On the agenda: Jackson Planning and Zoning Commission Regular Meeting — Data Center (Oct 7)

AGENDA
Planning and Zoning Commission
October 7, 2026 – REGULAR MEETING
5:30 PM
The New Business items have been placed on the agenda in the order they were
received. Please note that at 8:00 p.m., the Commission will evaluate the remainder
of the agenda to determine if time constraints will permit the full agenda to be heard
at this meeting. All items not heard at this meeting will be postponed to the next
regularly scheduled Planning Commission meeting.
NOTICE: THE VIDEO AND AUDIO FOR THIS MEETING ARE STREAMED TO THE
PUBLIC VIA THE INTERNET AND MOBILE DEVICES WITH VIEWS THAT ENCOMPASS
ALL AREAS, PARTICIPANTS AND AUDIENCE MEMBERS
PLEASE SILENCE ALL ELECTRONIC DEVICES DURING THE MEETING
1.

ZOOM LINK FOR PUBLIC PARTICIPATION

I.

To join, click link or copy it to your browser
https://us02web.zoom.us/j/88011529505?pwd=mf5qIeVAOc2JhzZ3eGHS4nDKaG5nb2.1
Or join at zoom.com with Webinar ID: Webinar ID880 1152 9505 and Password: 83001

2.

PLEDGE OF ALLEGIANCE

3.

CALL TO ORDER

4.

ROLL CALL

5.

MATTERS FROM THE PUBLIC

6.

APPROVAL OF MINUTES
I.

7.

September 16, 2026 Planning Commission Meeting Minutes
OLD BUSINESS

I.

P26-058 655 & 665 S Cache Development Plan - Continued to October 21, 2026

II.

P26-072 210 & 230 N Glenwood Street - Continued to November 4, 2026

III. P26-121 150 W Kelly Sketch Plan - Continued to October 21, 2026
8.

NEW BUSINESS
I.

9.

PM26-001: Transportation Impact Analysis and Transportation Demand
Management
MATTERS FROM STAFF

10. ADJOURN

MINUTES
PLANNING AND ZONING COMMISSION
TOWN OF JACKSON, WYOMING
September 16, 2026
UNAPPROVED
The Planning and Zoning Commission met in a regular session on September 16, 2026 in the Town
Council Chambers located at 150 E. Pearl Ave. in Jackson, at 5:30 pm. This meeting was held in person
and via Zoom.
Upon roll call the following were found to be present:
BOARD: Georgie Stanley, Thomas Smits, Megan Jennings, Laura Bonich, Steph Wise and Eliska Garcia
appear in person. Geneva Chong is not present. A quorum is reached.
STAFF: Tyler Valentine, Andrew Bowen, Katelyn Page, Mary Tippetts
MATTERS FROM THE PUBLIC: None.
APPROVAL OF MINUTES:
A motion was made by Commissioner Bonich and seconded by Commissioner
Garcia to approve September 2, 2026, Planning Commission Meeting minutes. Commissioner Smits
called for the vote. The vote showed all in favor and the motion carried.
NEW BUSINESS
I.

P26-058 655 & 665 S Cache Development Plan

STAFF PRESENTATION:
Katelyn Page, Senior Planner, gives an overview of the proposal, a 49,297 SF mixed use building. Key
questions for the Commission relate to the stormwater and sanitary sewer easement, landscaping
and sanitary sewer easement, and plant unit screening.
Staff reviews conditions of approval.
APPLICANT PRESENTATION:
Brad Hoyt with Hoyt Architects addresses the Commission and outlines the proposal. Tom Hedges
with the ownership group addresses the Commission regarding parking assignments.
PUBLIC COMMENT
Kevin Cochrey, neighboring property owner, addresses the Commission. He is very concerned about
the alley traffic and does not believe there is enough screening between neighboring properties.
QUESTIONS FOR STAFF & APPLICANT:
Commission clarifies trash access and snow storage. There is a great deal of concern regarding alley
access and egress for the complex.

COMMISSION DISCUSSION:
Commission agrees with staff regarding recommendations on all three key questions. While the
Commission believes that the project may have a significant impact on the alley and its intersection
with Snow King Avenue which could cause safety issues, they generally approve of the project.
Commission agrees that the project meets all of the findings of approval with the exception of
significant impact on public facilities and services.
MOTION:
A motion was made by Commissioner Stanley and seconded by Commissioner
Jennings to continue Development Plan P26-058 to allow additional staff analysis of the projects use
and impact of alley usage, rather than using South Cache, for entry, exit, parking, and trash entry and
exit to the October 7 Planning Commission meeting. Commissioner Smits calls for a vote. All vote in
favor with the exception of Commissioner Wise who votes against. The motion passes 5-1.
II.

P26-116 230 W Simpson Ave & 235 S Millward St Development Plan

STAFF PRESENTATION:
Andrew Bowen, Senior Planner, gives an overview of the proposal, a 51,970 SF residential and STR
development.
APPLICANT PRESENTATION:
Doug Halsey with Parent Halsey addresses the Commission. Stephen King with Veskco addresses the
Commission and indicates the applicant is willing to maintain the alley improvements.
PUBLIC COMMENT
None.
QUESTIONS FOR STAFF & APPLICANT:
Commissioner Bonich clarifies the application of the 2-1 bonus as it relates to storage space.
COMMISSION DISCUSSION:
Commission agrees with staff that the project generally meets all required findings of approval, but
has concerns about traffic in the alley. Commissioner Bonich has concerns about the applicability of
the 2-1 bonus.
MOTION:
A motion was made by Commissioner Wise and seconded by Commissioner
Jennings to recommend approval of a Development Plan (P26-116) for an approximately 51,971square-foot short-term rental and residential complex located at 230 West Simpson Avenue and 235
South Millward Street, based upon the findings and conditions presented in the staff report, the
additional condition that staff work with the applicant to apply the 2-1 bonus consistent with
previous projects, the departmental reviews, and subject to the staff report dated September 16,
2026. Commissioner Smits calls for the vote. All in favor and the motion carries.
III.

PM26-001: Transportation Impact Analysis and Transportation Demand Management

STAFF PRESENTATION:
Charlotte Frei, Regional Transportation Director, addresses the Commission to explain Traffic Impact
Analysis along with potential alternatives to address housing vs. other uses. The Commission is
appreciative of Dr. Frei’s work and is in approval of the options presented.
PUBLIC COMMENT:
None
MOTION:
A motion was made by Commissioner Jennings and seconded by Commissioner
Stanley to recommend to continue to October 7 Planning Commission Meeting. Commissioner Smits
called for the vote. The vote showed all in favor and the motion carried.
MATTERS FROM STAFF:
Several projects will be in front of the Planning Commission in the coming months including the items
continued from tonight.
ADJOURN: A motion was made by Commissioner Wise and seconded by Commissioner Jennings to
adjourn the meeting. Commissioner Smits called for the vote. The vote showed all in favor and the
motion carried. The meeting adjourned at 8:51 pm.
minutes:mt

Meeting Date:

October 7, 2026

Submitting Department:
Agenda Item:

Planning Department

Development Plan for a new 3-story mixed-use
building at the properties addressed 655 and 665
South Cache Street (P26-058)

Meeting Title:

Planning Commission

Presenter:

Katelyn Page

Public Comment:

Yes

Purpose & Policy Considerations.

A Development Plan is required in the Commercial Residential – 1 (CR-1) zoning district by the Town of Jackson Land
Development Regulations (LDRs) for projects with qualifying floor area exceeding 9,750 square feet. Development Plans
require Planning Commission recommendation and review at a public hearing. Council is the final decision maker on
Development Plans.

Recommendations.

Staff requests that this item be continued pursuant to LDR Section 8.2.14.D.4 (Continuance of a Public Hearing) to
provide staff opportunity to respond to Planning Commission's request for additional review and comment.

Suggested Motion.

I move to continue Development Plan P26-058 to the regularly scheduled meeting on October 21, 2026.

Meeting Date:

October 7, 2026

Submitting Department:
Agenda Item:

Planning Department

Development Plan for a new 3-story Lodging and
Restaurant/bar use at the properties addressed 210
and 230 North Glenwood Street (P26-072)

Meeting Title:

Planning Commission

Presenter:

Katelyn Page

Public Comment:

Yes

Purpose & Policy Considerations.

A Development Plan is required in the Commercial Residential-2 (CR-2) zoning district by the Town of Jackson Land
Development Regulations (LDRs) for projects with qualifying floor area of 6,900 sf or greater. Development Plans require
Planning Commission recommendation and review at a public hearing. Council is the final decision maker on Development
Plans.

Recommendations.

Staff requests that this item be continued pursuant to LDR Section 8.2.14.D.4 (Continuance of a Public Hearing) to
provide staff opportunity to review plan revisions submitted by the applicant.

Suggested Motion.

I move to continue Development Plan P26-072 to the regularly scheduled meeting on November 4, 2026.

Meeting Date:

October 7, 2026 (Continuance)

Meeting Title:

Submitting Department:

Planning Department

Presenter:

Regular Planning
Commission
Andrew Bowen

Agenda Item:

150 W Kelly Townhomes Sketch Plan
Amendment (P26-121)

Public Comment:

Yes

Purpose & Policy Considerations.

Sketch Plan approval is required in the Neighborhood High Density-1 (NH-1) zoning district pursuant to LDR Section
2.2.9.B.10 for proposals of ten or more units.
The purpose of a Sketch Plan is to publicly review a large physical development or development option for
general consistency with these LDRs at a preliminary, conceptual level of detail before the development is fully
designed. According to the LDRs, the objectives of the sketch plan review are:
1.
2.
3.
4.

Identification of the opportunities to achieve the desired future character for the site;
Identification of development-related issues to be addressed through the development plan;
Discussion of alternative site designs that may better implement these LDRs; and
Identification of natural and scenic resources protected by these LDRs.

Recommendation.

Staff requests that this item be continued pursuant to LDR Section 8.2.14.D.4 (Continuance of a Public Hearing) to allow
the applicant time to further refine the proposal and resubmit in response to the Town’s referral process.

Suggested Motion.

I move to continue Item P26-121 (150 W Kelly Townhomes Sketch Plan Amendment), to the regularly scheduled Planning
Commission meeting on October 21, 2026.

Meeting Date:

October 7, 2026

Submitting Department:
Agenda Item:

Joint Transportation

Traffic Impact Analysis and Travel Demand
Management Requirements (PM26-001)

Meeting Title:

Planning Commission

Presenter:

Charlotte Frei

Public Comment:

Yes

Purpose & Policy Considerations.

The purpose of this item is to establish a clear, predictable framework for evaluating and mitigating transportation impacts
from new development, and to seek Planning Commission review and recommendation on when Transportation Impact
Analyses and Transportation Demand Management are required. Planning Commission recommendation is required for
all text amendment changes to the Land Development Regulations (LDRs) with Council being the final decision-maker.

Recommendations.

