest available data or applicable to future travel behavior and demand in future years.
Default regional parameter data are found within the Analysis Worksheet, in the Analysis Details section
by clicking on the "Parameters" button located in the toolbar, which displays the "Parameters"
worksheet (Figure 9. TRIMMS Parameters Worksheet - User Defined Values).
Figure 9. TRIMMS Parameters Worksheet - User Defined Values
File TRIMMSC
Select Urban Area Akron. OH
Select Analysis Type
Run Print Chart Mode Save Emission Serartwrty Model Parameter Elasticities Mode
Analysts Saeen Sham Project Analysis Analysis Reset Shanrs
Post An*Jysw AA-anced Options
Regional Parameters
User TRIMMS
Manual Website
A
B
C
D
E
f
G
H
J K
1
T Regional Parameters
?
J.!
Selected Region
Akron, OH
Mpda Shปfป j
Default
User Defined
In Use
4
Default
User Defined
In Use
Auto-Drive Alone
85.4%
85.4%
5
Population Density
761
761
Auto-Rideshare
6.6%
6.6%;
6
Household Income
$47,482
$47,482
Vanpool
0.4%
0.4%
7
Exposure Scalar
0.35
0.35
Public Transport
1.4%
1.4%
8
Regional Scalar
Cvdma
2;3%
2,:!:
9
Total Employment
344,096
344,096
Walking
0^9%
0 9%
10
Percent in Management
35.2%
35.2%
Other
3.0%
3.0*1
11
Percent in Services
17.0%
17.0%
Total
100.0%
100.0%"
D
12
o
13
1 Percent Peak Period
55.6% |
55.6%j
W
14
"
Average Vehicle Occupancy
1
n
16
Industry Sector
Default
User Defined
In Use
AutO'Drive Alone
1.55
LSS
f
17
Agriculture & Mining
1,145
1,145
Auto-Rideshare
2.35
2.35
o
ia
Construction
19,924
19,924
Vanpool
7.2
7.2
19
Education & Health
79,204
79,204
Public Transport
24
24
20
Entertainment & Food
30,443
30,443
Other
1.67
21
Finance & Insurance
20,550
20,550
22
Government
10,638
10,638
23
Information Services
6,975
6,975
Average One-Way Trip length
1
1
r
24
Manufacturing
60,721
60,721
Auto-Drive Alone
9.33
9.33
25
Armed Forces
491
491
Auto-Rideshare
9.51
9.51
26
Professional Services
33,413
33,413
Vanpool
9.51
9.51
i 27
Other Services
14,989
14,989
Public Transport
6.30
6.3
28
Retail Trade
39,300
39,300
Cycling
2.30
2-3
29
Transportation
15,054
15,054
Walking
0.70
0.7
30
Wholesale Trade
11,740
11,740
Other
1284
12.84
ฆ
Parameters K?5!j!
ฉ
h? Display Sefliny H
B E3 -
However, TRIMMS default regional parameters are extracted from large, publicly available national
datasets such as the National Household Travel Survey and American Community Survey and are often
based on a recent past year.14 For a future year, assumptions may need to be made to extrapolate data
based on available information or future regional travel estimates. Therefore, EPA encourages users to
13 For more information on TRIMMS default data, see the "Regional Parameters" section of the TRIMMS user
guide.
14 For more information on data sources in TRIMMS, see Section 5.6 of the TRIMMS User Manual Version 4,0,
Travel Efficiency Assessment Method (TEAM) User Guide
26
-------
U.S. Environmental Protection Agency
provide "user defined" local data, especially for future-year analyses such as the BAU and Scenario case
analyses.
Table 4. TRIMMS Regional Parameter Data Inputs and Typical Sources of These Data identifies some
sources where local data may be obtained in addition to referencing a region's latest local long-range
planning assumptions.
Table 4. TRIMMS Regional Parameter Data Inputs and Typical Sources of These Data
Regional Parameter Inputs Typical Data Sources
Selected Region data
Population Density
U.S. Census Bureau
Local planning assumptions
Total working population (16 and over)
U.S. Bureau of Labor Statistics
Local planning assumptions
Modal information for:
Auto-drive alone
Auto-rideshare
Vanpool
Public transit
Cycling
Walking
(Other modes)
Mode share
American Community Survey
Local travel demand model
Average trip length (miles)
National Household Travel Survey
Local travel demand model
Average vehicle occupancy for
motorized modes (number of persons)
Travel Demand Model
Local Transit Agencies
U.S. Bureau of Transportation Statistics
EPA has identified additional source of regional parameter data in Section 8.1 Potential Data Sources for
Conducting a TEAM Analysis of the Appendix.
While there are many parameters for which modelers can provide data, for the purposes of a TEAM
analysis, EPA believes it is important for modelers to review "population density" and "total
employment" rows in the Selected Region section and update these with local data if needed, and
supply "user defined" values for the Mode Share, Average Vehicle Occupancy, and Average One-Way
Trip Length sections of the Parameters Worksheet.
The sources of data identified in the table above are often based on a recent past year. For a future
year, assumptions may need to be made to extrapolate data based on available information or future
regional travel estimates.
4.4 Strategy Data
Once regional parameter data has been collected, it is necessary to gather data to specify the
"commuters affected" by the strategy and further define strategy operationalization. The data needed
and the level of effort required to collect the TE strategies selected in Step 1 depend on:
1. The type of strategies selected, and
2. The specific geographic area, or sub-area, or population to which each of the strategies
applies.
Travel Efficiency Assessment Method (TEAM) User Guide
27
-------
U.S. Environmental Protection Agency
As noted, TRIMMS was designed to analyze commute trips only, but it can be used to analyze all types of
trips. For the purposes of TEAM, the concept of "commuters affected" means the total population
subject to the TE strategy being considered, not just the commuting population.
If a TE strategy is being broadly applied across a region, the commuters affected would be
equal to the regional population.
If the TE strategy is being targeted at a particular subarea or population, the commuters
affected value should reflect those groups. For example, for a public transit subsidy targeted
toward healthcare workers, the commuters affected value would be equal to the number of
healthcare workers to which the subsidy could apply. For a proposed transit service
expansion, the commuters affected value could be counted as population living within a
specified radius of transit stops.
The table below provides examples of the types of inputs needed in this step by TE strategy category.15
Section 5 contains a more in-depth discussion of different TE strategies.
Table 5. TE Strategies and Examples
Strategy Category
On/Off Model
Examples of Strategy
Options
Examples of Typical Data Needs by Strategy
Option
Travel Demand
On-Model
Subsidies for alternative
Number of regional commuters affected
Management
modes
covered by subsidy
(TDM) and
Average subsidy offered to employees (by
Employer
mode) - OR - whether subsidies are offered (by
Incentives
modes being subsidized)
Current trip cost (by modes being subsidized)
New trip cost (by modes affected)
Guaranteed ride home,
Number of regional commuters affected by
ride match, telework,
program
and flexible work
Whether or not guaranteed ride home, ride
schedules
match, telework, and flexible work schedules
are offered (radio buttons in TRIMMS)
Transit
On-Model
Free or reduced fares,
bundled transit passes
Number regional population affected
Current trip cost (for public transport)
New trip cost (for public transport)
Reduced transit travel
Number of regional commuters affected by
times or wait times
program
Current average public transit access time and
travel time
New average public transit access time and
travel time
15 Recall that this User Guide reflects TRIMMS data requirements. Users should compare the data needs identified
in this section with those for the sketch planning model they have selected for this work.
Travel Efficiency Assessment Method (TEAM) User Guide
28
-------
U.S. Environmental Protection Agency
Strategy Category
On/Off Model
Examples of Strategy
Options
Examples of Typical Data Needs by Strategy
Option
Transit (continued)
On-Model
Expanded service area
Current (BAU case) number of regional
commuters affected (generally counted as
population living within a specified radius of
current transit stops)
New number (Scenario case) of regional
commuters affected (generally counted as
population living within a specified radius of
proposed transit stops but could also include
expected users of a new park and ride facility)
Transportation
Pricing
On-Model
Parking pricing ($/hr)
Number of regional commuters affected
parking (average daily parking customers)
Average current parking cost (avg. hrs. x $/hr)
per trip
Average new parking cost (avg. hrs. x $/hr) per
trip
VMT pricing ($/mile)
Number of regional commuters affected
Average trip length in miles (by modes affected)
Current trip cost ($/mile x mile/trip)
New trip cost ($/milex mile/trip)
Road pricing
Number of regional commuters affected (daily
users of specific roadway)
Current trip cost (toll cost) for modes affected
New trip cost (toll cost) for modes affected
Land Use
Off-Model
Shifting population and
employment growth to
more compact
neighborhoods/lower
VMT generating
neighborhoods
Workforce-housing
balance initiative
TOD program
Neighborhood approach:
share of regional population in affected areas
percent population by neighborhood type
Multivariate approach:
share of regional population in affected areas
increase in weighted average residential density
(persons per square mile)
increase in job accessibility by car
increase in job accessibility by transit
average decrease in distance to transit
average increase in land use mixing
Bicycle and
Pedestrian
Improvements
Off-Model
Expanded sidewalk
coverage
Number regional commuters affected
(generally counted as population living within a
specified radius of current transit stops)
Increase in miles of sidewalk coverage
Expanded bike lane
coverage
Number regional commuters affected
(generally counted as population living within a
specified radius of current transit stops)
Increase in miles of bicycle routes
Travel Efficiency Assessment Method (TEAM) User Guide
29
-------
U.S. Environmental Protection Agency
TDM, transit, and transportation pricing strategies can be directly evaluated with TRIMMS. For these TE
strategies, the data needed generally includes the "commuters affected" value and data for the
"Financial and Pricing Strategies ($)" and "Access and Travel Time Improvements (minutes)" sections of
the Analysis worksheet (see Figure 10. Financial and Pricing Strategies ($) and Access and Travel Time
Improvements (minutes) Section of the Analysis Worksheet in TRIMMS). Note: No values are needed for
modes or aspects (current/new parking costs, current/new trip costs, current/new access time, and
current/new travel time) not affected by the selected TE strategy.
Figure 10. Financial and Pricing Strategies ($) and Access and Travel Time Improvements (minutes)
Section of the Analysis Worksheet in TRIMMS
^Financial and Pricing Strategies {$)
Mode
Current
Parking Cost
New
Parking
Cost
Current
Trip Cost
New Trip
Cost
Auto-Drive Alone
Auto-Rideshare
Vanpool
Public Transport
Cycling
Walking
Other
LfJ Access and Travel Time
mprovements (minutes)
Mode
Current
Access Time
New
Access
Time
Current
Travel
Time
New Travel
Time
Auto-Drive Alone
Auto-Rideshare
Vanpool
Public Transport
Cycling
Walking
Other
% Workforce Affected
100.0%
Land use strategies and bicycle/pedestrian strategies can be analyzed using a separate spreadsheet
analysis. More on this is discussed in Section 5.5 Land Use Strategies and Section 5.6 Bicycle and
Pedestrian Strategies.
At the end of Step 2, the user should have:
All regional parameter data for the base year case and BAU/Scenario cases,
All strategy data to define strategy operationalization
Travel Efficiency Assessment Method (TEAM) User Guide
30
-------
U.S. Environmental Protection Agency
In TRIMMS, the "commuters affected" value and data for the "Financial and Pricing
Strategies ($)" and "Access and Travel Time Improvements (minutes)" sections of the
Analysis worksheet.
If Land Use strategies are selected, compiled data to support the needed variables for
the off-model approaches (see Section 385.5 Land Use Strategies).
If Bicycle and Pedestrian Improvements are selected, compiled data to support the off-
model bicycle and pedestrian sketch planning tools (see Section 5.6 Bicycle and
Pedestrian Strategies).
Travel Efficiency Assessment Method (TEAM) User Guide
31
-------
U.S. Environmental Protection Agency
5 Estimate VMT Impacts
In step 3, the user will estimate the VMT impacts of the selected TE strategies. This involves entering the
data gathered in step 2 (regional parameter data and strategy data) into the sketch planning tool for the
cases needed for the analysis.
5.1 Perform Sketch Planning
Each travel efficiency strategy analysis is comprised of two or three runs: for the base year case
(optional), the BAU case, and the scenario case, as described in Section 7 VMT and Emission Results.
