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The trip ends generated within any area are further classified as either trip end productions or trip end attractions. Consistent with conventional modeling practice, each one-way trip is defined as having two trip ends in the trip generation process: . Trip Production. This is defined as the home end of any home-based trip, regardless of whether the trip is directed to or from home. If neither end of the trip is a home (i.e., non-home based), it is defined as the origin end. . Trip Attraction. This is the non-home end (e.g., place of work, school or shopping) of a home-based trip. If neither end of the trip is a home (i.e., it is a non-home based trip), the trip attraction is defined as the destination end. In other words, trip productions are generally home related while trip attractions are generally related to place of work. For example, a typical commute from home to work in the morning and then back home in the evening represents two separate one-way trips, and there are two trip ends produced in the home zone and two trip ends attracted in the work zone. Based on local and regional survey data, the model connects all Home-Work, Home- Local School, Home-Regional School, Home-Shop, Home-Social/Recreational and Non-Home Based trips between all of the residences, employment sites, shopping centers, schools and other land uses identified in the land use data base. A gravity model is used to distribute Pleasanton generated trips to points inside and outside of Pleasanton. The gravity model predicts that the closer (e.g., shorter travel times) a potential destination is to the starting point of the trip, the more likely is the driver to choose that destination. There are exceptions to this assumption for work and school trips as described below. The distribution of trips that both start and end outside of Pleasanton is obtained from a combination of sources including the San Francisco Metropolitan Transportation Commission (MTC) survey, the ACCMA Triangle model data as well as other published reports such as the Census Journey to work data and the Altamont Pass Commuter Survey (San Joaquin Council of Governments, Oct. 2000). Local Pleasanton School Trip Distribution Since school trips significantly affect morning travel, the Elementary, Middle and High School boundaries and enrollment are included specifically in the Pleasanton model. This forces the majority of school trips to a given school to originate from homes within that school boundary instead of allowing the model to route school tips to whatever school represented the shortest travel time. This methodology better concentrates morning school traffic on the streets connecting a neighborhood to its assigned school, rather than dispersing this traffic all around the City. This has resulted in model forecasting that better represents morning school congestion. City of Pleasanton Travel Demand Forecasting and Micro-Simulation Models Page 8 Januwy 23, 2007