The Transportation Manager recommends approval of the proposed text amendments as presented.

Background.

The Town’s LDRs require a Transportation Impact Analysis (TIA) when a project is expected to create significant off-site
transportation impacts, but the current regulations lack consistent definitions, methodologies, thresholds, or processes
for monitoring and mitigating transportation impacts. Over the past several years, transportation-related development
review in Jackson has become increasingly complex as traffic congestion, pedestrian safety concerns, multimodal
demands, and seasonal visitation patterns continue to affect the transportation system. At the July 2025 Joint Meeting
(staff report attached), the Board of County Commissioners (BCC) and Town Council directed staff to initiate a process to
adopt TIA requirements that included considerations for Travel Demand Management (TDM).
Staff presented a draft recommendation on June 1, 2026, to bring LDR amendments, TIA and TDM requirements before
Town Council. During the June 1 meeting, Council voted to continue the item and requested additional information to
make a decision, in particular whether issues like transportation system safety are adequately captured in the
requirements and whether this approach captures ‘cumulative impacts’ of many small and medium-sized projects, not
just ‘large’ projects that tend to generate more attention and complexity. Staff took the direction from Council and is
presenting a refined option to the Planning Commission that explicitly captures High Injury Network impacts and provides
a progressive percentage reduction which increases as project size increases.
Rather than repeating the standard methodology to calculate ‘maximum trip generation’ by land use, the prior staff report
can serve as a reference for that common practice. The Analysis & Key Questions below focus on refinements that were
made in response to council’s discussion on June 1, 2026, and the brief discussion with Planning Commission on September
16, 2026, in order to focus discussion among the Planning Commission.

Analysis & Key Questions.
Proposed Framework

Staff developed draft TIA and TDM requirements to provide a more transparent and consistent framework for evaluating
transportation impacts associated with development proposals. To formalize requirements, staff developed a three-tier
review process: projects generating fewer than 10 PM peak-hour trips would be exempt; projects generating 10 to 50 trips
would complete a simplified worksheet; and projects generating more than 50 trips would require a full TIA and trafficreduction measures. The proposed requirements are intended to create a predictable, standardized process for
applicants, staff, and decision-makers by defining:
• thresholds for when transportation analysis is required;
• the methodology and expectations for a TIA;

Staff Report
Page 2 of 12

•
•

expectations for TDM measures; and
monitoring and reporting procedures to evaluate the effectiveness of mitigation measures over time.

Staff recommend a threshold of 50 trips for a TIA report because the travel demand management strategies are more
important to achieving our Integrated Transportation Plan (ITP) goals than receiving a report; larger projects still need to
generate a report because their impacts may indicate necessary changes for the street network, for which the developer
should be responsible. As a trade-off to the higher threshold for a formal traffic impact analysis, the trip reduction
percentages required are more stringent. Table 1 below summarizes the proposed requirements for different land uses.
Example calculations are provided in the table in the following section.
Table 1. Recommended Impact Analysis, Travel Demand Management, and Monitoring Thresholds
Housing
Other Land Uses
Afternoon (PM) Peak TIA + Monitoring TDM Strategies
TIA + Monitoring TDM Strategies
Trip Generation
Required
Required
0-9
No
No
No
No
10-30
Monitoring Only
30% marginal
Monitoring Only
60% marginal
31-50
Monitoring Only
80% marginal
Monitoring Only
80% marginal
51-100
Both
80% marginal
Both
80% marginal
101+
Both
100% marginal
Both
100% marginal
Note: locations on the High-Injury Network will be reviewed by staff for additional frontage considerations
The proposed TDM framework is intended to ensure that larger developments contribute toward the Town’s adopted
mobility goals by reducing vehicle trip generation through strategies such as transit support, ridesharing, bicycle and
pedestrian improvements, parking management, and employer transportation programs. The draft requirements also
establish a monitoring process to help the Town better understand actual trip generation over time and to refine future
transportation planning assumptions using local data. Rather than requiring all developers to conduct studies, the
framework gives developers tools to improve their site design and frontage so their development helps the Town achieve
adopted mobility goals. In particular, locations on the High-Injury Network are asked to coordinate more closely with staff
when designing their frontage.
How the Framework Applies to Recent Projects
Several larger Jackson projects — including Dauntless on Pearl/Glenwood and Mogul Capital on Perry/Cache — have
already completed similar analyses. Public comment on those projects reflected strong community interest in a more
consistent and transparent approach to reviewing traffic impacts. The draft requirements are intended to balance
predictability and flexibility. The standards establish clear baseline thresholds and methodologies while still allowing staff
discretion in unique circumstances where site access, safety concerns, existing congestion, or multimodal impacts warrant
additional review. Since 2024, several developers have reached out to staff for guidance on completing a TIA. This is a
common process in many communities, and developers and engineers are familiar with the purpose and need for TIAs
and TDM programs. Most developers for larger sites, such as the Dauntless Development on Pearl/Glenwood and Mogul
Capital on Perry/Cache, have coordinated with staff on their TIAs. Public comment related to these large developments
has expressed a desire for development to enhance the public realm and not introduce significant safety and congestion
impacts. Please see the attached framework table for how this framework applies to recent projects.
Why Staff Recommend These Thresholds
The proposed framework advances the Comprehensive Plan by improving transportation safety, supporting multimodal
travel, reducing vehicle trips, and creating a more predictable development review process. It also reflects current
professional transportation practice and approaches increasingly used in peer mountain communities.

Staff Report
Page 3 of 12

The objective is not to require more transportation studies. Rather, the objective is to reduce transportation impacts
through predictable design expectations and TDM strategies. Staff anticipate that under the proposed framework, fewer
applicants will need to prepare full TIA than under current practice because most projects will be able to satisfy the
requirements through standardized mitigation measures.

Key Policy Questions

The five key questions below ask Planning Commission to provide feedback on the key parameters of the proposed
framework. Current Town LDRs include language requiring TIA if certain conditions are met, such as if significant off-site
impacts are anticipated. Staff’s goal is to systematize and clarify a) when a Traffic Impact Analysis is required and b) how
a developer can mitigate their traffic impacts. Policy Questions 1 and 2 below address the question of ‘when’ and questions
3 and 4 address ‘how’. Policy Question 5 addresses applicability.
1. Key Question 1: Should mitigation be tiered as recommended in Table 1, based on land use and net new trips
generated?
Staff recommend yes. As a development grows in intensity and impacts on the transportation system, the
developer is expected to implement more strategies to reduce vehicle miles traveled and vehicle trips. By raising
the threshold for a full TIA to 50 net new trips but implementing tiered mitigation (at 10, 30, 50, and 100 trips),
we can address ‘cumulative impacts’ without burdening smaller projects with a TIA.
2. Key Question 2: Does Planning Commission agree that more than 50 PM peak-hour trips is the appropriate
threshold for a full Traffic Impact Analysis?
Staff recommends yes. Trip generation estimates are widely standardized; extensive reporting via a TIA is less
valuable than an applicant working with staff to construct projects and streets that meet our community goals.
Applicants generating fewer than 50 peak hour trips can use the Statement of Trip Generation Tool created by
staff for a standardized submittal: https://s54yuvma.nudgehost.site/
3. Key Policy Question #3: Does Planning Commission desire to exempt some land uses?
Staff recommend no. However, staff suggest a smaller mitigation percent for Housing uses as indicated in Table 1
above. The Comprehensive Plan and Integrated Transportation Plan establish policies to require development to
provide for walk, bike, transit, and carpooling rather than single-occupancy travel. These mitigation strategies are
needed to ensure all future development considers impacts on the transportation system. To address cumulative
impacts of development fairly, all development should be included.
Staff notes that mitigation requirements may increase development costs, which could affect housing affordability, a topic
the Planning Commission should be aware of when making recommendations to Council. For this reason, staff noted that
the mitigation share for housing projects could be reduced relative to other uses.

Possible Alternatives.

1. The first alternative is to make no changes to the existing LDRs. Staff would continue reviewing traffic analyses on
a project-by-project basis without formal thresholds or required mitigation. This does not fulfill Council's July 2025
direction to address traffic impacts of development, and it leaves developers without clear guidance.
2. The second alternative is to adjust the thresholds or mitigation percentage before proceeding. Planning
Commission could recommend that staff raise or lower the exemption threshold (recommended: 10 PM peakhour trips), the full-analysis threshold (recommended: 50 PM peak-hour trips), or the 60% [30% for housing], 80%,
and 100% mitigation requirements.

Staff Report
Page 4 of 12

Comprehensive Plan & Priority Alignment.

The proposed requirements directly advance the following Comprehensive Plan goals:
1. Policy 7.2.a: Implement a TDM program.
2. Policy 7.3.b: Coordinate transportation network decisions.
3. Policy 7.3.e: Require development to provide for walking, biking, carpooling, and transit.
4. Strategy 7.1.S.8: Develop and carry out a comprehensive sidewalk improvement program for the Town of Jackson,
appropriate County Roads, and Teton Village streets.
5. Strategy 7.2.S.2: Create a Countywide TDM program.
6. Strategy 7.2.S.5: Consider specific provisions for current planning review to require walk, bike, carpool, and transit
components in new development.
Staff note that while these requirements advance transportation and sustainability goals, increased mitigation costs could
create tension with the Comprehensive Plan's housing affordability goals. Staff will monitor and report back as the
program is implemented.
Factors for Consideration
Pursuant to Section 8.7.2.C (LDR Text Amendment Findings) of the Land Development Regulations, the advisability of
amending the text of these LDRs is a matter committed to the legislative discretion of the Town Council and is not
controlled by any one factor. In deciding a recommendation for a proposed LDR text amendment, the Planning
Commission shall consider factors including, but not limited to, the extent to which the proposed amendment:
1. Is consistent with the purposes and organization of the LDRs;
Complies. The proposed TIA and TDM requirements describe when the standards apply and when a project is exempt,
and the LDRs direct users to a specific Appendix to further information.
2. Improves the consistency of the LDRs with other provisions of the LDRs;
Complies. The proposed Division 7.9 for TIA and TDM provides clear expectations to all development regarding how
to calculate their transportation system impacts and address a proportional share.
3. Provides flexibility for landowners within standards that clearly define desired character;
Complies. As illustrated in Table 1 and the recent examples table later in this packet, increasing development density
is expected to address a higher proportion of trips. Lower density development, including housing, will have lower
mitigation thresholds and will frequently be exempt.
4. Is necessary to address changing conditions, public necessity, and/or state or federal legislation;
Complies. These LDR amendments directly address changes in the community with respect to trips generated by
development of varying sizes, and whether the land uses generating those trips align with the transportation goals in
the Comprehensive Plan.
5. Improves implementation of the Comprehensive Plan; and
Complies. All proposed changes are consistent with the Comprehensive Plan, and the intent of this LDR amendment
is to improve assessment of transportation impacts toward executing the transportation vision of the Comprehensive
Plan.