Base Year, BAU, and Scenario Cases, and Analysis Years. The following table shows the analysis year for
each of these cases and the inputs needed when using TRIMMS:
Table 6. Analysis Cases Used in TEAM
Run
Analysis Year
Regional Parameters
Worksheet Inputs
Analysis Worksheet Inputs
Base Year Case
Convenient reference year
Data for reference year
Commuters affected
(Optional)
(current year)
analysis year
Business as Usual
Future year (same as
Data for future year analysis
Commuters affected
(BAU) Case
scenario case)
year
Scenario Case
Future Year (same as BAU
Data for future year analysis
Commuters affected
case)
year
Strategy Operationalization Data
In TRIMMS, the general steps for each analysis run are as follows:
Analysis Worksheet
1. In the TRIMMS Toolbar, click the "Select Urban Area" drop down and select the MSA for which
the analysis is being conducted.
2. In the TRIMMS Toolbar, click the "Select Analysis Type" drop down and select "Area-Wide".
3. In the Analysis Details section, input the "Commuters Affected" value for the selected TE
strategy.
4. In the Analysis Details section, ensure that "All Occupations" is selected in the Occupations drop
down.
Travel Efficiency Assessment Method (TEAM) User Guide
32
-------
U.S. Environmental Protection Agency
5. In the Access and Travel Time Improvements (minutes), ensure 100% is entered in the
%Workforce Affected field.
Parameters Worksheet - (Click the "Parameters" button on the ribbon at the top of the screen to access
the "Parameters" tab).
1. Review 'Default' values and provide 'User Defined' values where necessary, based on the data
collected (see Section 4.3 Regional Parameter Data), in the following four areas:
a. Selected Region
b. Mode Share
c. Average Vehicle Occupancy
d. Average One-Way Trip Length
2. Click the 'Elasticities' button on the ribbon at the top of the screen to reveal the 'Elasticities' tab.
On the 'Elasticities' tab, input User Defined values according to Step 2b in the following areas:
a. Cost/Fare Peak and Off-Peak
b. Parking Peak and Off-Peak
c. Access/Travel Time Peak and Off-Peak
A unique TRIMMS run is needed for each unique geographic area or sub-population. To run TRIMMS,
click the 'Run Analysis' button at the top of TRIMMS to produce the 'Results' tab. Everything necessary
for the TEAM analysis is found in the Baseline, Final, and Change boxes of the 'Results' tab, including the
VMT produced by the scenario modeled.
The following sections provide detailed instructions about how to analyze specific TE strategies in
TRIMMS. Instructions are based on experience using TRIMMS for assessing TE strategies in the case
studies produced by EPA. If a different sketch planning tool is used, the specific steps for analyzing each
strategy will likely differ. However, the basic principles of each sketch planning tool, i.e., allowing the
user to modify trip cost and travel time, are likely to be the same.
5.2 Transportation Demand Management
TRIMMS can be directly used to evaluate various TDM strategies, which include guaranteed ride home
and ride matching, telework and flexible work schedules, and others. To analyze these strategies in
TRIMMS, users can select several options via radio buttons in the section of the Analysis worksheet,
depicted in Figure 11. TRIMMS TDM Strategies.
Travel Efficiency Assessment Method (TEAM) User Guide
33
-------
U.S. Environmental Protection Agency
Figure 11. TRIMMS TDM Strategies
Eซ Program Subsidies
Yes No
Carpool Subsidies
Transit Subsidies
Vanpool Subsidies
Bike Subsidies
Walk Subsidies
c
<
c
m
r
>*
r
<
r
Guaranteed Ride Home and Ride Match
Yes No
Carpool matching service offered?
Emergency ride home provided?
Vehicle for non-work trips?
r
r
9
r
<
Telework and Flexible Work Schedules
Yes No
Flexible working hours offered?
Compressed work week offered?
Telework program offered?
r
[9
r
m
r
If these types of strategies are part of a project evaluation, users can estimate the impacts of one or a
combination of several of these TDM program strategies in TRIMMS. For an area-wide analysis, the
selection of occupation type will affect the results. Select the "all occupations" option so that TRIMMS
will apply employer support programs to all commuters specified in the "commuters affected" field in
the Analysis Details portion of the Analysis worksheet.
5.3 Transit Strategies
This category encompasses a variety of strategies that enhance or expand transit service. The table
below gives examples of these strategies.
Table 7. Example Transit Strategies
Transit Strategy
Main Strategy Impact
Examples of Typical Data Needs by Strategy
Subsidized (free or reduced) transit
fares, bundled transit passes
Reduction in transit trip
cost
Number regional population affected
Current trip cost (for public transport)
New trip cost (for public transport)
Adding additional vehicles to
existing routes to increase transit
frequency
Reduction in transit
access time
Number of regional commuters affected by program
Current average public transit access time
New average public transit access time
Provision of dedicated bus-only
lanes and/or bus-priority
signalization
Reduction in transit travel
time
Number of regional commuters affected by program
Current average public transit travel time
New average public transit travel time
Expanded service area
Increase the number of
commuters affected
Current (BAU case) number of regional commuters
affected (generally counted as population living
within a specified radius of current transit stops)
New number (Scenario case) of regional commuters
affected (generally counted as population living
within a specified radius of proposed transit stops)
Travel Efficiency Assessment Method (TEAM) User Guide
34
-------
U.S. Environmental Protection Agency
The table above is not exhaustive of all potential TE transit strategies and EPA recognizes that there are
several other types transit enhancements that may make transit a more attractive option. However,
some of these may not be easily analyzed in TEAM. These could include enhancements that make transit
more convenient such as early morning or late-night service whereby increasing the number of service
hours that transit is available in an area. They also could include "soft improvements" to increase safety,
cleanliness, and comfort such as the provision of amenities for transit stops, such as covered waiting
areas or seating. EPA recognizes the importance of such additional enhancements to transit service
however alternative methods may need to be developed if an area is interested in analyzing these types
of improvements.
A major consideration across all transit strategies is defining the "commuters affected" value for the
strategy. For transit strategies affecting the entire region, the "commuters affected" value can be
entered as the regional population. However, for transit strategies targeted to a specific population
(e.g., low-income households, workers specific industry, etc.) or geographic area (e.g., corridor,
neighborhood, etc.), a different approach is needed. For strategies that target a specific population
enter that population for the "commuters affected" value (see Section 2.1.1 Analysis Geography and
Commuters Affected for additional discussion). For transit strategies targeted at a specific geographic
sub-area, past TEAM analyses have used a simplified proxy for potential transit ridership using the
walking service shed based on a 10-minute walk at a 3-mph walking speed. This results in an
approximately %-mile service shed around any current/proposed transit stops along a current or
proposed corridor. This tabulation is generally conducted using a geographic information systems (GIS)
analysis using Census Block Group shapefiles and shapefiles of the current/proposed transit
infrastructure. This user guide does not cover aspects of using GIS software, therefore, familiarity with
GIS software, performing a buffer analysis, and field calculation is needed if this approach is used to
determine the "commuters affected" value.
There are other analysis cases where this approach to defining the "commuters affected" value should
be modified. As noted, the approach above is specific for projects that focus on users who walk to
access to transit. Different travel sheds could be used for projects that focus on cycling or driving to
transit stops and ride the rest of the way on a transit vehicle. For example, a transit project that includes
park and ride (also known as park-and-ride, park & ride, park-n-ride, etc.) facilities should consider how
to define the "commuters affected" value taking into consideration aspects such as parking turnover,
space utilization, and other use information. Regardless of the approach used to derive the commuters
affected value of a transit strategy, it is important to document the method and assumptions used.
As noted in Table 7. Example Transit Strategies, transit strategies analyzed in TEAM generally affect the
cost and travel time of transit trips but could also include increasing the number of commuters affected.
There are different options for determining the Analysis tab input values (trip cost and/or access and
travel times) for these types of strategies.
Current travel costs for transit strategies should reflect the transit fare as paid by the customer. This
could be expressed as the average fare paid across an entire system (total farebox revenue/total trips
provided) or simply as the posted single-ride fare. Future travel costs for transit strategies should be
based on or scaled from the current costs.
Travel time can be broken down in two components: in-vehicle travel time (IVTT), and out-of-vehicle
travel time (OVTT). IVTT, or travel time, is simply the time spent in transit from origin to destination
Travel Efficiency Assessment Method (TEAM) User Guide
35
-------
U.S. Environmental Protection Agency
while in a vehicle. OVTT, or access time, is the spent traveling to and from stops, waiting for vehicles,
and transferring between vehicles commonly associated with transit usage. These two components of
travel time can be targeted through TE strategies. For example, a strategy like transit signal prioritization
or dedicated bus lanes may reduce IVTT whereas increasing the frequency of transit vehicles or adding
additional stops could reduce OVTT. OVTT could include both the headway, or time between vehicles in
a transit system, and the amount of time it takes to reach an access point such as a bus stop or transit
terminal. Therefore, estimating OVTT could be as simple as looking at the scheduled time between
transit vehicles or could include the average time it takes a system user to reach a transit stop. This is
especially important in the evaluation of transit accessibility improvements. IVTT is entered into
TRIMMS as current and new travel time. OVTT is entered into TRIMMS as current and new access time.
Note, a strategy impacting travel times may impact either or both IVTT and OVTT depending on how it is
operationalized.
To calculate the benefits of a transit strategies, the following method can be applied:
1. Ensure that the appropriate regional parameters have been entered in the Parameters tab for
the scenario in TRIMMS.
2. Define the number of regional commuters affected. For some strategies, potential transit
commuters affected could be calculated as the number of residents that live within %-mile of
the current/proposed transit stops along a current or proposed corridor.
3. Operationalize the strategy impact within the Financial and Pricing Strategies ($) section or
Access and Travel Time Improvements (minutes) section within the Analysis worksheet.
a. For transit strategies that impact transit trip cost, enter the current transit trip cost,
estimated using the methods discussed above, into the public transit current trip cost
cell. Then enter the trip costs as effected by the strategy into the public transit new trip
cost cell. For transit strategies that do not impact trip cost, leave the cells in this section
blank.
b. For transit strategies that impact transit access times, determine the current and new
access time and enter it into the public transit current and new access time cells.
c. For transit strategies that impact transit travel times, determine the current and new
travel time and enter it into the public transit current and new travel time cells.
4. Run the analysis.
5. Examine the results.
An example transit strategy VMT calculation is provided in the Appendix in Section 8.3.1 Example Transit
Strategy Calculation.
5.4 Pricing Strategies
Based on EPA's experience to date, transportation pricing strategies that target single occupancy
vehicles tend to be among the most effective at reducing VMT with the co-benefits of reducing traffic,
cutting pollution, and encouraging transit alternatives.16 Pricing strategies are generally disincentives
for single occupancy vehicle driving and could include parking pricing, roadway tolls, and or dynamic
pricing schemes such as congestion pricing. Many past TEAM case studies partners have included pricing
strategies to explore options for alternative sources of revenue to make up shortfalls in funds available
16 See EPA's factsheet, Travel Efficiency Assessment Method: Key Takeaways from State and Local Case Studies to
Reduce Transportation Emissions, EPA-420-F-20-042, July 2020, available on the web at:
https://nepis.epa.gov/Exe/ZyPDF.cgi?p_ockey=P100ZN95.pdf.
Travel Efficiency Assessment Method (TEAM) User Guide
36
-------
U.S. Environmental Protection Agency
to support their transportation plans. Considerations of a specific price to apply for this type of strategy
should be based on what might be reasonable in the region.
5.4.1 Vehicle In-Use Pricing
Vehicle in-use pricing are a set of strategies that levy a distance-based fee on vehicle use. This kind of
program is expected to reduce single occupancy vehicle travel and encourage commuters to use other
forms of transportation, including public transit, carpool, or vanpool where costs are spread across
multiple riders. There are several different forms that a vehicle in-use pricing strategy may take, but
some strategies analyzed using TEAM include:
Facility or partial facility pricing: pricing on facilities (e.g., roads, bridges, tunnels) introduces
tolls on facilities that are currently free, or already have flat tolls. If flat tolls are already in place,
the introduction of increased or variable tolling is the key element of pricing strategy of interest.
Congestion pricing: motorists are charged a fee to use a specific facility or enter a defined zone
within a region during temporary or cyclic increases in demand, (e.g., London, Stockholm, and
Milan have implemented various zone-based pricing schemes).
Distance-based pricing: sometimes called VMT pricing or a mileage-based user fee, these fees
are distance-based fees levied on motorists for use of a roadway system. As opposed to tolls,
which are facility-specific and not necessarily levied strictly on a per-mile basis, these fees are
based on the distance driven on a defined network of roadways.
Other effects on vehicle marginal operating cost: this could include generic strategies indexed to
vehicle use such as pay-as-you-go insurance.
To calculate the benefits of a vehicle in-use pricing strategies, the following method can be applied:
1. Ensure that the appropriate regional parameters have been entered in the Parameters tab for
the scenario in TRIMMS.
2. Define the number of regional commuters affected. For vehicle in-use pricing strategies, some
research must be conducted to determine how, where, and to whom the in-use pricing strategy
will be applied. If commuter trips are included that will not be subject to pricing in the sketch
planning tool (e.g., the entire region when only trips to downtown will be priced) results will be
too high.
3. Enter the current trip cost for the affected trips. For simplification, the "current trip cost" field of
the "Financial and Pricing Strategies ($)" section of the Analysis Worksheet in TRIMMS can be
entered as "0" for the affected modes.
4. Determine and enter the new trip cost for the affected trips
a. For zonal pricing, this may take the form of a flat fee per trip within the zone; if so, this
could be as simple as entering the zonal pricing fee into "new trip cost" field of the
"Financial and Pricing Strategies ($)" section of the Analysis Worksheet in TRIMMS for
the affected modes.
b. For congestion pricing with a dynamic cyclic or demand-based effect, for simplification,
uses should consider deriving an average, activity-weighted new trip cost. For example,
if it is anticipated that, in a given day, 1000 vehicle trips will be subject to the base
congestion price and 500 vehicle trips will be subject to the peak congestion price, the
following simple weighting is proposed:
Travel Efficiency Assessment Method (TEAM) User Guide
37
-------
U.S. Environmental Protection Agency
new trip cost = ((1000 x $base) + (500 x $peak)) / (1000 + 500)
c. For distance-based pricing, the new trip cost may simply be entered as the average one-
way trip distance subject to the fee multiplied by the fee per mile,
new trip cost = miles per one-way trip x $/mile
5. Run the analysis.
6. Examine the results.
5.4.2 Parking Pricing
Parking pricing strategies directly impact the fees charged for using a parking space. Effective parking
pricing can provide numerous benefits including improved parking allocation, reduced traffic, and
promote alternative travel modes. This type of strategy could be operationalized broadly to apply to a
large geographic area or, more specifically, to a particular worksite, such as a college campus. It can also
be used to analyze increases to hourly parking rates or evaluate changes to parking permit fee
structures. Generally, a parking pricing strategy should be applied to an area or population with similar
parking pricing and/or facility type. For example, a parking pricing strategy may work best when
targeted to a specific area, like downtown parking structures, where parking prices are relatively
consistent versus when applied broadly across a region.
To calculate the benefits of a parking pricing strategies, the following method can be applied:
1. Ensure that the appropriate regional parameters have been entered in the Parameters tab for
the scenario in TRIMMS.
2. Define the number of regional commuters affected.
3. Enter the current parking cost for the affected trips. For simplification, the "current parking
cost" field of the "Financial and Pricing Strategies ($)" section of the Analysis Worksheet in
TRIMMS can be simplified as the average price per trip. This can be calculated as in a variety of
methods as noted above. Note, averaging parking or VMT pricing over a broad area for input to
a sketch planning tool, when many trips are not priced, overestimates mode shift.
4. Run the analysis.
5. Examine the results.
An example transportation pricing strategy VMT calculation is provided in the Appendix in Section 8.3.2
Example Transportation Pricing Calculation.
5.5 Land Use Strategies
Land use strategies are one of the most importantand one of the most complexmeans by which
regions can reduce VMT. Land use patterns affect how people travel, and therefore an area's geographic
size and density have an impact on emissions. Areas that are more compact will have shorter average
trip lengths and fewer vehicle trips. Supportive land use policies can provide for the commercial and
residential densities to enable transit to be viable and cost effective. While the TRIMMS sketch planning
tool includes land use strategies, EPA developed two land use analytical approaches to assess land use
impacts within a region for TEAM instead. These are identified as the Neighborhood Classification
approach and the Multivariate Elasticity approach. These analyses can be conducted outside of the
TRIMMS analysis and are discussed in greater detail in Section 8.2 Land Use Analysis of the Appendix.
Travel Efficiency Assessment Method (TEAM) User Guide
38
-------
U.S. Environmental Protection Agency
Land use strategies can encompass a wide variety of policies to improve environmental sustainability,
better adapt and mitigate climate changes, improve resilience to disasters, make development and
access to transportation more equitable, or other goals. For more information about land use
strategies, visit EPA's website at: https://www.epa.gov/smartgrowth. This page includes links to "About
Smart Growth" and "Examples of Smart Growth" in addition to many other topics.
5.6 Bicycle and Pedestrian Strategies
The two strategies relevant to TEAM in this category are: bicycle infrastructure expansion and
pedestrian infrastructure expansion. As noted earlier, the TEAM approach is not based on TRIMMS, but
instead on an off-model approach that EPA developed. This approach can be used to quantify the
impacts of building new bicycle and pedestrian infrastructure (e.g., bike lanes and sidewalks). Also, this
approach does not include the benefits of "soft" bicycle and pedestrian programs such as those that
promote awareness and education or those that provide amenities such as secure bike storage or
showering facilities. The approaches for these strategies are also limited in that they do not consider
qualitative aspects of the facility such as facility type (e.g., protected bike lanes versus shared lanes,
sidewalk versus mixed-use paths, etc.), facility quality (e.g., pavement condition, Americans with
Disabilities Act compliance, etc.). Areas interested bicycle and pedestrian strategies should consider how
these factors and other soft programs enhance the user experience and ultimately encourage bicycle
and pedestrian mode shift. Use the examples below to follow this spreadsheet analysis approach.
5.6.1 Bicycle Infrastructure Expansion
This approach is based on the research of Jennifer Dill and Theresa Carr that found that each additional
linear mile of bike lanes per square mile of city area is associated with an increase of roughly one
percentage point in the share of bike commuters, even after controlling for days of rain, automobile
ownership, and state spending on walking and cycling.17 Because the research on induced bicycle facility
demand is limited, VMT reduction results tend to be relatively small To calculate the benefits of bicycle
strategies, the following method can be applied.
1. Prepare data on total existing and future bicycle lane miles and total existing and future new
land area.
2. Calculate BAU and scenario bike lane miles per area (miles bike lane/sq. mile) and the percent
increase.
3. Use Dill and Carr elasticity to determine increase in bike mode share (1% increase for every 1
bicycle lane mile per square mile).
4. Determine the expected BAU cycling mode share.
5. Calculate the increase in cycling mode share resulting from the strategy.
6. Decrease mode shares for non-cycling modes to bring the total of all mode shares back to 100%.
To do this, assume that new bicycle trips are converted from other modes in proportion to the
BAU share of each mode.
7. Calculate trips reduced for non-cycling modes.
8. Calculate reduction in VMT for auto-modes using the average bicycle trip length:
a. For auto drive-alone, VMT reduced = trips reduced * bicycle trip length
17 Dill, Jennifer & Carr, Theresa. (2003). Bicycle Commuting and Facilities in Major U.S. Cities: If You Build Them,
Commuters Will Use Them. Transportation Research Record. 1828. 116-123. 10.3141/1828-14.
Travel Efficiency Assessment Method (TEAM) User Guide
39
-------
U.S. Environmental Protection Agency
b. For auto rideshare, VMT reduced = trips reduced / carpool occupancy * bicycle trip
length
An example calculation using the steps above is provided in the appendix in section 8.3.1 Example
Bicycle Strategy Calculation.
5.6.2 Pedestrian Infrastructure Expansion
To calculate the benefits of pedestrian strategies, the following method can be applied.
Prepare data on total existing and future facility miles.
Calculate the percent change in facility miles from existing to future strategy scenario.
Multiply the percent increase in facility miles by the elasticity value of 0.27 for walk commuters
with respect to walk route miles per 10,000 miles to determine the percent increase in
pedestrian commuters.18
Determine the BAU walking mode share.
Calculate the increase in walking mode share resulting from the strategy: the percent change in
the number of walk trips per 10,000 miles from the BAU case to the strategy case.
Adjust mode shares for non-walk modes downwards to bring the total of all mode shares back
to 100%. To do this, assume that new walking trips are converted from other modes in
proportion to the BAU share of each mode.
Calculate trips reduced for non-walk modes.
Calculate reduction in VMT for auto-modes using the average walk trip length:
o For auto drive-alone, VMT reduced = trips reduced * walk trip length
o For auto rideshare, VMT reduced = trips reduced / carpool occupancy * walk trip length
An example calculation using the steps above is provided in the appendix in section 8.3.2 Example
Pedestrian Strategy Calculation.
5.7 Process Sketch Planning Results
In this step, changes in travel activity from the selected strategies are calculated. Results from this step
are BAU VMT and trips, Scenario VMT and trips, and change in VMT and trips by mode. EPA
recommends exporting the results from the sketch planning tool exercise to a spreadsheet. Doing so will
allow results from different strategies to be adjusted and combined and will help with later emissions
analysis. If multiple different geographies were used for the strategies, VMT reductions can be
quantified for each sub-population or sub-geography. The post-processing spreadsheet will allow VMT
reductions across the entire region and population to be summed, to calculate VMT reductions relative
to total regional VMT.
Recall that TRIMMS produces 3 tables in the Results worksheet:
Baseline - reflects the values with the parameters, as defined on the Parameters worksheet, but
without the strategy implemented. This represents the BAU values for the TEAM analysis.
Final - reports the estimated new mode share, counts of trips, and counts of VMT with the
strategy implemented. This represents the Scenario values for the TEAM analysis.
18 Bartholomew, Keith and R. Ewing. (2009). Land Use-Transportation Scenarios and Future Vehicle Travel and Land
Consumption: A Meta-Analysis. Journal of the American Planning Association, 75 (1), 13-27.
Travel Efficiency Assessment Method (TEAM) User Guide
40
-------
U.S. Environmental Protection Agency
Change - provides the difference between "Final" and "Baseline" table values to gauge the
impact on travel behavior of the selected strategy.
Figure 12. Example TRIMMS Results
Baseline
One-Way Trips
VMT
Mode
Sh are
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
77.7%
777
433
345
4,680
2,606
2,074
Auto-Rides ha re
10.9%
109
61
48
440
245
195
Vanpool
1.1%
11
6
5
14
8
6
Public Transport
1.7%
17
9
7
4
2
2
Cycling
1.8%
18
10
8
41
23
18
Walking
2.4%
24
13
11
17
9
8
Other
4.4%
44
25
20
341
190
151
Total
100.0%
1,000
557
443
5,538
3,083
2,454
Final
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
76.6%
761
424
337
4,584
2,552
2,031
Auto-Rides ha re
10.8%
108
59
48
435
240
195
Vanpool
1.0%
10
6
5
14
8
6
Public Transport
2.8%
28
14
14
7
4
4
Cycling
1.8%
18
10
8
41
23
18
Walking
2.4%
24
13
11
17
9
8
Other
4.5%
44
25
20
341
190
151
Total
100.0%
994
551
442
5,439
3,026
2,413
Change
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
-1.1%
-16
-9
-7
-96
-54
-43
Auto-Rides ha re
-0.1%
-1
-1
0
-5
-5
0
Vanpool
0.0%
0
0
0
0
0
0
Public Transport
1.1%
11
5
6
3
1
2
Cycling
0.0%
0
0
0
0
0
0
Walking
0.0%
0
0
0
0
0
0
Other
0.0%
0
0
0
0
0
0
Total
0.0%
-6
-6
-1
-99
-58
-41
Though the TRIMMS results tables provide many interesting datapoints such as mode share and peak
and off-peak distributions, this additional information is not directly used for a TEAM analysis. As noted,
TRIMMS results all represent daily values (i.e., daily trips, and daily VMT), therefore, TRIMMS results
values should be multiplied by 365 to scale to annual results. TEAM primarily uses the Total VMT values
from TRIMMS for the later emissions analysis. Therefore, a post processing spreadsheet for a single
scenario could be as simple as the example on Table 8. Example Annual VMT Results Spreadsheet
(available on the next page) that compares the BAU and scenario VMT, by mode, alongside the change
between the BAU and scenario expressed in VMT and percent change in VMT.