Staff Report
Page 5 of 12

6. Is consistent with other adopted Town Ordinances.
Complies. All proposed changes are consistent with or improve coordination with other Town ordinances.
Public Comment.
None.
Fiscal Impact.
The fiscal impact falls on developers, who will fund their own traffic analyses and mitigation measures. There is no direct
added cost to the Town. The Town currently spends approximately $20,000 to $35,000 per year on traffic counts, funded
through the Joint Transportation Division's professional services budget. Staff do not anticipate additional budget needs
to implement the proposed requirements.
Staff Impact.
Staff do not anticipate a significant increase in workload associated with the proposed requirements because
transportation review occurs today for many larger developments on an ad hoc basis. Staff spend hundreds of hours each
year reviewing development plans and identifying traffic mitigation solutions. The proposed TIA and TDM requirements
evolved to streamline these reviews and analyses into a clear process. Rather than adding to workload, the proposed
framework codifies and standardizes an existing review process, which is expected to improve consistency, clarify
expectations for applicants, and reduce the time spent resolving methodological questions during development review.
Staff anticipate that only a small number of developments each year — approximately two to three sites annually — would
exceed the threshold (i.e., 50 net new PM peak hour trips) requiring a full TIA and ongoing monitoring. The Transportation
and Planning Divisions will maintain a database of monitored projects and use the collected data to better understand
local trip generation patterns and the effectiveness of various TDM strategies over time. This information is expected to
improve future development review, transportation planning, and calibration of mitigation assumptions specific to
Jackson conditions.
While there will be some ongoing administrative responsibilities associated with monitoring and compliance tracking, staff
believe the long-term benefit of a consistent, data-informed transportation review process outweighs the ~20 hours per
year required to track these submittals annually. The Transportation Manager and Transportation Planner can absorb this
workload within the current planning review and ‘plan review committee’ tasks.

Attachments or Links.

The following attachments are provided for reference, and they will be updated based on discussion with the Planning
Commission:
•
•
•
•
•

July 7, 2025 Joint Meeting Staff Report on TIA Requirements
Framework Applies to Recent Projects Table
Draft Statement of Trip Generation: https://s54yuvma.nudgehost.site/ recommended for developments
exceeding 10 peak-hour trips using the maximum generation rate. The form is easy to complete and is provided
in DRAFT form for Planning Commission.
Draft TIA and TDM Requirements, recommended to be followed by trips exceeding 50 peak-hour trips (TIA) and
10 trips (TDM) to be adopted by reference as an Appendix in the LDRs. Note these requirements are a DRAFT, and
the thresholds need to be updated according to PC’s recommendation and future Council direction.
Draft LDR Redline

Staff Report
Page 6 of 12

Suggested Motion.

I move to recommend approval of LDR Text Amendment PM26-001 for the Transportation Impact Analysis and
Transportation Demand Management LDR Update based upon factors 1-6 in Section 8.7.2.C of the Land Development
Regulations as presented by staff in the staff report dated October 07, 2026, and subject to minor changes by staff.

JOINT MEETING
BOARD OF COUNTY
COMMISSIONERS

TOWN
COUNCIL

SUBMITTING DEPARTMENT: Joint Transportation Division

AGENDA DOCUMENTATION
PRESENTER:

Charlotte Frei

MEETING DATE: July 7, 2025
SUBJECT:

Traffic Impact Study and Land Development Regulation Amendment

STATEMENT/PURPOSE
Staff have been working since mid-2023 to develop Traffic Impact Study (TIS) and Travel Demand
Management (TDM) guidelines for planning applicants to follow. The purpose of this item is for Council and
Commission to:
1. Direct staff to initiate the Land Development Regulation (LDR) update process to adopt formal Traffic
Impact Study requirements, based on the existing Traffic Impact Study (TIS) and Travel Demand
Management (TDM) guidelines developed throughout 2024 and 2025.
2. Provide initial feedback on dedicated revenue opportunities that relate to traffic impacts.
BACKGROUND/ALTERNATIVES
Workplan and Policy Direction
Two related tasks were in staff’s FY24-25 workplan and are carried forward in the FY25-26 workplan. These
include:
1. Transporta=on System Monitoring, including Traffic Impact Studies and Travel Demand Management.
This work area deals with understanding exis=ng traffic pa?erns in the community, understanding how
development will impact the transporta=on network, and designing strategies to mi gate those
impacts through demand management, capital planning, and/or poten=al transporta=on mi=ga=on
fees.
2. Dedicated revenue: if we are to effec=vely address traffic in the community, dedicated revenue is
needed to fund traffic management and mi=ga=on strategies. Dedicated revenue sources (such as
mi=ga=on fees) were briefly explored in the Integrated Transporta=on Plan, and staff has done ini=al
research on relevant dedicated revenue op=ons. Today staff will present preliminary informa=on
related to revenues =ed to traffic impact studies for feedback.
The Comprehensive Plan common values are Growth Management, Ecosystem Stewardship, and Quality of
Life. In order to deliver on these common values, we need the ability to forecast transportation system
demands (Growth Management) and plan a transportation system that can serve those demands effectively
(Quality of Life) while limiting environmental impacts and/or enhancing/rehabilitating the natural world
(Ecosystem Stewardship). The image below was shared as part of the Joint Transportation workplan on May 5,
2025. Requiring developers to demonstrate their transportation impacts (System Monitoring) and provide a
plan to address them (Capital Planning and Programming, Asset Management) is essential to delivering these
common values.

Packet Page 1 of 67

What is a Traffic Impact Study?
A Traffic Impact Study is a technical document assessing the potential effects of a proposed development on
the surrounding roadway network. Conducted by a licensed professional engineer, it is typically overseen or
conducted by the agency with jurisdiction. Staff have written guidelines1 directing applicants how/when to
conduct a TIS. We propose that applicants hire a licensed engineer to oversee their study and submit it to
staff, rather than having Town or County staff conduct the TIS. A TIS submitted by a developer would be
reviewed primarily by the Transportation Manager for compliance with the TIS guidelines (or, if adopted, TIS
requirements).
Are Traffic Impact Studies (TISes) required in Jackson, Teton County, or elsewhere in Wyoming?
Town and County LDRs already include language and require TISes for certain situations; the existing language
differs between the Town and County LDRs. We have not had formal guidelines. Staff presented at a County
Commission workshop on June 3, 2024, to receive initial feedback on proposed guidelines. Prior to having
these guidelines, an applicant submitting a traffic impact study would develop their own template. With the
guidelines, several applicants have submitted more consistent studies for staff to evaluate. Guidelines save
time for the preparer and reviewer because we both know what to expect. At least four applicants have
applied the TIS guidelines that were attached to the June 3, 2024, workshop materials as part of Conditional
Use Permits, master plan, or other applications: Legacy Lodge, Area 1 Northern South Park, 90 Virginian Lane,
and the Teton County Justice Center. The results of these TISes have enabled both applicants and staff to
identify potential transportation issues and plan accordingly.

1

https://tetoncountywy.gov/DocumentCenter/View/29669/0603-Traffic-Impact-Studies-and-Travel-Demand-Management-Guidelines
Packet Page 2 of 67

The Town LDRs request Traffic Impact Studies in several locations. In the Town of Jackson, under the LDRs, any
new commercial or mixed-use building over 35,000 sq ft or any CUP/subdivision that, in Staff’s judgement,
could materially affect traffic must submit a full Traffic Impact Study or comparable Traffic Impact Analysis.
Division 2.2, Section 8 of numerous Downtown zones, Town Square zones, and Complete Neighborhood zones
specifies “Applicant shall submit studies of sufficient detail, as identified by staff at the preapplication
meeting, to address anticipated impacts on traffic generation…and other important Town resources.
Mitigation measures shall be included as part of any required study.”
Current County Land Development Regulations (LDRs) state that “developments which will generate more
than 1,000 vehicle trips per day shall conduct a traffic impact study” to determine roadway geometry changes
or other improvements. Resort master plans also explicitly require a TIS. The current language provides
general direction but describes neither timelines for continued monitoring/reporting nor appropriate
mitigation (i.e. infrastructure improvements) or Travel Demand Management strategies/measures that an
applicant could use to mitigate and manage their impacts. Currently, TDM plans are negotiated on an ad hoc
basis, and consistent guidelines would support staff and applicants by standardizing the process, information,
and format expected of applicants. These requirements would facilitate a more standardized and predictable
process for staff and for applicants.
Other communities in Wyoming also have formally adopted Traffic Impact Study Requirements. The City of
Casper mandates a TIS based on a 20-dwelling unit or 75 peak-hour trip threshold. The TIS is commissioned by
the City Engineer and reimbursed by the developer. Lower-volume projects may require only a brief Traffic
Impact Memo or could be processed through negotiated developer mitigations. The City of Cheyenne uses a
“Transportation Worksheet” for all development. Projects whose estimated peak-hour trip generation exceeds
the Worksheet thresholds (generally around 100 peak-hour trips, depending on land use) require a full TIS.
Smaller projects remain at the Worksheet level unless the City Engineer requests further analysis.
Staff recommend, for Teton County and Jackson, a 30 peak-hour ‘net new trip’ threshold for Traffic Impact
Study based on peer communities. The four applicants who have submitted a TIS over the last 12 months have
used the 30 net new trip threshold. For comparison, the threshold in Park City, Utah is 25 peak hour trips. The
threshold in Aspen, CO is 2 peak hour trips.
Other peer communities in the Mountain West have adopted TIS and TDM requirements, as illustrated in the
image below.