Travel Efficiency Assessment Method (TEAM) User Guide
41
-------
U.S. Environmental Protection Agency
Table 8. Example Annual VMT Results Spreadsheet
Scenario:
Scenario 1
Commuters Affected:
500
Mode
BAU Total VMT
Scenario Total VMT
Change Total VMT
Percent Change VMT
Auto-Drive Alone
1,708,183
1,673,029
-35,154
-2.06%
Auto-Rideshare
160,728
158,887
-1,842
-1.15%
Vanpool
5,087
5,029
58
-1.15%
Public Transport
1,603
2,655
1,052
65.66%
Cycling
14,965
14,965
-
0.00%
Walking
6,205
6,205
-
0.00%
Other
124,465
124,465
-
0.00%
Total
2,021,370
1,985,235
-36,135
-1.79%
A results table provides an opportunity to perform a basic check on the VMT values produced by
TRIMMS. If the scenario is applied to the entire region and the user knows the light-duty VMT for their
region, the user could sum the Total VMT values of the TRIMMS light-duty modes (Auto-Drive Alone,
Auto-Rideshare) to compare the values. If there is deviation between the TRIMMS light-duty VMT and
known VMT, a simple ratio correction can be applied to the TRIMMS values. This same VMT scaling
factor can be applied to other VMT estimates produced by TRIMMS.
If the purpose of the analysis is simply to consider VMT effects, the user would have these results at this
point in the process. However, if the aim of the analysis is to explore the impact of TE strategies on
regional emissions, continue onto Section 6 Estimate Emissions Impacts Using MOVES.
At the end of Step 3 the user should have:
VMT results by strategy by mode.
Travel Efficiency Assessment Method (TEAM) User Guide
42
-------
U.S. Environmental Protection Agency
6 Estimate Emissions Impacts Using MOVES
Depending on the purpose of the analysis, users may want to estimate the potential emissions impacts
resulting from in changes in VMT and mode shares of the selected TE strategies. The emissions analysis
in TEAM may be a useful exercise for areas that want to assess the effect of TE strategies to mitigate air
quality issues. This section discusses how users can use EPA's MOVES model to develop representative,
composite emission rates for the region of interest.
In this optional step, users will:
Prepare and run EPA's MOVES model,
Obtain output data from the model, and
Work with the MOVES output data to calculate composite emission rates.
6.1 Introduction to MOVES and Options for Analysis
MOVES is EPA's state-of-the-science model for estimating air pollution emissions from mobile sources
under a wide range of user-defined conditions. MOVES incorporates analysis of millions of emission test
results and considerable advances in the EPA's understanding of vehicle emissions. MOVES can estimate
emissions from running and evaporative processes as well as brake and tire wear emissions for all types
of onroad vehicles across multiple geographic scales for any part of the country, except California.
MOVES is EPA's best tool for estimating GHG emissions from onroad mobile sources. EPA's MOVES
model can be used to estimate emissions of air pollutants from onroad vehicles directly or to develop
emission rates that can be used to create an inventory of air pollutants outside of the model. MOVES
can be used to calculate emission rates for future years. For TEAM, users should develop regionally
representative emission rates.
Travel Efficiency Assessment Method (TEAM) User Guide
43
-------
U.S. Environmental Protection Agency
This user guide reflects MOVES3, the latest version of the model, and refers to "MOVES" to mean this
version unless otherwise noted.19 EPA periodically updates the MOVES model to account for revisions
to emissions, vehicle emission standards, and fuel economy standards as well as other new information.
Some experience with emissions modeling is necessary to conduct the MOVES analysis. This portion of
the TEAM user guide assumes familiarity with running MOVES and is not intended to serve as a teaching
guide. EPA has documentation that can help new users, including the MOVES Technical Guidance, that
covers aspects of using the model detail.20 In addition, EPA has developed a MOVES training course.
Materials for this course can be downloaded from EPA's MOVES training webpage and used as a self-
guided course.21
Many state and local air quality agencies may already be familiar with MOVES, as it is currently used
across the country, except in California, to develop onroad emission inventories of transportation-
related criteria pollutants and their precursors.22 These criteria pollutant inventories are needed either
for state air quality plans (state implementation plans, or SIPs) or transportation conformity
determinations, and existing EPA guidance describes how and when to use MOVES for these regulatory
purposes.23 If the TEAM analysis is being conducted in an area with experience with the MOVES model,
some or all of the information needed to conduct the modeling may be readily available. This will ensure
emission rates and emissions reductions are consistent with other regional analyses.
To perform the emissions analysis in MOVES, there are three main steps:
1. The user must first set up a run specification or RunSpec. The RunSpec is produced by filling out
the various panels of the MOVES graphic user interface (GUI) and serves to specify the
characteristics of the region, analysis years, etc. to be modeled in MOVES.
2. If local data is available, users will enter regionally specific data through the "county data
manager". If no local data is available, MOVES will use default data in the emissions calculation.
3. Last, users will run the model and process results and obtain emission rates using a post-
processing script.
There are multiple ways to use MOVES to develop emission rates for use in a TEAM analysis, and there
are tradeoffs with the different approaches. The following sections explores how MOVES can be run and
provides recommendations for selections in MOVES user interface panels.
6.1.1 Calculation Type Options
MOVES has two calculation types - Inventory or Emissions Rates.
19 The latest version of the MOVES model is available at https://www.epa.gov/moves/latest-version-motor-yehjcle-
emission-simulator-moves. EPA recommends using the latest MOVES model for a TEAM analysis to take
advantage of the latest information EPA has about emissions.
20 EPA's M0VES3 Technical Guidance and other useful MOVES documentation can be found at
https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves.
21 See EPA's website at: https://www.epa.gov/moves/moyes-training-sessions
22 Onroad emissions include those emissions that result from the operation of on-highway vehicles such as
passenger cars and trucks, commercial trucks, buses, motorcycles, and motorhomes. Transportation-related
criteria pollutants are carbon monoxide (CO), ozone, nitrogen dioxide (N02), and particulate matter (PM25 and
PMio).
23 Available at http$://nepi$.epa.gov/Exe/ZyPPF,cgj?Pockey=P1010LY2.pdf.
Travel Efficiency Assessment Method (TEAM) User Guide
44
-------
U.S. Environmental Protection Agency
Inventory: MOVES using Inventory produces emission totals, and emission rates can be
generated from the results using a post-processing script. This method is simpler and may be
preferable when the user wants to minimize manually managing and processing large MOVES
output datasets and thus avoid inadvertent errors. Another advantage of the inventory
calculation type is shorter model run times.
Emissions Rates: With Emission Rates, MOVES output data include emissions per unit of distance
for running emissions, emissions per vehicle or per start for start emissions, and emissions per
vehicle or per idle hour for hotelling emissions. The output dataset is generally very large and
must be post-processed to generate average emissions rates for use in TEAM.
EPA recommends using the Inventory calculation type and using EPA developed post-processing scripts
to develop emission rates for TEAM analysis.
6.1.2 Options for Selecting the Modeling Domain/Scale in MOVES for TEAM Analysis
MOVES allows users to analyze mobile emissions at various scales. For a TEAM analysis, users have two
options for defining the Domain/Scale in MOVES: Default Scale and County Scale.
Default Scale uses the national and county-level default information in MOVES to calculate
inventories at the national, state, or county level.24 The user can select one or more counties
(and counties can be in different states) in the Geographic Bounds panel. The Default Scale may
be most helpful when access to local data inputs are limited. At this scale, the user does not
need to create or supply inputs. Because this scale relies on MOVES default data to perform
inventory calculations, it provides less regionally representative emission rates.
County Scale relies on local data that the user imports through the County Data Manager to
model the emission from a single county. This scale allows users to define inputs specific to their
region such as vehicle population and age distribution, meteorological conditions, and policies
such as vehicle inspection and maintenance (l/M) programs or summer fuel formulations, etc.
Providing local data significantly improves the precision of the emission rates produced for
TEAM analysis.
Either the Default or County scale can be used to develop emission rates for TEAM analysis. The choice
can be made based on the availability of local data as well as the amount of time and interest there is on
getting a more precise or representative emissions result.
6.1.2.1 Default Scale
For a TEAM analysis, MOVES may be used at the Default scale, however, users should understand the
tradeoffs of estimates based on the Default scale. The Default scale is simple and convenient for
developing emission rates for TEAM analyses. As noted above, the Default scale allows the user to
model the entire nation or any smaller geographic region. Similarly, this scale allows the user to
simultaneously model more than one geographic region (i.e., multiple counties or multiple states). The
Default scale also allows the user to model more than one year in one model run. However, this
24 In previous versions of MOVES, "Default Scale" was called "National Scale." EPA has changed the name of this
scale to better describe the attributes of this scale (as it can be used to model states and counties in addition to
the entire country by using built-in default data).
Travel Efficiency Assessment Method (TEAM) User Guide
45
-------
U.S. Environmental Protection Agency
convenience comes at the cost of significantly reduced precision of local analysis. A Default scale
analysis relies primarily on MOVES default data for data inputs. Default data are typically not the most
current or best available information for any specific county. Users should consider the application of
the analysis when selecting the Default scale for a TEAM analysis.
There may be instances when estimates using the Default scale will be sufficient for a user's purpose.
For example, because the user does not have to input local data, the Default scale may help new users
become familiar with the model. The Default scale may be sufficient for users in areas that are not
already using MOVES for other purposes (e.g., SIP and conformity, etc.). In addition, the Default scale
may be helpful as a screening analysis to inform more detailed subsequent analyses, or for some types
of comparative, where the relative difference in emissions between different scenarios is more
important than the precision of the absolute level of emissions. In summary, the Default scale utilizing
MOVES default database information produces a less precise estimate of onroad emissions but may be
sufficient for many applications of TEAM and be a simpler method of deriving emission rates to estimate
the emissions impacts of TE strategies.
6.1.2.2 County Scale
A TEAM analysis may also be conducted using the County Scale. As noted, the County Scale relies on
local data that the user imports through the County Data Manager to model the emission from a single
county. Because this scale allows users to define inputs (vehicle age distribution, fuel type, l/M) specific
to their region, the resultant emissions and emission rates may be more representative of the vehicle
fleet within the area whereby improving the precision of the TEAM analysis. County scale data inputs
may already be available in areas already using MOVES. However, collecting these data inputs from
scratch may be a difficult and labor-intensive process.
6.1.3 Options for Selecting the Appropriate Geographic Bounds in MOVES for TEAM Analysis
Since the purpose of this step is to develop representative emission rates for the region of interest,
there is flexibility regarding the "geographic bounds" selection in MOVES. In MOVES, selections in the
Geographic Bounds panel allows the user to define the region to model.
If the area is larger or smaller than one county, it is reasonable to select a single county that represents
the geography of the analysis. For regions entirely within a single county, that county should be
selected.
For both domain/scale options, Default and County, discussed above the selection options in this panel
are the same. Begin by selecting the state in which the analysis is being conducted, then select the
representative county and click "Add".
6.1.4 Options for Selecting Onroad Vehicles in MOVES for TEAM
The focus of a TEAM analysis is to estimate the effect of a TE strategy primarily on personal passenger
vehicles. In MOVES, vehicles are classified into "source types", which are groups of vehicles with similar
activity and usage patterns. Since TRIMMS provides VMT and trip counts by modes that that do not
directly align with the vehicle types in MOVES, emission rates are derived by combining MOVES vehicle
types and fuel types to match the TRIMMS modes. For emissions analysis in TEAM, MOVES source types
can be mapped to the VMT and trip changes for the modes in TRIMMS per the table below.
Travel Efficiency Assessment Method (TEAM) User Guide
46
-------
U.S. Environmental Protection Agency
Table 9. MOVES Onroad Vehicle Source Types Mapped to TRIMMS Modes for Emissions Analysis
Source Type ID
Source Type
TRIMMS Mode
21
Passenger Car
Auto-Drive Alone
Auto-Rideshare
31
Passenger Truck
32
Light Commercial Truck
Vanpool
As depicted in the table above, the TRIMMS mode categories auto drive alone and auto rideshare, can
be represented by composite emission rates calculated from the MOVES model's output for passenger
cars and passenger trucks. For the TRIMMS vanpool mode category, users can use emission rates for
MOVES vehicle type light commercial trucks.
6.1.5 Options for Selecting Pollutants and Processes in MOVES for TEAM
MOVES can provide onroad vehicle emissions for many pollutants including criteria air pollutants,
greenhouse gases, and air toxics. If the TEAM analysis is for a nonattainment or maintenance area for
one or more criteria pollutants, it would make sense for those pollutants and their precursors to be
selected in this panel. EPA's TEAM analyses to date have focused on carbon dioxide equivalents (C02e),
oxides of nitrogen (NOx), particulate matter 2.5 micrometers and smaller (PM2.5), and volatile organic
compounds (VOC). TEAM users could choose these pollutants if they want to compare their results to
other TEAM case studies that EPA has done.
6.2 Setting Up the RunSpec for TEAM
This section introduces how to set up a RunSpec for TEAM but is not intended to provide specific steps
for creating the RunSpec files, input databases, or use of MOVES. Please refer to the MOVES3 Technical
Guidance that cover each of these topics in greater detail.25
In MOVES, the selections and inputs are implemented through a RunSpec file. In this step the user
selects analysis year(s), geographical area, source types, etc. to be included in the modeling. These
elements are defined in a series of panels in the MOVES GUI. When setting up a County Scale RunSpec
for a TEAM analysis, the following selection are recommended:
1. Scale Panel: Select "Onroad" model and either "Default Scale" or "County" for domain/scale
depending on data availability. Calculation type should be specified as "Inventory" (see Section
6.1.1 above).
2. Time Spans Panel: Select the inventory year (e.g., 2040 for emissions related to the
BAU/Scenario out year), all months, both day types (weekday/weekend), and all hours to ensure
the inventory includes the entire year.
3. Geographic Bounds Panel: Select the county containing the region or which reasonably
represents the region to which the strategies will be applied in the Geographic Bounds panel.
4. Onroad Vehicles Panel: Select and add the Passenger Car, Passenger Truck, and Light
Commercial Truck source use types.
5. Road Type Panel: Select all the road types. Always select Off-Network to include calculation of
emissions from engine starts from parked vehicles.
6. Pollutants and Processes Panel: Select all pollutants and processes of concern (such as C02e,
NOx, PM2.5, and VOC). (See Section 6.1.5, Options for Selecting Pollutants and Processes in
25 Available at httpsV/www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-movestfguidance.
Travel Efficiency Assessment Method (TEAM) User Guide
47
-------
U.S. Environmental Protection Agency
MOVES for TEAM). If PM2.5 is of interest, then in addition to PM2.5 exhaust, PM2.5 brake wear
and PM2.5 tire wear should be selected on this panel as well. Similarly, for PM10, select PM10
exhaust, PM10 brake wear, and PM10 tire wear.
7. General Output Panel: Choose units for emissions and distance. EPA recommends choosing
"grams" and "miles" for these units. EPA also recommends selecting "Distance Travelled" and
"Population" under the "Activity" heading.
8. Output Emissions Detail Panel: Choose "Year" for the time period to get annual results for
easier post-processing.
9. Create Input Database Panel: Only used if user selects County Scale in Scale Panel. Not used if
user selects Default Scale in Scale Panel.
10. Advanced Features Panel: This panel is not needed and should be skipped.
6.3 Using the County Data Manager to Enter Local Data
As noted in Section 6.1.2 Options for Selecting the Modeling Domain/Scale in MOVES for TEAM Analysis,
when available, using local data can provide more regionally representative emission rates for a TEAM
analysis. If the user has selected the County Scale modeling domain and has completed the RunSpec in
MOVES, the next step of the analysis is to enter local data into the County Data Manager (CDM) (see
Figure 13. MOVES County Data Manager (CDM)). Note, entering local data via the CDM is not needed if
the Default scale is selected.
Travel Efficiency Assessment Method (TEAM) User Guide
48
-------
U.S. Environmental Protection Agency
Figure 13. MOVES County Data Manager (CDM)
MOVES County Data Manager
Hotelling ' Q Idle @ l/M Programs ' ฉ Retrofit Data ฉ Generic [ Tools
ฉ Road Type Distribution j @ Source Type Population [ ฉ Starts
X
Vehicle Type VMT
RunSpec Summary Database ฉ Age Distribution \ ฉ Average Speed Distribution ' ฉ Fuel @ Meteorology Data
Select or create a database to hold the imported data.
Server: localhost
Refresh
Database: TEAM_example_in
Create Database
Log:
Clear All Imported Data
Database
Done
The CDM is used to enter local data to describe the characteristics of the area of analysis including
aspects of the vehicle fleet such as vehicle populations, ages, activity, and other regional attributes such
as meteorology and regional fuels. For a typical TEAM analysis using the county scale, the user should
enter information that applies to the entire county into the CDM. For more information on data needs
and entering data into the CDM, see the MOVES Technical Guidance.26 The EPA developed MOVES
training course also provides step-by-step instructions for entering data into the CDM27. In this step,
users should enter the various input data required for a County Scale MOVES runs.28
26 EPA's MOVES3 Technical Guidance and other useful MOVES documentation can be found at
https://www.epa.gov/moves/latest-version-motor-vehicle-emission-simulator-moves.
27 See EPA's website at: https://www.epa.gov/moves/moves-training-sessions
28 All input data will need to be processed into the correct format for each table and imported into MOVES. The
County Data Manager can provide templates for each data table, but data formatting is not discussed in this user
guide. More information about how these inputs are developed can be found in Section 4 of the M0VES3
Technical Guidance.
Travel Efficiency Assessment Method (TEAM) User Guide
49
-------
U.S. Environmental Protection Agency
6.4 Running MOVES and Deriving Average Emission Rates for TEAM
MOVES can be run once the input database is complete. Emission rates can be derived by running a
ready-made post-processing script for converting MOVES output to emission rates after the MOVES run
has completed. The script requires that users select the inventory calculation type in the Domain/Scale
options in the Scale Panel and the "Distance Traveled" check box under the "Activity" heading in the
General Output Panel when setting up the RunSpec. This script produces a table, called "movesrates", in
the output database which reports onroad emission results in units of mass per distance. This emission
factors are produced by joining the activity table with the inventory output results and performing a
simple calculation.
This script combines emissions from running, starts, and evaporative processes into a single emissions
quantity and divides it by VMT. The result is a single grams per mile (g/mi) emissions rate for each of
the selected pollutants. This script provides a useful "back of the envelope" calculation of fleet average
emissions and differences in average emissions by source type.
To access this script and apply it to a MOVES output database, first open MOVES and select the output
database using the General Output panel Database dropdown.
Figure 14. MOVES Graphic User Interface - General Output Panel
Cf MOVES-ID tS598S92480<*l2$6l3 - D X
Action Post Processing Tools Sellings Help
Description (Att*1)
Scale
Time Spans
Geographic Sounds
Onroad Vehicles
Road Type
Pollutants and Proce*
Output Emissions De
Create Input Databa&<
Advanced Features
General Output
Output Database
Server;
Database: bastropJP04C(_o
-------
U.S. Environmental Protection Agency
Figure 15. MOVES Post Processing Script Menu
O MOVES - ID 1859859248006126613 ~ X
file Ed" Action postprocessing Tools Settings Help
Run MySQL Script on Onroad Output Database
Descrte
ฆ Run MySGL Scr:p: on f+ontosd Output Oal*ba-.o
General Output
Produce Summary Report
Sea e
Time Spans
Geographic Bounds
Output Database
Onroad Vehicles
Server:
Refresh
Road Type
Database: bastrop_2040_out
* Create Database...
Pollutants and Procej
Units
Activity
Mass Units: Grams j ~ |
I fitstnnce Traveled
Output Emissions De
Create input Dalabas<
Energy Units: Joules *
Distance Units: Miles ~
i Source Hours
D Hotelling Hours
J Source Hours Operating
Advanced Features
Source Hours Parked
Q Population
.11 Starts
Ready to run...
Output Emissions D*
Create Input Databas.
Advanced Features
General Output
Then select EmissionRates.sql in the dropdown and click OK.
Figure 16. MOVES Emission Rates Post Processing Script
file Edit Action Post Processing Tools Settings Help
H5 Description (AK+1)
Scale
pS Time Spans
Geographic Bounds
Onroad Vehicles
Road Type
Pollutants and Proce;
Output Database
Refresh t
Create Database...
Select output processing script
EmissionRatessqt
Distance Units: Miles
vrty
Distance Traveled
i Source Hours
. Hotelllng Hours
Source Hours Operating
Source Hours ParXed
Population
Starts
The script creates a "movesrates" table that will now be available in the output database specified in the
General Output panel. Users can access this table using MySQL Workbench or MariaDB to review and
export the table for use in further analysis.
Travel Efficiency Assessment Method (TEAM) User Guide
51
-------
U.S. Environmental Protection Agency
Table 10. Example Emission Rates from "EmissionRates.sq
yearlD
countylD
pollutantID
sourceTypelD
activity
emissionRate
massUnits
distanceUnits
2040
48453
110
21
2768159
0.002
g
mi
2040
48453
98
21
2768159
198.736
g
mi
2040
48453
87
21
2768159
0.005
g
mi
2040
48453
3
21
2768159
0.020
g
mi
2040
48453
110
31
878879
0.003
g
mi
2040
48453
98
31
878879
243.789
g
mi
2040
48453
87
31
878879
0.006
g
mi
2040
48453
3
31
878879
0.048
g
mi
2040
48453
110
32
223855
0.003
g
mi
2040
48453
98
32
223855
283.852
g
mi
2040
48453
87
32
223855
0.009
g
mi
2040
48453
3
32
223855
0.047
g
mi
2040
48453
110
42
3950
0.011
g
mi
2040
48453
98
42
3950
1335.720
g
mi
2040
48453
87
42
3950
0.050
g
mi
2040
48453
3
42
3950
1.008
g
mi
script2
Table 10, above, is a simplified version of what would be produced from the output database of a
MOVES run of a TEAM analysis. It includes the primary data that is available. The column labeled
"emissionRate" provides a gram per mile for each pollutant included in the analysis. For example, for
light commercial trucks (sourceTypelD = 32), the C02e (pollutant ID = 98) emission rate is 283.852 g/mi.
Based on "Table 9. MOVES Onroad Vehicle Source Types Mapped to TRIM MS Modes for Emissions
Analysis," this emission rate for light commercial trucks can be used for vanpools. That is, the C02e
emission rate for Vanpools is 283.852 g/mi.
For TRIMMS modes that are mapped to more than one MOVES source type, such as Auto-Drive Alone
which is mapped to both the passenger car and passenger truck source types, the composite emission
rate is a simple activity-weighted average for each pollutant. Using the data in Table 10, above, the
C02e emission rate emission rate for Auto-Drive Alone is:
( (
activity
(source type
ID 21)
X
emissionRate
(sourcetype 21,
pollutant ID 98)
) + (
activity
(source
type ID 31)
X
emissionRate
(sourcetype
21, pollutant
ID 98)
))/(
( ( 2768159 mi X
= 209.593 g/mi
198.736 g/mi ) + ( 878879 mi X 243.789 g/mi ) ) / (
activity sum
(source type
ID 21+ 31)
2768159 mi
+ 878879 mi
Using the values in Table 10 above, the following emission rates table can be constructed:
29 Note, data in this table is for illustrative purposes only, and some rows and columns generated by the post
processing script have been omitted for easy viewing of the table. The pollutantID and sourceTypelDs can be
found on the "MOVES3 Onroad Cheat Sheet" found at:
https://github.com/USEPA/EPA MOVES Model/blob/master/docs/MOVES3CheatsheetOtiroad,pdf.
Travel Efficiency Assessment Method (TEAM) User Guide
52
-------
U.S. Environmental Protection Agency
Table 11. Example Outyear Emission Rates by TRIMMS Mode for Selected Pollutants
TRIMMS Mode
Emission Rates (g/mi)
PM2.5
C02e
VOCs
NOx
Auto (Auto-Drive Alone and Auto-Rideshare)
0.002
209.593
0.005
0.026
Vanpool
0.003
283.852
0.009
0.047
Transit
0.011
1335.72
0.050
1.008
At the end of Step 4, the user should have:
A set of emission rates by mode and pollutant.