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Once we identify the traffic impacts, what do we do to address those impacts?
Currently, Town and County staff follow ad hoc processes for addressing traffic impacts. For instance, Town
staff negotiated with Mogul to add a west to southbound left-turn lane on South Park Loop road to enter The
Loop when it was determined that a left-turn lane would reducing queueing in the through lane. Staff is more
familiar with examples that have played out in the County. Two examples that prompted customized
transportation impact mitigation conditions with their development approvals are as follows:
• Legacy Lodge, November 19th, 2024. The related condi=on to approval read as follows: “The applicant
shall submit a supplement to the Transporta=on Demand Management Plan developed with the
regional Transporta=on Planning Administrator to create a more refined Transporta=on Demand
Management measures; explore partnership with the RaOer J Homeowner’s Associa=on; learn from
the Wyoming Department of Transporta=on (WYDOT) study of the intersec=on of W Big Trail Drive and
South Highway 89, which shall be presented to the Board of County Commissioners with the first
monitoring report2”
• Area 1 NSP, May 19th, 2025. The related condi=ons to approval read as follows:
“1. Transportation. Prior to the submittal of the first Development Plan application, the applicants for
this Master Site Plan shall collaborate with Teton County Public Works staff, including the
Transportation Manager and County Engineer, and shall obtain the County Engineer’s written approval
of a list of impact fees by Block related to traffic mitigation, and off-site infrastructure improvements
(or required financial contributions toward additional off-site improvements) in West Jackson, in
proportion to the development’s traffic that will trigger the need for transportation infrastructure
improvements in the West Jackson Transportation Study area consistent with the Northern South Park
Neighborhood Plan.
a. In addition to the list of impact fees and required financial contributions, the applicant shall
also identify the entity responsible for transportation mitigation, account for construction impacts
including construction traffic, and include realistic benchmarks and performance monitoring to ensure
that Transportation Demand Management (TDM) measures and off-site improvements adequately
address the impact of the traffic trips generated by Area 1.
b. Future Development Plans in Area 1 shall follow the approved list, and required financial
contribu=ons shall be provided as required in an approved Development Plan. The final mi=ga=on
requirements, informed by the structured list, may be adjusted as necessary based on final unit counts
and monitoring data; the applicant shall obtain approval by the Board of County Commissioners at
Development Plan. The applicant shall be responsible for mi=ga=ng the impact of traffic deficiencies
generated by the Area 1 development in the West Jackson Transporta=on Study Area.
c. The use of any required financial contribu=ons is at the discre=on of the Board of County
Commissioners for transporta=on improvements in the West Jackson Transporta=on Study Area.
2. East-West Connector. Prior to the issuance and recorda=on of this Master Site Plan the
applicant shall provide a right-of-way easement, with legal descrip=on prepared by a Wyoming licensed
surveyor, of the proposed East-West Connector in Area 1, to be presented to the Board of County
Commissioners for their review and approval. The right of-way easement shall be recorded with the
Teton County Clerk before this permit is effec=ve. The intent is that this easement could, in the future,
connect to easements in Area 2 that will either connect with Highway 89, the intersec=on of High
School Road and Gregory Lane, or another alignment as determined in the future. 3. Blocks. All future
blocks shall demonstrate compliance with the standards of LDR Sec=on 4.5.2.B.1"
Currently, staff are addressing impacts of individual developments essentially as standalone projects with
conditions such as the two above. Standardized traffic impact study and travel demand management

2

https://tetoncountywy.gov/DocumentCenter/View/31856/11-19-24-R-Mins
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requirements will provide predictability for both staff and applicants to create the multi-modal future
envisioned by the Comprehensive Plan and ITP.
What other robust approaches are there to addressing traffic impacts holistically?
Holistic transportation planning relies on a thoughtful capital plan to identify improvement needs and
implement them in a predictable fashion based on how traffic volumes are materializing throughout the
transportation network. Staff presented the first iteration of the Joint Local Transportation Capital
Improvement Plan at the January 2025 Joint Meeting.
Teton County has led the creation of a regional Travel Demand Model (sometimes called a TDM, and not to be
confused with Travel Demand Management). We can use the model to forecast 2045 traffic, given approved
land use and development, and estimate infrastructure and programmatic needs to address future travel
demand. The figure below illustrates the process staff plans to follow through work approved in the FY25-26
work plan. The goal is to develop a nexus between 1) the capital and service improvements needed to realize
the vision in the Comprehensive Plan and ITP and 2) the impacts of changing land use on capital needs.

What are options for funding the necessary traffic improvements?
Dedicated sales tax, property tax, impact fees, and user fees are options that other communities in the US use.
Because Town and County have had extensive conversations regarding sales and property taxes, staff would
like to focus the introduction today on impact fees and user fees. Staff is not proposing actual fees today, but
offering an introduction to how mitigation fees might work and seeking feedback to bring more information to
a future meeting.
Transportation Impact Fees
A Transportation Impact Fee is a predetermined charge, based on a detailed nexus study, levied on
development projects to share the costs of improving roads, paths, transit, and related infrastructure needed
by the development. These are one-time, up-front charges determined by a formula and applied uniformly to
all new development, rather than individual, negotiated assessments. Transportation Impact Fees must be
used for capital projects or growth-related facility expansion, not maintenance3.

3
Essential nexus from Nollan v. California Coastal Comm’n, 483 U.S. 825 (1987); Rough proportionality Dolan v. City of Tigard, 512 U.S. 374
(1994).

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The County Commission has applied impact fees (via a condition in the conditional use permit) for
construction (Grand Targhee – Ski Hill Road) and as a special condition for other developments (Melody
Ranch, Area 1 NSP). Staff are unfamiliar with Town Planning’s application of conditions that impose a fee for
traffic impacts.
Many peer communities use Transportation Impact Fees, also referred to as Transportation Exactions or
Mobility Exactions, to fund capital infrastructure needed to accommodate growth. Below are examples of
development and exactions charged in different communities.
Development
Example
91 hotel rooms
(81,348 sq ft) and 33
mid-rise multifamily
housing units (97,382
sq ft)

Trip Generation
(from ITETripgen.org
or existing TIS)
727 total for lodging
use (48 AM Peak);
150 for residential
uses
Approx 877 per day,
(12 AM peak)

69 single-family, 56
duplexes, and 446
multifamily
(apartment) homes

4133 Trips Per day,
259 AM, 330 PM

60 short-term rental
condominiums and
12 affordable
workforce units
Condo buildings with
combined 110,892
habitable square
footage; can be used
as short-term rentals

Rental units: 264
daily (all suites use)
25 (AM peak, resort
hotel use)
Affordable housing:
58 per day; 6 (AM
peak)

Park City, UT
Current fees

Bozeman, MT
Current fees

Hotel component fee
= 727 trips × $149.06
cost per trip =
$108,367. Residential
component fee =
150 trips × $149.06 =
$22,359 .
Total = $130,726
4133 average daily
trips x $149.06 cost
per trip = $616,065

$1,584 per hotel
room x 91 rooms =
$144,144.
$7,078 per other
residential @ 2951
avg sq ft x 33 units =
$233,574.
Total = $377,718
Assume single-family
units all 3500 sq ft:
$11,530 per single
unit x 69 = $795,570.
Assume duplexes all
1700 sq ft: $8,431 x
56 = $472,136.
Assume all
multifamily
apartments 1200 sq
ft: $4,311 x 446 =
$1,922,706.
Total = $3,190,412

Short-term rental
component fee = 264
trips × $149.06 cost
per trip = $39,352.
Affordable
component fee 58
trips × $149.06 =
$8,645.
Total = $47,997

Assume all units are
1540 sq ft (unit
average):
$4,806 per
multifamily unit x 72
units = $346,032

Manatee County,
Florida
Effective 9/9/25
$3911 per hotel
room x 91 rooms =
$355,901.
$13,749 per
multifamily unit
>1301 sq ft x 33 units
= $453,717.
Total = $809,618
Assume single-family
units all >1701 sq ft:
$19,768 per single
family detached x 69
= $1,363,992.
Assume duplex split
50/50 1301 sq ft –
1700 sq ft and >1701
sq ft: $14,333 x 28
units + $18,177 x 28
units = $910,280.
Assume multifamily
split 25:25:25:25
between 4 smaller sq
ft categories.
$3,806,722.
Total = $6,080,994
Assume all units
>1301 sq ft (unit
average is 1540 sq ft)
$13,749 per
multifamily unit x 72
units = $989,928

User Fees
User fees charge a user directly for their use of a facility. Examples include parking fees, tolls, congestion
pricing, or a Vehicle Miles Traveled (VMT) tax or fee. User fees are tied directly to the level of usage—meaning
individuals pay in proportion to how much they use the transportation system. User-fee based approaches are
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widely considered to be more equitable and transparent than taxes, as it ensures that those who derive the
most benefit from the infrastructure contribute directly to its upkeep and expansion.
Next Steps
Staff are recommending initiating the formal LDR update process, including hearings at Planning Commission
and a 60-day comment period, to formally adopt the Traffic Impact Study and associated TDM requirements.
The hearings before Planning Commissions and the 60-day comment period will NOT include LDR
amendments related to Impact Fees unless BCC and Council direct staff to include that Information at this
stage. This process could lead to impact fees. Formally adopted TIS and TDM requirements provide
predictability for both staff and applicants to navigate project development. Staff also recommend that the
Town and County adopt the same guidelines for consistency. Jointly funded Transportation Staff will review
Traffic Impact Studies and TDM plans, and using the same guidelines will streamline staff review.
Based on the findings from traffic modeling and revising the Capital Improvement Plan (CIP) with other
departments (as directed in January 2025), staff can bring additional information regarding dedicated revenue
options and a nexus approach to a future joint meeting.
Other next steps identified at the June 3, 2024, BCC meeting included:
• ‘Update the guidelines approximately annually as a traffic count program and TDM programs become
more established.’ Staff recommended these requirements, once adopted, could be in place for several
years and reviewed/revised only with major LDR amendments and policy changes.
• ‘Define the desired process for review, monitoring, and enforcement of studies and regula=ons from
County/Town staff. This will occur through conversa=ons with the Planning Director.’
• ‘Work with legal staff to develop a formalized transporta=on impact fee program (for construc=on
traffic as well as to mi=gate traffic generated aOer building occupancy)’. This will be the subject of a
future mee=ng.
COMPREHENSIVE PLAN ALIGNMENT
The Comprehensive Plan directs staff to make walking, biking, transit, carpooling and micromobility more
convenient than driving alone. To do so, the Comprehensive Plan recommends several policies and strategies
to encourage this shift, among them:
1. “Policy 7.1.e: Establish a permanent funding source for an alterna=ve transporta=on system
2. Policy 7.2.a: Implement a Transporta=on Demand Management (TDM) program
3. Policy 7.3.b: Coordinate transporta=on network decisions
4. Policy 7.3.e: require development to provide for walking, biking, carpooling, and transit. A cri=cal
component of informed transporta=on planning is the concurrent review of transporta=on impacts
with land use applica=ons. As land use decisions are made that will result in transporta=on impacts,
the Town and County should require that impacts be iden=fied and mi=gated. Development decisions
will be made with an equal and concurrent considera=on of both land use and transporta=on impacts.
The Town and County will require facili=es and building orienta=ons that promote transit, walking, and
biking. Specific provisions for walk, bike, carpool, and transit infrastructure will be required in all
developments, including the provision of sidewalks, pathways, easements, transit infrastructure, and
other complete street features.” (p. CV-3-24)
5. “Strategy 7.2.S.2 Create a Countywide Transporta=on Demand Management (TDM) program” (p CV-325)
6. Strategy 7.1.S.8: Develop and carry out a comprehensive sidewalk improvement program for the Town
of Jackson, appropriate County Roads, and Teton Village streets.” (p. CV-3-25)
7. Strategy 7.2.S.5 “Consider specific provisions for current planning review to require walk, bike, carpool,
and transit components in new development” (p CV-3-26).
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STAKEHOLDER ANALYSIS
Staff convened a staff-level working group in January 2024 to discuss the initial guidelines which were presented
to the BCC on June 3, 2024. Since June 2024, at least four applicants have used the guidelines for Traffic Impact
Studies and TDM Plans, and these four applicants have not indicated that the guidelines were difficult or
confusing to follow. If the Land Development Regulation amendment process is initiated, staff will seek
additional input from developers.
FISCAL IMPACT
Formal adoption of the TIS and TDM requirements is anticipated to reduce the fiscal impact on the Town or
County for spot improvements, such as the $1,000,000 left-turn lane on South Park Loop Road, split 50/50
between the Town and the developer, associated with ‘The Loop’ development. Staff will continue to evaluate
the fiscal impact of these requirements as part of the dedicated revenue research. The FY25-26 recommended
budget included $86,000 for this category4 of work if needed, however staff anticipate being able to conduct
the LDR amendment aspects work without consulting support..
STAFF IMPACT
The Transportation Division accounted for this task with 300+ hours5 in the FY25-26 workplan. The Joint LongRange Planning staff also included 120 hours in their workplan6 for FY25-26 to shepherd these changes
through the adoption process. Based on the number of impact studies submitted over the past 12 months
(June 2024-May 2025), staff anticipates we may have up to ten (10) traffic impact studies and associated
monitoring reports each year to review, and each study will require ten (10) hours of time to review, for 100
hours of ongoing Transportation staff time if these requirements are adopted. Estimated time needed for the
documents is as follows:
1. DraO Traffic Impact Study (2.5 hours)
2. Revised/Final Traffic Impact Study (2.5 hours)
3. Make a formal recommenda=on for approval/revisions to the Planning Director/BCC as part of the
Condi=onal Use Permit or other permit (1 hour)
4. Bi-annual TIS monitoring report (review and offer recommenda=ons to owner to improve) (2 hours)
5. Triennial TDM monitoring report (review and offer recommenda=ons to owner to improve) (2 hours)
In addition to document review, staff will need to support applicants in contributing to or participating in the
applicant’s selected Travel Demand Management programs (e.g., bike/ped improvements, purchasing transit
passes, providing information about taxable benefits, educating businesses and residents about travel
options). Managing programs for applicants to participate in would take more time at start-up, then would
level out once programs are in a maintenance/operating phase. As of July 1, 2026, the full-time TDM
Coordinator position will be a shared full-time employee between the Town and County; the TDM Coordinator
can support applicants in their TDM programs.
Note that Town and County adopting different requirements will result in added time for staff to confirm and
cross-reference the appropriate requirements for an applicant in the Town versus the County. For this reason,
staff recommend the Town and County adopt identical TIS and TDM guidelines for ease of review.
LEGAL REVIEW
Gingery, Colasuonno
4

This category includes traffic count collection.
See Table 1 on page 2: https://tetoncountywy.gov/DocumentCenter/View/36438/0505D-Transportation-Work-Plan
6
See page 23: https://tetoncountywy.gov/DocumentCenter/View/36436/0505B-Joint-Long-Range-Planning-Work-Plan
5

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ATTACHMENTS
Attachment 1: Draft Traffic Impact Study (TIS) and Travel Demand Management (TDM) Requirements
Attachment 2: Initial Draft Town and County LDR Redline of Relevant Sections to initiate
RECOMMENDATION
Staff recommend that Town and County 1) initiate the LDR update process to formally adopt Traffic Impact
Study and Travel Demand Management Requirements by reference 2) direct staff to bring additional
information regarding the nexus of traffic impacts and development to a future meeting. Furthermore, staff
recommend the Town and County utilize the same requirements so that Joint Transportation staff can review
studies and plans against the same set of requirements.
SUGGESTED MOTION
Teton County:
I move to direct staff to initiate the process for updating the Land Development Regulations to adopt Traffic
Impact Study and Travel Demand Management Requirements. Furthermore, I move to direct staff to bring
additional information regarding dedicated revenues to address traffic impacts to a future meeting.
Town of Jackson:
Same Motion

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Attachment 1: Draft Traffic Impact Study (TIS) and Travel
Demand Management (TDM) Requirements

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DRAFT

Teton County Transportation
Impact Study Guidelines

DRAFT 1: May 2024
UPDATE: June 2025

If formally adopted in the Land Development regulations, these ‘Guidelines’
could be renamed ‘Requirements’

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DRAFT

Contents
1.

Introduction ............................................................................................................................................................................................................................................... 5
1.1.

2.

Intent of Study Guidelines ..................................................................................................................................................................................................................... 5
When a TIS is Required............................................................................................................................................................................................................................. 6

3.

TIS Requirements ...................................................................................................................................................................................................................................... 9
3.1.

Site Plan ................................................................................................................................................................................................................................................ 9

3.2.

Analysis Scenarios ................................................................................................................................................................................................................................. 9

3.3.

Analysis Time Periods............................................................................................................................................................................................................................ 9

3.4.

Data Collection ........................................................................................................................................................................................................ 10

3.5.

Study Intersections ............................................................................................................................................................................................................................. 10

3.6.

Trip Generation ................................................................................................................................................................................................................................... 10

3.7.

Trip Distribution and Assignment ........................................................................................................................................................................................................ 11

3.8.

Capacity Analysis................................................................................................................................................................................................................................. 11

3.9.

Multimodal Analysis ............................................................................................................................................................................................................................ 11

3.10.

Level of Service Standards................................................................................................................................................................................................................... 13

3.11.

Crash Assessment ............................................................................................................................................................................................................................... 13

3.12.

Mitigations .......................................................................................................................................................................................................................................... 13

3.13.

Monitoring .......................................................................................................................................................................................................................................... 15

3.14.

Traffic Impact Fees .............................................................................................................................................................................................................................. 16

3.15.

Qualifications of Third-Party Preparers and Reviewers ....................................................................................................................................................................... 16

3.16.

Traffic Impact Study Checklists and Forms .......................................................................................................................................................................................... 16

3.17.
4.

Table of Contents ................................................................................................................................................................................................................................ 17
Transportation Management Association ........................................................................................................................................................................................... 19

APPENDICES
Appendix A: Custom Trip Generation Rate Development Guidelines (Chapter 9 of ITE Trip Generation Handbook,
3rd Edition)
Appendix B: Land Uses in ITE Trip Generation Manual
Appendix C: Traffic Impact Study Checklist and Forms
Appendix D: Transportation Demand Management Strategies and Relative Effectiveness

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DRAFT

LIST OF FIGURES
Figure 1. Report Type Decision Process...................................................................................................................... 4
Figure 2. Trip Monitoring Process ............................................................................................................................ 10

LIST OF TABLES
Table 1: Quantity of Land Development that Triggers 30 Peak Hour Trip Threshold .................................................. 2
Table 2. Potential VMT Measures and Relative Effectiveness .................................................................................. 15

GLOSSARY
Development: A project that converts land to a new purpose by constructing new buildings or making new use of
its resources.
Transportation Impact Study (TIS): A Transportation Impact Study (TIS) evaluates the potential adverse effects of
proposed development projects on surrounding and supporting transportation infrastructure and services. A TIS
determines if the adverse effects constitute significant impacts, and, if so, how the significant impacts can be
mitigated.
Trip Generation Memo: A memorandum documenting the processes and assumptions used to estimate peak hour
trip generation for a development. This document will only be required when the development is expected to
generate fewer than 30 peak hour trips.
Transportation Demand Management (TDM): Transportation Demand Management (TDM) is the application of
strategies and policies to reduce travel demand (specifically that of single-occupancy vehicles)
Transportation Management Plan: A section of the Transportation Impact Study where the development’s compliance with the County’s vehicular trip reduction goals is discussed.
Proposed Transportation Demand Management (TDM) techniques and measures to be implemented as part of the development are described, potential trip reduction for each are stated
(with source for the calculation), and total percent trip reduction is indicated.
Mixed-Use Development: A building, complex, or combination of buildings that combines differing land uses in the
same development.
Pass-By Rate: The percentage of trips to and from a development that come from existing trips on the adjacent
roadway, and not generated specifically by the development. Total trip generation estimates may be reduced by
this amount, as these trips are not net additions to background roadway traffic.
Internal Capture Rate: In mixed-use developments, trips may be shared between varying land uses. (e.g., A patron
of a grocery store may also stop to eat at a restaurant in the same development). Thus, the total generation of
external trips may be less than the simple sum of the trips generated by each discrete land use. The internal
capture rate is a reduction applied to the total external trip generation estimate to account for this effect.
Minor Project: A development that is projected to generate fewer than 30 peak hour trips.
Major Project: A development that is projected to generate greater than 30 peak hour trips.
Monitoring Report: This is a report an applicant submits to the appropriate Town/County staff to ensure compliance
with TIS and TDM guidelines and/or regulations.

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DRAFT

Transportation Management Association (TMA): This is an organization that supports the development,
coordination, and implementation of TDM programs and services in the community.

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DRAFT

1. Introduction
Transportation Impact Study (TIS) guidelines establish methodologies and procedures for assessing transportation
impacts of proposed development projects. The following guidelines have been developed according to standard
industry practice with modifications to meet the unique needs of Teton County. Any aspect of a TIS not explicitly
addressed in this document shall be addressed in a manner consistent with guidelines found in the Institute of
Transportation Engineers’ (ITE) Transportation Impact Analyses for Site Development.1

1.1. Intent of Study Guidelines
The purpose of the Transportation Impact Study Guidelines is to create a standardized system for developments to
determine and mitigate transportation impacts. This document describes how to prepare a Transportation Impact
Study and addresses the following topics:

•

Transportation Impact Study (TIS) triggers.

•

Scope, methods, and extent of the required study.

•

Mitigation measure requirements, including TDM Programs and Infrastructure.

•

Criteria to determine if the transportation-related impacts of a proposed project are significant.

•

Monitoring and reporting requirements for mitigation measures.

Transportation studies and reports were used to inform the basic framework of this document. However, each
project is unique; not all criteria or analysis will apply to every project, and these guidelines are not intended to be
prescriptive beyond what might be considered practical. Early and consistent communication with the appropriate
Engineering, Planning, and Transportation staff is encouraged to work through the details of a given project. This
joint document between the County and Town is designed to simplify the requirements for transportation impact
analysis throughout the entire county. The Agency Having Jurisdiction (AHJ) will be the agency within which the
development is being proposed. The cost of the TIS and any mitigation measures deemed necessary shall be the
responsibility of the individual or entity requesting access to the network.

1 Multimodal Transportation Impact Analysis for Site Development: A Recommended Practice of the Institute of Transportation

Engineers (ITE). Institute of Transportation Engineers, 2023.

1

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DRAFT

2. When a TIS is Required
A TIS is required for all major developments2 in Teton County, which is defined as any development with an
expected net new external peak hour trip generation of 30 trips or more. Developments expected to generate
fewer than 30 net new peak hour trips are considered minor projects. Whenever possible, the most recent version
of the ITE Trip Generation Manual and Trip Generation Handbook should be used to determine peak hour trip
generation. A sample of common development land uses and the respective quantities that would result in 30
peak-hour trips based on the ITE Trip Generation Manual, 11th Edition, is presented in Table 1. Note that these
values serve as a quick reference point for a subset of land uses. Other factors unique to the development (such as
mixed-use development or pass-by rates3) should also be considered.