Travel Efficiency Assessment Method (TEAM) User Guide
53
-------
U.S. Environmental Protection Agency
7 VMT and Emission Results
The result of the emissions modeling is the calculation of total emissions for each scenario, assembled
from both the emission rate outputs and VMT modeling results. This calculation can be done in an off-
model spreadsheet. The emission reductions can be shown as absolute values but are typically
presented as relative emission reductions. This more clearly illustrates the comparison to the BAU case
and across strategies.
If Step 3 and Step 4 have been completed, the user should have:
VMT impacts, by mode, for the BAU and strategies
Emission rates by mode and pollutant.
The next section will help the user to combine the VMT impacts and emission rates, explain the results,
and provides suggestions for taking TEAM even further.
7.1 Combining VMT and Emissions Results
Total emissions, by pollutant, are computed as the product of the VMT values for emission rates in g/mi
using the relationships in Table 9. MOVES Onroad Vehicle Source Types Mapped to TRIMMS Modes for
Emissions Analysis. Using the VMT values from Table 8. Example Annual VMT Results Spreadsheet,
recreated below, and emission rates from Table 11. Example Outyear Emission Rates by TRIMMS Mode
for Selected Pollutants, the following types of results table can be developed for a scenario. Since this
portion of the TEAM analysis is concerned with emissions, zero-emission modes, like cycling and
walking, are excluded from these tables.
Travel Efficiency Assessment Method (TEAM) User Guide
54
-------
U.S. Environmental Protection Agency
Table 12. Example Annual VMT Results Spreadsheet (repeat of Table 8.)
Scenario:
Scenario 1
Commuters Affected:
500
Mode
BAU Total VMT
Scenario Total VMT
Change Total VMT
Percent Change VMT
Auto-Drive Alone
1,708,183
1,673,029
-35,154
-2.06%
Auto-Rideshare
160,728
158,887
-1,842
-1.15%
Vanpool
5,087
5,029
58
-1.15%
Public Transport
1,603
2,655
1,052
65.66%
Cycling
14,965
14,965
-
0.00%
Walking
6,205
6,205
-
0.00%
Other
124,465
124,465
-
0.00%
Total
2,021,370
1,985,235
-36,135
-1.79%
Table 13. Example BAU Annual Light-Duty Emissions Results (in grams) Table
Scenario:
Scenario 1
Commuters Affected:
500
Mode
BAU Total VMT
PM2.5
C02e
VOCs
NOx
Auto-Drive Alone
1,708,183
3,416
358,023,185
8,541
44,413
Auto-Rideshare
160,728
321
33,687,521
804
4,179
Total
1,868,911
3,737
391,710,706
9,345
48,592
Table 14. Example Scenario Annual Light-Duty Emissions Results (in grams) Table
Scenario:
Scenario 1
Commuters Affected:
500
Mode
BAU Total VMT
PM2.5
C02e
VOCs
NOx
Auto-Drive Alone
1,673,029
3,346
350,655,174
8,365
43,499
Auto-Rideshare
158,887
318
33,301,504
794
4,131
Total
1,831,916
3,664
383,956,678
9,159
47,630
Table 15. Example Change in Annual Light-Put
/ Emissions Results (in grams) Table
Scenario:
Scenario 1
Commuters Affected:
500
Mode
Total VMT
PM2.5
C02e
VOCs
NOx
Auto-Drive Alone
-35,154
70
7,368,011
176
914
Auto-Rideshare
-1,842
4
386,018
9
48
Total
-36,996
74
7,754,029
185
-36,996
In summary, the effect of scenario 1, affecting 500 commuters, is estimated to reduce light-duty VMT by
36,996 miles and avoid 74 grams of PM2.5, 7.75 metric tons of C02e, 185 grams of VOCs and 36,996
grams of NOx.
Travel Efficiency Assessment Method (TEAM) User Guide 55
-------
U.S. Environmental Protection Agency
7.2 Interpreting Results
Results for strategies applied to subareas or specific population can examined both at this smaller scale
and more broadly at the regional level. This allows the relative effectiveness of strategies to be directly
compared. The value of the results for a subarea and sub-regional populations can be obscured when
results are reported at the regional scale. The corresponding percent VMT and emission reductions are
often relatively small when compared to the VMT of the entire region. For example, a strategy that
reduces VMT by 2% among 10% of the regional population will reduce total regional VMT by just 0.2%.
However, VMT and emission reductions can be significant for the sub-geography or affected population
covered by a strategy and thus valuable to consider for implementation, even if the reductions are
minor at the regional level. For example, a parking pricing strategy may reduce VMT by 11.4% for the
affected population, but regional VMT may only be reduced by 2%. In general, contextualizing the
results both within the sub-region/affected population at the regional level is useful to see the effect of
the strategy or strategies.
7.3 Comparing Results to Other Studies
It can be useful to benchmark TEAM results against the findings of other studies to see if they are of a
similar magnitude. EPA's previous TEAM analyses can be used for this purpose and results can be found
in the following documents, available on EPA's Travel Efficiency website:
Potential Changes in Emissions Due to Improvements in Travel Efficiency - This report
contains an analysis of various strategies across several urban clusters in the U.S. Results can
be compared against results estimated for urban regions similar to the selected region in
population and transit availability.
Estimating Emission Reductions from Travel Efficiency .Strategies: Three .Sketch Modelling
Case .Studies - This report contains an analysis of strategies in Tucson, Arizona; Boston; and
Kansas City using the TEAM approach.
Applying TEAM in Regional Sketch Planning: Three Case .Studies in Atlanta, Orlando, St. Louis
- This report contains an analysis of strategies in Atlanta, Orlando, and St. Louis using the
TEAM approach in its current iteration.
Applying TEAM in Regional Sketch Planning: A Case Study in Austin, Texas - This report
examines the application of TEAM, in partnership with the Capital Area Council of
Governments, to estimate the travel activity, emissions, and greenhouse gas impacts of
potential travel efficiency scenarios in Austin, Texas.
Applying TEAM in Regional Sketch Planning: A Case Study in Pittsburgh, Pennsylvania This
report examines the application of TEAM, in partnership with the Southwestern
Pennsylvania Commission, to estimate the emissions, and greenhouse gas impacts of
potential travel efficiency scenarios in Pittsburgh, Pennsylvania.
Applying TEAM in Regional Sketch Planning: Four Case Studies in Puget Sound. WA:
Champaign, III: Lake Charlies, LA: State of Connecticut - This report documents 4 case studies
of the application of TEAM (Travel Efficiency Assessment Method) to estimate the travel
activity and emissions impacts of potential travel efficiency scenarios. The case studies
provide a useful planning resource for modeling and estimating greenhouse gas and criteria
air pollutant emission inventories and calculating emission reductions possible from the
implementation of future travel efficiency strategies.
Travel Efficiency Assessment Method (TEAM) User Guide
56
-------
U.S. Environmental Protection Agency
8 Appendix
8.1 Potential Data Sources for Conducting a TEAM Analysis
The table below lists potential sources of demographic and travel data for use in a TEAM analysis.
Table 16. Potential Data Sources for Conducting a TEAM Analysis
Data Resource
Authors
Information Offered
National Personal Transportation
Survey (NPTS)
U.S. Department of
Transportation, Bureau of
Transportation Statistics
The NPTS is a household travel
survey conducted every five
years that provides data on the
amount and nature of personal
travel in the U.S.
State and Metropolitan Area
Data Book
U.S. Census Bureau
Summary of socioeconomic and
demographic data for regions,
census divisions, states, standard
consolidated areas and SMSAs
for selected years. Data are
derived from censuses and
various other federal government
and private sources.
City and County Data Book
U.S. Census Bureau
Summary of socioeconomic and
demographic data for counties
and cities for selected years. Data
are derived from censuses and
various other federal government
and private sources.
Commuting in America - A
National Report on Commuting
Patterns and Trends
The American Association of
State Highway and
Transportation Officials
Describes patterns in commuting
over the past 30 years, including
changes that have occurred that
affect current transportation
policy. Includes many statistics
related to commuting, including
number of workers, relationships
between urban development and
commuting behavior, and mode
of travel to work.
Travel Efficiency Assessment Method (TEAM) User Guide
57
-------
U.S. Environmental Protection Agency
Data Resource
Authors
Information Offered
Highway Capacity Manual
Transportation Research Board
A text that provides techniques
for estimating highway capacity
and level of service. Includes
information on traffic
characteristics and performance
and new procedures for capacity
analysis of freeways and rural
roads. Discusses pedestrian
traffic flow and facilitates the
effect of bicycles in the traffic
stream.
Traffic Engineering Handbook
Institute of Transportation
Engineers (ITE)
A text that provides various
general values related to
transportation (including
elasticities, mode split, general
impacts), along with explanations
of many widely used concepts in
traffic engineering.
Census Data Explorer
U. S. Bureau of the Census.
Release of summary information
from the decennial census,
including worker statistics and
journey to-work, available for 1-
year, 5-year and 10-year
estimates.
American Community Survey
(ACS)
U.S. Census Bureau
Includes data on:
means of transportation to
Work,
travel time to work,
time leaving home to go to
work,
private vehicle occupancy,
other travel to work
characteristics.
Census Transportation Planning
Products (CTPP)
U.S. Federal Highway
Administration
A set of special tabulations from
decennial census demographic
surveys designed for
transportation planners. From
1970 to 2000, the CTPP and its
predecessor, UTPP, used data
from the decennial census long
form. Because of the large
sample size, the data are reliable
and accurate.
County Employment and Wages
U.S. Department of Labor,
Bureau of Labor Statistics
Includes industry, employment,
and wages by state and country
(for the 318 largest counties).
Travel Efficiency Assessment Method (TEAM) User Guide
58
-------
U.S. Environmental Protection Agency
Data Resource
Authors
Information Offered
National Household Travel
Survey
U.S. Department of
Transportation, Federal Highway
Administration
National data on the travel
behavior of the American public.
The dataset allows analysis of
daily travel by all modes,
characteristics of the people
traveling, their household, and
their vehicles.
National Transit Database
U.S. Department of
Transportation, Federal Transit
Administration
Information and statistics on
more than 660 transit systems in
the United States. The types of
data reported include
operational characteristics,
services characteristics, capital
revenues and assets, and
financial operating statistics.
National Transportation Statistics
U.S. Department of
Transportation, Bureau of
Transportation Statistics
Statistics on the U.S.
transportation system, including
its physical components, safety
record, economic performance,
the human and natural
environment, and national
security. More than 260 data
tables plus data source and
accuracy statements. Internet
edition is updated quarterly. Each
table includes date of last
update.
State Transportation Statistics
U.S. Department of
Transportation, Bureau of
Transportation Statistics
A series of reports highlighting
major federal databases and
other national sources related to
each state's infrastructure,
safety, freight movement and
passenger travel, vehicles,
economy and finance, and
energy and the environment.
Along with tables generated for
each state, the reports describe
databases and give information
on access, formats, and contact
points.
Travel Efficiency Assessment Method (TEAM) User Guide
59
-------
U.S. Environmental Protection Agency
8.2 Land Use Analysis
During EPA's experiences partnering with other agencies in applying TEAM to various areas to create
case studies, EPA identified the need for a new approach to analyzing land use strategies within TEAM
that would be both simple and reasonably accurate. The land use analysis from the first case studies
produced results that diverged from national studies analyzing the effect land use can have on vehicle
travel and raised questions about the land use algorithms included in that earlier version of TRIMMS.30
While new versions of TRIMMS have been released since that time, EPA's subsequent TEAM case studies
used the two alternative approaches EPA developed, which are described below.
8.2.1 Background
The existing literature on the relationship between land use patterns and VMT generally focuses on 'D'
variables, particularly those that have become known in the field as the '5Ds':
Density
Diversity (land use mixing)
Design
Destinations (distance to regional destinations)
Distance to transit
While the individual variables used vary from study to study, most fit under these five "D" categories.
Comparison of individual studies illustrated that each used between three and five "D" variables. A 2010
Ewing and Cervero study31 provided elasticities calculated as a weighted average of results from more
than 50 studies, including both national and regional studies. An elasticity is a measure of how a change
in the price of one good may affect the demand for that good, or for a related good (referred to as a
"cross-elasticity"). In the case of land use, elasticities measure how a change in a land use measure,
which effectively changes the "price" of walking, transit, and other car-free modes in terms of travel
time, affects VMT. This approach of using a weighted average elasticity fits well with the TEAM approach
and can be applied to all U.S. regions. The analysis approach based on these elasticities is identified here
as the "Multivariate Elasticity" approach.