Table 1: Quantity of Land Development above “Major Project” Threshold
Land Use Type

ITE Land Use
Code

Quantity

Net Peak Hour
Trips Generated

Single-Family Detached Housing

210

28 Dwelling Units

30

Multifamily Housing (Low-Rise)

220

22 Dwelling Units

30

Strip Retail Plaza

822

4,500 Sq. Ft. gross leasable area

30

General Office Building

710

12,500 Sq. Ft. gross floor area

30

Medical-Dental Office Building

720

8,200 Sq. Ft. gross floor area

30

Fast Food Restaurant

933

900 Sq. Ft gross floor area

30

High-Turnover (Sit-Down)
Restaurant

932

3,100 Sq. Ft gross floor are

30

Hotel

310

65 rooms

30

The County may also require a TIS for projects that do not exceed 30 peak-hour trips in unique circumstances, such
as when significant changes will be made to existing roadways or intersections by the project. Examples of such
changes include:



Changes to intersection control (i.e., stop-control to roundabout or signalization)



A new leg is added to an existing signalized intersection.

Standard peak hour trip generation estimates should include typical weekday AM and PM peak periods. For
commercial, retail, hotel, recreational, and other land use (up to the discretion of the County) developments, the
Saturday peak hour shall also be included. For some projects, such as those expected to generate significant trips
in non-traditional 9-5 peak periods, the County may substitute or require an additional period to use as the peak
period for estimating peak hour trip generation, including but not limited to the following time periods.

2 For all phased or master-planned developments, trip generation estimates should be considered for each phase individually as

well as the development as a whole. Each phase that is expected to generate more than the “Major Project” threshold should
be analyzed individually in a TIS report or memo.
3 See Glossary for definition of terms.

2

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DRAFT






Weekday mid-day peak
Friday evening peak
Weekend midday peak
Weekend evening peak

In general, trip generation estimates should be based on the rates found in the most recent edition of the ITE Trip
Generation Manual, or if an acceptable case can be made for the use of alternative trip generation rates (subject
to approval by County staff). However, for development types or peak periods that are not covered by or have
insufficient documentation in the Manual, a custom trip generation analysis shall be conducted. See Appendix A
for guidelines on developing custom trip generation rates, as presented in the ITE Trip Generation Handbook, 3rd
Edition. The methodology employed for the trip generation rate study (appropriate peer sites, time period for
data, etc.) shall be approved by County/Town staff prior to collection of local data.
For developments that do not require a TIS based on trip generation, a “Trip Generation Memo” performed by a
qualified transportation professional, commissioned by the applicant at their own expense, will be required. The
Trip Generation Memo should include a documentation of the methodologies used to determine estimated peak
hour trips, including details of the proposed development (location, land use type, and scale), the assumed peak
hour period, and the trip generation rates used for the estimate. In addition, the memo should include an
assessment of proposed site access points to demonstrate needed traffic control and/or auxiliary lanes.
At the County’s discretion, the Trip Generation Memo requirement may be waived for developments below the
thresholds described in Table 1. For the purposes of assessing the need for a TIS, applicants may reduce the net
external new peak hour trips based on pass-by trip rates4 (as represented in the most recent edition of the ITE Trip
Generation Handbook) and internal capture with proper documentation. See Figure 1 for a graphical
representation of the report-type determination process.

4 See glossary for definition of terms.

3

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DRAFT

Figure 1. Report Type Decision Process
4

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DRAFT

3. TIS Requirements
When the net external new peak hour trips for a development exceeds 30, a TIS shall be commissioned by the
applicant (at their own expense) to be performed by a qualified transportation professional. Study intersections
and other requirements should be discussed and finalized during a pre-application conference with County staff
prior to beginning the traffic study.
The elements that must be included in a TIS are listed in this section.

3.1. Site Plan
The proposed site plan for the development, including all proposed accesses, must be included as part of the TIS.
The site plan shall be developed in such a way that driveway spacing, sight distances, and curb radii provide for
efficient and safe traffic operations. The site plan must adhere to principle 7.1 of the Comprehensive Plan to make
walking, bicycling, transit, carpooling, and micromobility more convenient than driving alone.

3.2. Analysis Scenarios
To properly assess the traffic impacts of a development, both in the near-term and the future, a TIS must include
the following analysis scenarios:
• Existing Background Conditions
• Existing Background Plus Project Conditions
• 20-year Forecast Background Conditions
• 20-year Forecast Background Plus Project Conditions
The 20-year forecast scenarios shall assume a growth in background traffic at a rate determined by analysis of
historical data near the proposed development or at rates represented in the regional travel demand model,
which is available from the County/Town upon request. In addition, the County may require adding in detailed
traffic forecasts for specific approved or known developments. For master-planned developments with more than
one phase, the County may require a TIS for the first phase and require the developer to meet monitoring
requirements for at least two years before authorizing additional phases. Additional phases may also require an
amendment to an original TIS after monitoring requirements are met.

3.3. Analysis Time Periods
Analysis time periods for the study shall be determined in coordination with the County/Town. Typically, weekday
(Tuesday, Wednesday, or Thursday) AM and PM peak periods will be analyzed. For developments that are only
expected to generate trips in either the AM or the PM peak periods, the peak period in which the development is
not expected to generate trips may be omitted from analysis. Furthermore, if the development is expected to have
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peak trip generation at a time outside of conventional peak periods or if the development will be built in an area
that has unconventional background peak periods, the city may require analysis of non-standard peak periods.
Examples of additional peak periods that could be required are included in Section 2 of this report.
Developments and areas with unconventional peak traffic periods may include, but are not limited to, schools,
theaters, or recreational sites.
The study shall analyze traffic conditions during the peak hour within each peak period, which will be defined as
the window with the maximum total intersection volume for any four consecutive 15-minute periods within each
peak at each study intersection. If study intersections are near each other with differing peak hours, the consultant
preparing the study may opt to determine a unified peak hour for analysis based on the overall peak hour of the
study area.

3.4. Data Collection
The data required by a TIS includes turning movement counts for the applicable peak periods at all study
intersections. Typical weekday AM peak periods shall include data from 6-9 AM, while typical weekday PM peak
periods shall include data from 4-6 PM. If additional peak periods are required for analysis, as discussed in the
previous section, data should be collected for a minimum of two hours for each peak period.
The data collected shall include turning movement counts for all motor vehicles movements, bicyclists, and
pedestrians. Data should also include vehicle classification to determine the percentage of background traffic
made up by heavy vehicles. Count data should be collected while schools are in session. Since the period with the
highest amount of traffic is during the summer, traffic count data collected outside of summer months shall be
grown with a seasonal adjustment factor. Seasonal adjustment factors shall be calculated based on the most
recent data available through WYDOT’s Transportation Survey’s office5. All required data must be submitted to
the County as an appendix to the TIS. Another source of data is Teton County’s aggregated traffic information:
https://experience.arcgis.com/experience/29387787329f45988b9329525e55b737

3.5. Study Intersections
The study shall include all intersections anticipated to be impacted by traffic from the development. This includes,
at a minimum, all project driveways, all public intersections within 1,000 feet of the development’s boundaries, all
signalized intersections within 0.5 mile of project boundaries, and any other intersection to be impacted by 30 or
more project peak hour trips. The County may also request additional intersections to be included in the analysis if
existing and potential traffic volumes and trip distribution patterns suggest those could be impacted by the
development. Study area intersections should be finalized at the pre-application conference.

3.6. Trip Generation
Whenever possible, the most recent version of the Institute of Transportation Engineers (ITE) Trip Generation
Manual and Handbook should be used to determine peak hour trip generation. For land use types that are not
covered by or have insufficient documentation in the ITE Trip Generation Manual, a custom trip generation
analysis shall be provided. See Appendix B for a list of land use codes included in the ITE Trip Generation Manual
11th Edition. When applicable, developments with differing compatible uses may reduce the number of external
5 As of December 2023, contact Chad Mathews; Wyoming Department of Transportation; Transportation Surveys; 307-777-

4190; [email protected]

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trips by accounting for Internal Capture6 between on-site land uses. Net new external trips may also be reduced by
accounting for pass-by trips consistent with methodology and pass-by rates according to the ITE Trip Generation
Handbook, or custom collected data as applicable. Vehicular trip reductions resulting from transportation demand
management measures and mode shift may also be applied to the trip generation.

3.6.1. Transportation Demand Management Measures
To reduce the transportation impacts of new developments, the County requires
preparation of a Transportation Management Plan section in the traffic study to identify appropriate
Transportation Demand Management (TDM) techniques and measures for the proposed development., in-line
with the County's vehicular trip reduction goals.
. TDM measures can reduce external automobile trips by mixing land uses, reducing the need to make trips to the
development, and/or encouraging walking, biking, transit, or carpooling. Applicants may apply these trip
reductions to the project trip generation. The TIS shall document all TDM measures being incorporated into the
development and quantify7 their estimated effect in terms of a percent reduction on project trips. TDM
strategies/improvements may include, but are not limited to, the following:
•
Development intensity/density reduction – proposed few units or land uses that generate fewer trips
•
Access management – proposed fewer and/or consolidated access points and locate them to maximize
safety and reduce congestion spots.
•
Transit initiatives – provide bus stops, shelters, route/schedule extensions, park-n-ride lots
•
Demand management/commuter assistance – park-n-ride/transit for employees, modified hours to avoid
peak periods.
•
Pedestrian/bicycle improvements – trails, bridges/tunnels, crossing safety improvements, fill in missing
network connections, shelters
•
Intelligent transportation system improvements – real-time transit schedule information, park-n-ride
availability
•
Livable community site design features – incorporate amenities to minimize vehicular trips and promote
alternative modes.
Appendix C includes an estimated range of reductions for common TDM measures. TDM measures should
should attempt to achieve at least a 50% trip reduction. Documentation for assumed trip reductions percentage
must be included in the traffic report. Once approved by County staff, a corresponding reduction in vehicle trip
generation can be applied.
. Note that capital improvements that may be required do not count as TDM measures.

3.7. Trip Distribution and Assignment
Trip distribution should be determined based on project proximity to major streets, population densities, regional
destinations, and locations of similar developments.
and regional destinations.

3.8. Capacity Analysis
Analysis shall use a traffic analysis software program consistent with the state-of-the-practice. Examples of
appropriate software include Vistro, Synchro, HCS, VISSIM, and SimTraffic. Analysis with Vistro or Synchro should
use the latest version of the Highway Capacity Manual methodology available.
Signalized intersections shall be programmed in accordance with existing signal parameters for phases, splits,
yellow and all-red times, and pedestrian crossing times. This information can be obtained from the Agency Having
Jurisdiction (AHJ).
The respective capacity analysis reports for all intersections, and all scenarios must be provided to the
County/Town as an appendix to the TIS. The AHJ reserves the right to request software files for any TIS.

3.9. Multimodal Analysis
The TIS shall evaluate the project’s potential adverse effects on transportation facilities and services related to
transit, bicycles, and pedestrians. The evaluation could include identification of any disruption to existing facilities

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6 See Glossary for definition of terms.
7 Caltrans hosts a publicly available tool for quantifying the impact of TDM measures on Vehicle Miles Traveled (VMT) at the

following link: https://www.dropbox.com/s/73w8vi3bdi27fiv/TDM%2B_CT_custom_ver20220913.xlsm?dl=0. VMT reduction
can be used as a proxy for trip reduction in TDM quantification estimates.

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and services or interference with the implementation of planned facilities and services. This effort will require
identifying and mapping existing facilities. Particular attention should be made to roadway or intersection
widening improvements and the addition of new driveway locations, that would increase pedestrian/bicycle
crossing times or increase the potential for vehicle and pedestrian/bicycle conflicts. Consideration should also be
given to how a project affects accessibility between each travel mode and the surrounding land uses.
For some projects, more detailed multimodal analysis may be required. In these cases, the methodology shall be
selected in consultation with County staff and should consider new tools, procedures, and performance measures
such as those listed below:

•

Multimodal LOS – The HCM contains multimodal LOS analysis methods. Simulation models can
also be used to measure performance (i.e., person-delay) for all modes using the transportation
network.

•

Activity Connectedness – Travel time for each mode (vehicles, transit, bicycles, and walking)
between the project and surrounding land uses can be used to gauge the degree of accessibility
for a project. The County desires to minimize travel time to necessary destinations while
minimizing unnecessary vehicle travel. The main idea is to evaluate activity centers and
destinations around projects to ensure that walk times to necessary destinations are minimized
and the walking experience is comfortable.

•

Speed Management – Desired travel speeds for each mode should be considered in project
evaluation where new transportation facilities are being constructed.



On-Site Multimodal Accommodation - A development needs to accommodate the needs of
all users and properly connect them to the network. The location, quantity, and design of site
access points can constrain traffic operations in the vicinity of the development and
compromise an access’ ability to process trips safely and efficiently. The internal circulation
system has direct bearing on adequacy of site access points and its ability to move users once
inside a development. The TIS must address on-site multi-modal connectivity to ensure
adequate and safe circulation of all multimodal on-site trips.

3.10. Level of Service Standards
Intersections shall be evaluated for Level of Service (LOS) according to the aforementioned methodologies. LOS
and delay for signalized, all-way stop, and roundabout intersections shall be reported for the overall intersection,
while LOS and delay for side-street stops shall be reported based on the worst movement. The LOS standard for all
intersections under Teton County jurisdiction is LOS D. At intersections that are found to be below LOS D in
background or plus project conditions, the TIS shall analyze potential mitigations for and document the
proportional impact of the proposed development on increasing delay at the failed intersection. Multimodal LOS
must also be assessed and the LOS write up must include qualitative and quantitative discussion of multimodal
LOS per the aforementioned methodologies.

3.11. Crash Assessment
Obtain crash data for the latest 3-year period for the study area intersections and road segments. Develop a
spreadsheet summarizing crash numbers, crash types, weather conditions, lighting and crash causes. Identify
locations with higher-than-expected number of crashes, fatalities or injuries, identifiable patterns, and
concentrations of pedestrian and bicycle crashes. Determine if the proposed development could make any safety
problems worse by adding vehicle, pedestrian or bicycle volumes, or by the proximity of proposed access points.
Identify improvements and methods to fix the identified safety concerns. Developments that proposed access to a
road or intersection on the County High Injury Network
[https://storymaps.arcgis.com/stories/ad22e47f0ab2480ea3cd6a390c39d6a5] may require additional
partnerships/mitigations.

3.12. Mitigations
The least intensive successful mitigation should be recommended for all deficient LOS. Signalized phase split
adjustments8 may be recommended, though required minimums for yellow time, all-red time, and pedestrian
crossing times must be maintained, and total cycle length must be preserved for coordinated signals. If an
intersection control type modification is recommended, the appropriate planning-level warrants shall be provided.
In certain cases, intersections with deficient LOS may be determined to be acceptable by the County/Town if
queues are viewed as acceptable, and the only mitigations available could result in a substantial decrease in the
suitability of the intersection for non-motorized users. This is particularly applicable at two-way stop-controlled
intersections with low-volume minor streets.

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The applicant is responsible for funding the mitigations of their impact on the transportation system. These could
include roadway and intersection improvements such as turn lanes, acceleration/deceleration lanes, multi-modal
improvements, and intersection controls. The combination of TDM measures and mitigation should achieve
multimodal LOS D or better at affected intersections. Work with County staff to determine if any safety
mitigation measures are required for the proposed development.

Proposed mitigations should consider the impact on all roadway-users, with the goal of improving mobility for all
users. Potential mitigations could include adding or upgrading sidewalks, driveway consolidation, adding bicycle
amenities such as racks, and improving bus stop amenities. All facilities must meet standards set by the Americans
with Disabilities Act (ADA) as well as the Town of Jackson Community Streets Plan and Teton County Safe Streets
for All plans, as applicable.
The TIS should comment on the following additional items, where applicable:
•
•
•
•
•
•

Ensure the proposed site plan allows for the minimum required sight distance, as described in AASHTO’s A
Policy on Geometric Design of Highways and Streets.
Applicable guidelines for auxiliary/turn lanes.
Assessment of proposed access spacing.
Pedestrian/bicycle improvements along the proposed site frontage and on-site to tie into these facilities.
Transit/pedestrian/bicycle shelters and security.

3.13. Monitoring
After the opening year of the development, the County requires that developers or owners monitor projectgenerated motor vehicle trips to ensure that planned TDM measures are having the intended effect. The required
monitoring period will last for six years for minor9 projects and ten years for major projects. Property owners will
be required to document trips in and out of the development on an annual basis and submit a biannual report to
the planning director summarizing the updated data. Data collection should include the same peak periods
analyzed in the TIS.
For minor projects, the monitoring reporting requirement shall include driveway counts that are consistent with
the original trip generation estimates to show compliance with the 30 peak hour trip threshold. If the project
exceeds more than the 30-trip threshold, the owner shall develop a TDM program to mitigate all trips over the 30
peak hour trip threshold.
For major projects, the monitoring requirements shall include driveway counts, transit ridership (as appropriate),
vehicle occupancy, and active transportation trips. As shown in Figure 2, if actual project trips are more than 5%
above those forecasted in the TIS, the County/Town will require the owner to develop a new TDM strategy to get
trip reductions to the forecasted levels. After the initial 10-year period when TIS reporting sunsets, TDM
monitoring should continue every three to five years via a report on TDM activities the owner is conducting and
the estimated/measured efficacy of those activities.

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3.14. Traffic Impact Fees
If the County and/or Town adopt a Traffic Impact Fee program, a full Traffic Impact study, as defined in Section 2,
is no longer required. Instead, every development must prepare a mini-study, applying the requirements stated in
Section 3, which presents trip generation forecasts, and analysis of proposed access points and any intersections
along the proposed site frontage. Every development will be responsible for any level of service mitigations,
access point auxiliary lanes and upgrades traffic control, pedestrian/bicycle and transit facilities along the site
frontage. Exact access/ frontage mitigation measures shall be determined by the County. In addition, the
developer/owner will be required to pay the calculated impact fee based on the trip generation.
The mini-study can propose and implement TDM measures to reduce the impact fee to be paid. The monitoring
requirements stated previously in this document apply. The agency with jurisdiction must agree to the
improvements and any associated credits for TDM measures.
The developer/owner may propose other measures in lieu of the impact fees. For example, an owner may
construct an access road through their property that supports the County's Transportation Plan, or dedicate rightof-way for a future County or Town facility. It is the discretion of agency staff and elected officials as to what will
be considered as acceptable traffic mitigation for a specific development.

3.15. Qualifications of Third-Party Preparers and Reviewers
Traffic Impact Studies shall be prepared or reviewed by a licensed professional engineer (PE) with Professional
Traffic Operations Engineer (PTOE) certification, plus at least four (4) years of experience preparing traffic impact
studies.

3.16. Traffic Impact Study Checklists and Forms
See Appendix C.

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3.17. Table of Contents
The following represents a typical Table of Contents for a traffic impact study:
I. Introduction
Study Purpose and Scope, Project Description, and Study Area Boundaries.
II. Study Area
Description Existing Land Use, Transportation Network, and Key Intersections.
III. Existing Traffic Conditions
Data Collection (Counts, Speeds, Volumes)
Analysis of Existing Traffic Patterns
Existing Level of Service
Existing Crash Assessment
Existing Pedestrian/Bicycle and Transit Facilities
IV. 20-Year Future Traffic Conditions
Background Growth (Annual %, other developments)
Trip Generation Estimates (Project and Background)
Trip Distribution and Assignment (How trips are assigned to the network)
Future Traffic Forecasts (Opening year and opening year + 20, both with and without the project)
V. Intersection Analysis
Level of Service Analysis (Existing and Future), Critical Movement Identification, and Potential Need for
Improvements.
VI. Transportation Management Plan
Proposed TDM measures and forecast trip reduction
VI. Proposed Mitigations
Recommended Traffic Control Improvements, Signage and Pavement Markings, and Potential Impacts on
Pedestrians and Transit.
Multimodal Site Access and Circulation Summary
VII. Summary of Findings and Recommendations
Key Findings, Overall Project Impacts, and Mitigation Strategies, Impact Fee Calculations.
VIII. Appendices
Maps and Figures
Trip Generation Table
Traffic County Data
Traffic Analysis
Other Supporting Documents

9 Minor projects will be defined as projects not requiring a full TIS. Major projects will be those that require a full TIS. See

glossary for definition.

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Figure 2. Trip Monitoring Process for Major Projects

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4. Transportation
Management Association
For projects that create 50 or more employees, participation in a Transportation Management Association (TMA)
shall be required. Participation shall be indefinite. At this point, the specific TMA is not determined.

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Appendix A: Custom Trip
Generation Rate Development
Guidelines (Chapter 9 of ITE Trip
Generation Handbook, 3rd Edition)

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9

Use of Local Data to Estimate Trip Generation

9.1 Background
Chapter 4 presents a recommended process for assessing the appropriateness of Trip Generation
Manual data for estimating trip generation at a particular study site. The procedure states that local
data should be collected and used to estimate trip generation under the following circumstances:
● If the characteristics or setting of a study site are not covered by a land use description and the
individual data points presented in the Trip Generation Manual data volumes; OR
● If the size of a study site is not within the range of data points presented in the Manual data
volumes; OR
● If the Manual database has an insufficient number of data points; OR
● If the Manual database produces weighted average rates or fitted curves for which standard
deviation or regression coefficients are not appropriate for use; OR
● If local circumstances (such as the site setting or context, age of residents, worker shifts, area
type, parking conditions, or business activity) indicate a study site may have different trip-making
characteristics than the baseline sites for which data were collected and reported in the Manual.
This chapter presents a recommended procedure for estimating trip generation using local trip
generation data.
If the study site is located in a downtown or infill setting, is served by significant public transportation,
or is a mixed-use development, other chapters in this Handbook provide specific guidance for
estimating vehicle and person trip generation. Chapter 6 addresses mixed-use development,
Chapter 7 addresses infill development, and Chapter 8 addresses development in close proximity to
significant transit service.