8.2.2 Multivariate Elasticity Approach
The Multivariate approach calculates the change in VMT from land use strategies by comparing
the following variables for the BAU and scenario cases:
Density: Household/ population density
Diversity: Land use diversity (typically defined as the level of mixing of different land
use types such as residential, commercial, and industrial)
Destinations:
o Job access by auto
o Job access by transit
Distance to transit: Distance to nearest transit stop
30 TEAM case studies can be found at: https://www.epa.gov/state-and-local-transportation/estimating_-emission-
reductions-trayel-efficiency-strateg_jes#Case-Reports.
31 Ewing and Cervero, "Travel and the Built Environment: A Meta-Analysis", Journal of the American Planning
Association, 2010
Travel Efficiency Assessment Method (TEAM) User Guide
60
-------
U.S. Environmental Protection Agency
This method provides an estimate of reduced VMT by focusing on shifts in these land use variables. To
use this method, a value will be needed for each variable under both the BAU and strategy scenarios.
The Design (street network density) variable is omitted from this approach for two reasons. First,
regions whose travel demand models do not include local roads would not be able to accurately
calculate this variable. Second, increasing street network density is a strategy that is only applicable in
select local circumstances, such as redevelopment of large commercial and industrial properties and
would thus be difficult to estimate for an entire region.
Data for all traffic analysis zones (TAZs) is needed to create population-weighted averages for all 'D'
variables. Population densities are first calculated for the Business as Usual (BAU) and Scenario cases for
all TAZs. Then, a single regional population density is calculated for the BAU by taking the population-
weighted average of the TAZ population densities. The following example illustrates the difference
between the population density of a region calculated with an average, and the population-weighted
density.
Travel Efficiency Assessment Method (TEAM) User Guide
61
-------
U.S. Environmental Protection Agency
Average Population Density vs. Population-Weighted Density
Suppose a region is composed of two TAZs:
TAZ A has an area of 1 square mile and a population of 10
TAZ B has an area of 2 square miles and a population of 5
To calculate the average population density of the region (people per square mile), divide the total
regional population by the total number of square miles: 15 people/3 square miles = average
population density of 5 people per square mile.
To measure population-weighted density of the region, first calculate the population density of each
TAZ individually:
TAZ A population density = 10 people//l square mile = 10 people per square mile
TAZ B population density = 5 people//2 square miles = 2.5 people per square mile
Next calculate the proportion of regional population in each TAZ:
TAZ A proportion of regional population = 10/15 = 0.66
TAZ B proportion of regional population = 5/15 = 0.33
Finally, calculate the region's population-weighted average density:
10 people per square mile * 0.66 + 5 people per square mile * 0.33 = 8.25 people per
square mile
The weighted density is higher than the average density, because the weighted density accounts for
the fact that the residents of TAZ A, who live at a higher density, make up a greater proportion of the
region's residents. The population-weighted average of 8.25 people per square mile is more
representative of what the typical regional resident experiences than the average density of 5 people
per square mile.
Population weighted averages can be calculated for other D variables as well. The weighting factor is
always the proportion of regional population, while the calculated variable can be diversity, distance
to transit, or something else.
The same steps are followed to obtain the Scenario values. This approach allows for meaningful
variations in land use characteristics by shifting growth within the region between the BAU and scenario
cases, whereas calculating population density at a gross regional level would show no change without
increasing regional population growth.
The Multivariate approach can be applied outside of TRIMMS in a simple spreadsheet analysis. Results
from the spreadsheet analysis can be readily combined with results from other strategies analyzed in
TRIMMS in a post-processing spreadsheet, a standard part of the TEAM approach. In the post-processing
spreadsheet, percentage reductions in VMT calculated for each scenario or strategy are applied
sequentially to the BAU VMT projection for the region. These reductions are calculated by multiplying
changes in land use variables (such as population density) by elasticity values in the table below.
Travel Efficiency Assessment Method (TEAM) User Guide
62
-------
U.S. Environmental Protection Agency
Table 17. Ewing and Cervero (2010) "Table 3. Weighted average elasticities of VMT with respect to
built-environment variables" used in Multivariate Land Use Analysis
"D" Category
Variable
Weighted
Average
Elasticity of
VMT Value
Density
Household/ population density
-0.04
Job density
0.00
Diversity
Land use mix (entropy)
-0.09
Jobs-housing balance
-0.02
Design
Intersection/ street density
-0.12
% 4-way intersections
-0.12
Job access by auto
-0.2
Destinations
Job access by transit
-0.05
Distance to downtown
-0.22
Distance to Transit
Distance to nearest transit stop
0.05
The 2010 Ewing and Cervero study also includes elasticity values for walking and transit use with respect
the variables identified in the table above.
8.2.3 Neighborhood Classification Approach
The Neighborhood approach is significantly simpler in terms of data collection and calculation than the
Multivariate approach. It relies on the idea that individual neighborhoods can be classified in terms of
typical driving habits of their residents, and that land use planning can shift growth patterns away from
more driving-intensive neighborhood types towards less driving-intensive ones. For example, generally
neighborhoods closer to an urban core tend to have lower emissions per household, while
neighborhoods further away have higher emissions per household.
With this approach, the change in VMT from land use strategies is estimated by comparing the percent
of household, population, and jobs within separate neighborhood types before and after each strategy.
Each neighborhood type has a unique VMT metric, such as VMT/household or VMT/day. The land use
strategies shift households, population, and/or jobs to from neighborhood types with higher VMT to
neighborhood types with lower VMT, producing a net reduction in VMT. This method provides an
estimate of reduced VMT just by focusing on shifts in populations among neighborhood types.
To use this method, average VMT metrics for each neighborhood type and the percent of households,
population, and/or jobs within each neighborhood type are needed for both the BAU and strategy
scenarios. The resulting VMT reductions can be calculated outside of TRIMMS. Calculating a weighted
average of VMT per capita across the five classifications for both BAU and Scenario and then comparing
these yields the percentage reduction in VMT for the entire analysis area. As with the Multivariate
approach, this approach can be conducted in a simple spreadsheet analysis, and the results combined
with the results of other strategies in a post-processing spreadsheet.
Travel Efficiency Assessment Method (TEAM) User Guide
63
-------
U.S. Environmental Protection Agency
8.3 Example Strategy Calculations
8.3.1 Example Transit Strategy Calculation
This example highlights the process estimating the impacts of a transit subsidy. The general process for
estimating the impacts of a transit strategy are as follows:
1. Ensure that the appropriate regional parameters have been entered in the Parameters tab for
the scenario in TRIMMS.
2. Define the number of regional commuters affected. For most strategies, potential transit
commuters affected could be calculated as the number of residents that live within %-mile of
the current/proposed transit stops along a current or proposed corridor.
3. Operationalize the strategy impact within the Financial and Pricing Strategies ($) section or
Access and Travel Time Improvements (minutes) section within the Analysis worksheet.
a. For transit strategies that impact transit trip cost, enter the current transit trip cost,
estimated using the methods discussed above, into the public transit current trip cost
cell. Then enter the trip costs as effected by the strategy into the public transit new trip
cost cell. For transit strategies that do not impact trip cost, leave the cells in this section
blank.
b. For transit strategies that impact transit access times, determine the current and new
access time and enter it into the public transit current and new access time cells.
c. For transit strategies that impact transit travel times, determine the current and new
travel time and enter it into the public transit current and new travel time cells.
4. Run the analysis.
5. Examine the results.
Scenario: An agency in Albany, New York would like to explore the impact of providing a $0.75 transit
fare subsidy for area university workers and students. The current cash transit fare is $1.75. The agency
has determined that the number of enrolled area college and university students is 34,000 and the
number of university workers is 11,000.
Using the steps provided above:
1. Start by selecting the appropriate urban area and entering the analysis details. For this analysis,
the urban area is Albany - Schenectady-Troy, NY.
2. Using available information, the number of commuters affected is 34,000+11,000 = 45,000.
U Analysis Details
Analysis Title
Project Analyst
Analysis Date
Location
Selected Urban Area
Program Cost
Duration (years)
Commuters Affected
Occupations
Albany Higher Ed. Subsidy
1/1/2021
Albany-Schenectady-Troy, NY
$50,000
1
45,000
All Occupations w
Travel Efficiency Assessment Method (TEAM) User Guide
64
-------
U.S. Environmental Protection Agency
3. The current cash transit fare trip cost is $1.75 and is reduced to $1.00. This is entered into
TRIMMS in the Financial and Pricing Strategies ($) box on the transit line as:
(j Financial and Pricing Strategies {$)
Mode
Current
Parking
Cost
New
Parking
Cost
Current
Trip Cost
New Trip
Cost
Auto-Drive Alone
Auto-Rideshare
Vanpool
Public Transport
1.75
1.00
Cycling
Walking
Other
U Access and Travel Time Improvements (minutes)
Mode
Current
Access Time
New
Access
Time
Current
Travel
Time
New Travel
Time
Auto-Drive Alone
Auto-Rideshare
Vanpool
Public Transport
Cycling
Walking
Other
% Workforce Affected
100.0%
4. Run the analysis.
5. The last step is to run the analysis and examine the results.
Baseline
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
79.3%
71,334
39,785
31,549
429,385
239,478
189,907
Auto-Rideshare
8.5%
7,627
4,254
3,373
30,864
17,214
13,651
Vanpool
0.4%
343
191
152
453
253
201
PublicTransport
3.0%
2,744
1,530
1,213
720
402
319
Cycling
3.7%
3,297
1,839
1,458
7,582
4,229
3,353
Walking
1.2%
1,090
608
482
763
426
337
Other
4.0%
3,566
1,989
1,577
27,414
15,290
12,125
Total
100.0%
90,000
50,195
39,805
497,182
277,290
219,892
Final
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
78.5%
70,108
39,101
31,007
422,004
235,363
186,641
Auto-Rideshare
8.5%
7,551
4,178
3,373
30,556
16,906
13,651
Vanpool
0.4%
338
186
152
446
246
201
PublicTransport
3.7%
3,331
1,786
1,546
874
469
406
Cycling
3.7%
3,297
1,839
1,458
7,582
4,229
3,353
Walking
1.2%
1,090
608
482
763
426
337
Other
4.0%
3,566
1,989
1,577
27,414
15,290
12,125
Total
100.0%
89,280
49,685
39,594
489,640
272,927
216,713
Travel Efficiency Assessment Method (TEAM) User Guide
65
-------
U.S. Environmental Protection Agency
Change
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
-0.7%
-1,226
-684
-543
-7,381
-4,116
-3,266
Auto-Rideshare
0.0%
-76
-76
0
-308
-308
0
Vanpool
0.0%
-5
-5
0
-7
-7
0
PublicTransport
0.7%
587
255
332
154
67
87
Cycling
0.0%
0
0
0
0
0
0
Walking
0.0%
0
0
0
0
0
0
Other
0.0%
0
0
0
0
0
0
Total
0.0%
-720
-510
-210
-7,542
-4,364
-3,179
The resultant reduction in daily light-duty vehicle mode (Auto-Drive Alone, Auto-Rideshare) VMT is
7,381 + 308 = 7,689 miles.
Travel Efficiency Assessment Method (TEAM) User Guide
66
-------
U.S. Environmental Protection Agency
8.3.2 Example Transportation Pricing Calculation
This example highlights the process of calculating the benefits of a parking pricing strategy. There are
various other transportation pricing strategies, but they follow a similar process of calculating a current
and future the trip cost, whether parking costs or trip costs, for the affected modes. For this example,
the following method can be applied:
1. Ensure that the appropriate regional parameters have been entered in the Parameters tab for
the scenario in TRIMMS.
2. Define the number of regional commuters affected.
3. Enter the current and new parking cost for the affected trips. For simplification, the current and
new parking cost fields of the "Financial and Pricing Strategies ($)" section of the Analysis
Worksheet in TRIMMS can be simplified as the average price per trip.
4. Run the analysis.
5. Examine the results.
Scenario: An agency in Albany, New York would like to explore the impact of increasing downtown on-
street parking rates by $0.75 per hour from $1.50/hr to $2.25/hr. On a given weekday, the average on-
street parking utilization in the downtown area is 60% during normal enforcement hours (8 am-4 pm)
and the total parking supply is 550 spaces with an average duration of 2 hrs.
Using the steps provided above:
1. Start by selecting the appropriate urban area and entering the analysis details. For this analysis,
the urban area is Albany - Schenectady-Troy, NY.
2. Using available information, the number of commuters affected can be estimated as:
550 spaces X (8hrs enforcement / 2hrs duration) X .6 = 1,320.
k|l Analysis Details
Analysis Title
Project Analyst
Analysis Date
Location
Selected Urban Area
Program Cost
Duration (years)
Commuters Affected
Occupations
Albany Downtown Parking Rate Incr
1/1/2021
AlbanySchenectadyTroy, NY
$10,000
1
1,320
All Occupations
3. The current parking cost per trip is 2 hrs/trip X $1.50/hr = $3.00/trip. The new parking cost per
trip is 2 hrs/trip X $2.25/hr = $4.50/trip.
Travel Efficiency Assessment Method (TEAM) User Guide
67
-------
U.S. Environmental Protection Agency
ti Financial and Pricing Strategies ($)
Mode
Current
Parking
Cost
New
Parking
Cost
Current
Trip Cost
New Trip
Cost
Auto-Drive Alone
3.00
4.50
Auto-Rideshare
3.00
4.50
Vanpool
Public Transport
Cycling
Walking
Other
11 Access and Travel Time Improvements (minutes)
Mode
Current
Access Time
New
Access
Time
Current
Travel
Time
New Travel
Time
Auto-Drive Alone
Auto-Rideshare
Vanpool
Public Transport
Cycling
Walking
Other
% Workforce Affected
100.0%
4. Run the analysis.
5. The last step is to run the analysis and examine the results.
Baseline
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
79.3%
2,092
1,167
925
12,595
7,025
5,571
Auto-Rideshare
8.5%
224
125
99
905
505
400
Vanpool
0.4%
10
6
4
13
7
6
Public Transport
3.0%
80
45
36
21
12
9
Cycling
3.7%
97
54
43
222
124
98
Walking
1.2%
32
18
14
22
12
10
Other
4.0%
105
58
46
804
448
356
Total
100.0%
2,640
1,472
1,168
14,584
8,134
6,450
Final
One-Way Trips
VMT
Mode
Sh are
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
78,6%
1,972
1,104
868
11,867
6.642
5,225
Auto-Rideshare
8.4%
212
118
94
856
477
379
Vanpool
0.4%
10
6
4
13
7
6
Public Transport
3.2%
81
45
36
21
12
9
Cycling
3.9%
97
54
43
224
125
99
Walking
1.3%
32
18
14
23
13
10
Other
4.2%
105
59
47
811
452
359
Total
100.0%
2,510
1,404
1,106
13,816
7,729
6,087
Travel Efficiency Assessment Method (TEAM) User Guide
68
-------
U.S. Environmental Protection Agency
Change
One-Way Trips
VMT
Mode
Share
Total
Peak
Off-Peak
Total
Peak
Off-Peak
Auto-Drive Alone
-0.7%
-121
-64
-57
-728
-382
-346
Auto-Rideshare
0.0%
-12
-7
-5
-49
-27
-22
Vanpool
0.0%
0
0
0
0
0
0
Public Transport
0.2%
1
0
0
0
0
0
Cycling
0.2%
1
0
0
2
1
1
Walking
0.1%
0
0
0
0
0
0
Other
0.2%
1
0
0
7
4
3
Total
0.0%
-130
-69
-62
-768
-405
-364
Since this analysis was primarily focused on trips during the enforcement hours from 8 am to 4pm,
the useful values are the peak trip and VMT values for the light-duty vehicle mode (Auto-Drive
Alone, Auto-Rideshare). The estimated resultant reduction in daily light-duty vehicle VMT is 7,381 +
308 = 409 miles.
Travel Efficiency Assessment Method (TEAM) User Guide 69
-------
U.S. Environmental Protection Agency
8.3.3 Example Bicycle Strategy Calculation
The process of calculating the impacts of a bicycle strategy are as follows:
1. Prepare data on total existing and future bicycle lane miles and total existing and future new
land area.
2. Calculate BAU and scenario bike lane miles per area (miles bike lane/square mile) and the
percent increase.
3. Use Dill and Carr elasticity to determine increase in bike mode share (1% increase for every 1
bicycle lane miles per square mile).
4. Determine the expected BAU cycling mode share.
5. Calculate the increase in cycling mode share resulting from the strategy.
6. Decrease mode shares for non-cycling modes to bring the total of all mode shares back to 100%.
To do this, assume that new bicycle trips are converted from other modes in proportion to the
BAU share of each mode.
7. Calculate trips reduced for non-cycling modes.
8. Calculate reduction in VMT for auto-modes using the average bicycle trip length:
a. For auto drive-alone, VMT reduced = trips reduced * bicycle trip length
b. For auto rideshare, VMT reduced = trips reduced / carpool occupancy * bicycle trip
length
Scenario: For a region totaling 2,500 square miles, there are 500 existing bike lane miles. Under the
strategy, 500 more bike lane miles will be added for a total of 1,000 future bike lane miles. The BAU
cycling mode share is 0.5%. The total regional daily trips are 5,000,000 trips. Also given is the average
bike trip length is 2.5 miles and average carpool vehicle occupancy is 2 people per vehicle.
Using the steps provided above:
1. BAU bike lane miles per square mile = 500/2,500 = 0.2 lane miles/square mile, the future
scenario bike lanes per square mile = 1000/2,500 = 0.4 lane miles/square mile.
2. Using Dill and Carr elasticity (1% increase for every 1 bicycle lane miles per square mile), the
increase in cycling mode share = 0.4 - 0.2 = 0.2%
3. BAU cycling mode share is 0.5%; strategy bike mode share = 0.5% + 0.2% = 0.7%
4. Total decrease in other modes = -0.2%
5. Calculate new mode shares:
Mode
BAU Mode
Percentage of
Change in
Future Mode
Shares(A)
Non-Bike
Mode Share (C)
Shares(D)
Provided by
Mode Shares
= -0.2% * B
= A + C
agency (or
(B)
TRIMMS
= A + Sum of
default)
Non-Bike
Modes (99.5%)
Auto-drive alone
52.00%
52.26%
-0.10%
51.90%
Auto-rideshare
38.00%
38.19%
-0.08%
37.92%
Vanpool
0.00%
0.00%
0.00%
0.00%
Public transit
3.50%
3.52%
-0.01%
3.49%
Cycling
0.50%
-
0.20%
0.70%
Walking
5.00%
5.03%
-0.01%
4.99%
Travel Efficiency Assessment Method (TEAM) User Guide
70
-------
U.S. Environmental Protection Agency
Mode
BAU Mode
Percentage of
Change in
Future Mode
Shares(A)
Non-Bike
Mode Share (C)
Shares(D)
Provided by
Mode Shares
= -0.2% * B
= A + C
agency (or
(B)
TRIMMS
= A + Sum of
default)
Non-Bike
Modes (99.5%)
Other
1.00%
1.01%
0.00%
1.00%
Total
100.00%
100.00%
0.00%
100.00%
6. Total trips = 5,000,000; average bike trip length = 2.5 miles; average carpool vehicle occupancy =
2; the change in trips and VMT is:
Mode Share
Change in Trips (E)
= C* 5,000,000
Change in VMT (F)
= E/ vehicle occupancy * 2.5
Auto-drive alone
-5,226
-13,065
Auto-rideshare
-3,819
-4,774
Vanpool
0
0
Public transit32
-352
0
Cycling
10,000
25,000
Walking
-503
-1,256
Other
-101
-251
Total
0
0
7. The total reduction in VMT = 13,065 + 4,774 = 17,839
32 Assume that reductions in transit trips do not affect overall transit VMT.
Travel Efficiency Assessment Method (TEAM) User Guide
71
-------
U.S. Environmental Protection Agency
8.3.4 Example Pedestrian Strategy Calculation
The process of calculating the impacts of a pedestrian strategy are as follows:
1. Prepare data on total existing and future facility miles.
2. Calculate the percent change in facility miles from existing to future strategy scenario.
3. Multiply the percent increase in facility miles by the elasticity value of 0.27 for walk commuters
with respect to walk route miles per 10,000 miles to determine the percent increase in
pedestrian commuters.33
4. Determine the BAU walking mode share.
5. Calculate the increase in walking mode share resulting from the strategy: the percent change in
the number of walk trips per 10,000 miles from the BAU case to the strategy case.
6. Adjust mode shares for non-walk modes downwards to bring the total of all mode shares back
to 100%. To do this, assume that new walking trips are converted from other modes in
proportion to the BAU share of each mode.
7. Calculate trips reduced for non-walk modes.
8. Calculate reduction in VMT for auto-modes using the average walk trip length:
a. For auto drive-alone, VMT reduced = trips reduced * walk trip length
b. For auto rideshare, VMT reduced = trips reduced / carpool occupancy * walk trip length
Scenario: A region currently has 8,000 existing sidewalk miles and will have 10,000 future sidewalk miles
under the strategy. The BAU pedestrian mode share is 5% (other mode shares are consistent with the
BAU Mode Shares column in the table below). The total regional daily trips are 5,000,000 trips. Also
given are the average walk trip length equals 0.7 miles and the average carpool vehicle occupancy is 2,
Using the steps provided above:
1. The current sidewalk miles is 8,000 miles, and the future sidewalk miles is 10,000 miles.
2. The percent increase in sidewalk miles = (10,000 - 8,000) 4- 8,000 = 25%
3. The percent increase in pedestrian commuters = 25% * 0.27 = 6.8% (see note below)
4. BAU walk mode share is 5%; BAU walk trips per 10,000 miles = 5% 4 10,000 = 500; strategy walk
trips per 10,000 miles = 500 * (1 + 6.8%) = 534; strategy walk mode share = 534 4 10,000 = 5.3%;
the percent increase in pedestrian mode share = 5.3% - 5.0% = 0.3%
5. The total decrease in other modes = -0.3%
6. Step 5. Calculate new mode shares:
Mode
BAU Mode
Percentage of
Change in
Future Mode
Shares (A)
Non-Walk
Mode Share (C)
Shares(D)
Provided by
Mode Shares
= -0.3% * B
= A + C
agency(or
(B)
TRIMMS
= A+ Sum of
default)
Non-Walk
Modes (95%)
Auto-drive alone
52.00%
54.74%
-0.18%
51.82%
Auto-rideshare
38.00%
40.00%
-0.14%
37.87%
Vanpool
0.00%
0.00%
0.00%
0.00%
Public transit
3.50%
3.68%
-0.01%
3.49%
33 Bartholomew, Keith and R. Ewing. (2009). Land Use-Transportation Scenarios and Future Vehicle Travel and Land
Consumption: A Meta-Analysis. Journal of the American Planning Association, 75 (1), 13-27.
Travel Efficiency Assessment Method (TEAM) User Guide
72
-------
U.S. Environmental Protection Agency
Mode
BAU Mode
Percentage of
Change in
Future Mode
Shares (A)
Non-Walk
Mode Share (C)
Shares(D)
Provided by
Mode Shares
= -0.3% * B
= A + C
agency(or
(B)
TRIMMS
= A -r Sum of
default)
Non-Walk
Modes (95%)
Cycling
0.50%
0.53%
0.00%
0.50%
Walking
5.00%
-
0.34%
5.34%
Other
1.00%
1.05%
0.00%
1.00%
Total
100.00%
100.00%
0.00%
100.00%
7. Total trips = 5,000,000; average walk trip length = 0.7 miles; average carpool vehicle occupancy
= 2; the change in trips and VMT is:
Mode Share
Change in Trips (E)
= C* 5,000,000
Change in VMT (F)
= E/vehicle occupancy* 0.7
Auto-drive alone
-5,226
-6,466
Auto-rideshare
-3,819
-2,363
Vanpool
0
0
Public transit34
-352
0
Cycling
10,000
-62
Walking
-503
11,813
Other
-101
-124
Total
0
0
8. The total reduction in VMT = 6,466 + 2,363 = 8,829
34 Assume that reductions in transit trips do not affect overall transit VMT.
Travel Efficiency Assessment Method (TEAM) User Guide
73
------- |