9.2 Cautionary Notes
While many analysts and local officials feel their area is somehow unique, this can lead to a
conclusion that this uniqueness means vehicle trip generation characteristics in their area are
different from those in the national database. However, it is the experience of the professionals who
prepared the guidance contained in this Handbook that differences in trip generation between sites
have more to do with the site context and setting than exclusively with geography.
A development site in one metropolitan area will generally have trip generation characteristics
comparable to those of a development site in another metropolitan area if the site settings are similar.
In contrast, two development sites in the same state or same local jurisdiction may have different
trip generation characteristics because of significant differences in their settings. For example, the
analyst should expect vehicle trip generation characteristics to be different between sites located in
a downtown setting versus sites located in a suburban setting. Likewise, a site located near and with
accessibility to major transit service can exhibit a lower vehicle trip generation rate than a similarly
located site with no transit service. Guidelines for estimating the effects of setting and proximity to
transit on study site vehicle trip generation are presented in Chapters 7 and 8.

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It is recommended that the geography of data points not be the primary focus of concern with the
national database when deciding whether to collect or use local trip generation data. Rather, the
analyst should understand that site context is the overriding factor influencing trip generation, not the
state or local jurisdiction.

9.3 Collection of Local Trip Generation Data
The decision to establish a stand-alone local trip generation rate or equation should start with
the development of a hypothesis for why the national Trip Generation Manual data might not be
appropriate for local application. For example, the rationale could involve the age of residents,
or the supply and price of parking, or market area characteristics for a retail site. It is critical that
the analyst document a common-sense rationale for the local trip generation characteristics to be
significantly different from that presented in the Manual. Clearly, the absence of any data covering
a particular land use or a data deficiency in the existing database (for example, in the range of site
sizes) is a sufficient rationale.
The analyst should collect trip generation data at a minimum of three local sites. Collecting data at
five or more sites is preferable. Where there are only one or two potential data collection sites in a
comparable setting, the analyst should use that data, coupled with other local or national data, to derive
the estimate. The analyst is cautioned that this recommendation should not be used as an excuse for
collecting and using data from only one or two sites when more sites are reasonably available.
Chapter 12 presents guidance on the selection of appropriate data collection sites, on the
appropriate procedures for collecting data, and on the analysis and summary of data. The following
are reminders of specific issues that need to be considered when the analyst designs and conducts
a program to establish a local trip generation rate or equation.
● Each data collection site should be located in a setting comparable to that of the study site. For a
jurisdiction that wishes to establish a local trip generation rate based on specific characteristics,
the local trip generation sites should match the setting or size characteristics set out in the initial
hypothesis.
● The data collection sites should reflect the size range of the study site and the anticipated
general intensity of activity. Each independent variable presented in the Manual for the particular
land use (such as GFA or employees) should be included, if available, in the identification of
potential comparable sites.
● The data collection time period should reflect the time of day, day of the week, and month of
the year corresponding to the analysis period needed for the study site or for the local trip
generation database.
In accordance with guidance presented in Chapter 12, the analyst should collect person trip
information, tabulated by travel mode, as well as vehicle trips.

9.4 Calculation of a Stand-Alone Local Trip Generation Rate or Equation
The weighted average rate and standard deviation can be calculated as described in Appendix J of
this Handbook. The weighted average rate is appropriate for use as a stand-alone local estimator for

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trip generation if the weighted average rate for the local counted sites is at least 15 percent16 higher
or lower than the comparative Manual rate and if the local trip generation data provide results that
satisfy the Chapter 4 criteria that demonstrate the validity of the data in a statistical sense.17
If the Manual database is composed of two or fewer data points AND if the local trip generation data
provide results that satisfy the Chapter 4 criteria, then the weighted average rate (or, if applicable,
the fitted curve equation) is appropriate for use as a stand-alone local estimator for trip generation.
On the other hand, if either of the two criteria for establishing a stand-alone local trip generation rate
or equation is not met (because the local data either (1) are not sufficiently different from the national
data to warrant consideration as being distinct or (2) do not demonstrate sufficient consistency to
warrant consideration as a stand-alone local trip generation rate), then the analyst should consider
consolidating the local and national databases, as described in the following section 9.5.

9.5 Calculation of a Consolidated Local Trip Generation Rate
The following text presents formulas that should be used for merging local and national databases.
They can be used for any land use, time period, and independent variable for which a weighted
average trip rate is provided in the Manual. Derivation of a consolidated fitted curve equation is not
possible with the data that are available.
As shown in the equation below, the consolidated weighted average trip generation rate equals the
sum of all trips in the combination of the ITE database and the local database divided by the sum of
all the independent variable units in the combination of the ITE database and the local database.
Σ Trips (ITE) + Σ Trips (local)
Consolidated Weighted Average Rate =
ΣIV Units (ITE) + ΣIV Units (local)
where
Σ Trips (ITE) = “weighted average trip rate” (from ITE data page statistics) multiplied by
“average value of independent variable values” (from data page) multiplied by
number of studies (from data page)
Σ IV Units (ITE) = “average value of independent variable values” (from data page) multiplied
by number of studies (from data page)
Σ Trips (local) = the sum of trips recorded for all of the local data collection sites
Σ IV Units (local) = the sum of independent variable values for all of the local data collection sites
16

The “15 percent difference” threshold is considered to be a reasonable, though arbitrary, guideline. If the analyst,
based on professional judgment, is confident of the validity and applicability of the data for local application, then
the analyst should use the local data rather than the national data. But the analyst is reminded that the simple
randomness of numbers will produce some variation and the 15 percent threshold tries to limit the possibility of
reaching unfounded conclusions that local conditions are indeed different from the national database.
17
As described in that chapter, an acceptable weighted average trip generation rate requires at least three data
points with a computed standard deviation that is no more than 55 percent of the weighted average rate. An
acceptable fitted curve equation requires at least four data points with a computed R2 of at least 0.75.

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9.6 Documentation
The stand-alone or consolidated local trip generation documentation should clearly state the
following:
● The local rates or equations;
● The circumstances in which they are applicable; and
● What to do in situations where they are not applicable (for examples, use national data or collect
more local data).
The documentation should also include the site-specific information for the local data, such as
● Land use;
● Value(s) of the independent variable(s);
● Survey date and day of the week;
● Survey time period and its relation to site peak hour and peak hour of adjacent street; and
● Site context.
All trip generation data should be submitted to ITE for inclusion in future editions of Trip Generation
Manual. In cases where a local rate or equation is developed, consideration should be given to
submitting the results of the local trip generation analysis to ITE. Sources will be cited but the identity of
specific sites will be kept confidential. Data and analyses should be transmitted to:
Institute of Transportation Engineers
Trip Generation Data
1627 Eye St., NW, Suite 600
Washington, DC 20006
Tel: +1 202-785-0060
Fax: +1 202-785-0609
www.ite.org

ITE accepts trip generation data in any
form. Preference is for forms and content
consistent with Chapter 12 guidance.
However, it is acceptable to submit data
which are potentially incomplete or that
must be extracted from a report.

9.7 Examples of Recommended Process
The following examples demonstrate the steps for determining whether a stand-alone, local trip
generation rate/equation, or a consolidated local trip generation rate is appropriate. The calculations
referenced below are presented in detail in the Appendix J examples for how to calculate weighted
average, variance, and standard deviation.
Example 1—Local Data Weighted Average more than 15 Percent Different from Manual
Weighted Average Rate but Inadequate Local Data Statistics
In the professional judgment of the analyst, Trip Generation Manual data for Land Use Code 492
(Health/Fitness Club) is not appropriate for estimating the weekday morning peak hour of the
generator as a function of site GFA for a local study site. Trip generation data are collected at three
local proxy sites:
● Site A is 43,000 sq. ft. GFA and has 11 vehicle trips in AM site peak hour
● Site B is 49,000 sq. ft. GFA and has 83 vehicle trips in AM site peak hour
● Site C is 15,000 sq. ft. GFA and has 34 vehicle trips in AM site peak hour

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The three sites have a total GFA of 107,000 sq. ft. and 128 total AM peak hour trips for a weighted
average of 1.20 (calculated as 128/107).
For Land Use 492, the data pages in Trip Generation Manual, 9th Edition present the following:
● Weighted average weekday trip rate (per 1,000 sq. ft. GFA) = 1.43
● Average value for the independent variable unit (1,000 sq. ft. GFA) = 39
● Number of studies = 4
The weighted average trip rate for the three local proxy sites (1.20) is 16 percent lower than the
Manual rate (1.43). However, the weighted standard deviation for the local data is 0.97 (81 percent
of the weighted average rate) and is too high to be acceptable (that is, greater than 55 percent).
Therefore, the recommended use of the local data is to consolidate it with the national data to
produce a consolidated local rate.
Σ trips (ITE) + Σ trips (local)
consolidated weighted average rate =
ΣIV units (ITE) + ΣIV units (local)
where
Σ trips (ITE) = 1.43 * 39 * 4 = 223
“weighted average trip rate” multiplied by “average value of independent variable
values” multiplied by number of studies
Σ IV units (ITE) = 39 * 4 = 156
“average value of independent variable values” multiplied by number of studies
Σ trips (local) = 128
Σ IV units (local) = 107
consolidated weighted average rate = 1.33 =

223 + 128
156 + 107

The consolidated weighted average rate (1.33) is less than the Manual weighted average rate of
1.43, but higher than the weighted average rate of 1.20 for the three local data points.

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Example 2—Local Data Weighted Average less than 15 Percent Different from Manual
Weighted Average Rate
Trip generation data are collected at a fourth local proxy site to add to the three sites described above:
● Site A is 43,000 sq. ft. GFA and has 11 vehicle trips in AM site peak hour
● Site B is 49,000 sq. ft. GFA and has 83 vehicle trips in AM site peak hour
● Site C is 15,000 sq. ft. GFA and has 34 vehicle trips in AM site peak hour
● Site D is 48,000 sq. ft. GFA and has 65 vehicle trips in AM site peak hour
The four sites have a total GFA of 155,000 sq. ft. and 193 total AM peak hour trips for a weighted
average rate of 1.25 (calculated as 193/155).
The weighted average trip rate for the four local proxy sites (1.25) is 13 percent lower than the
Manual rate (1.43). Because the weighted trip generation rate for the local data is within 15 percent
of the Manual data trip generation rate, the recommended use of the local data is to consolidate it
with the national data to produce a consolidated local rate.
consolidated weighted average rate =

Σ trips (ITE) + Σ trips (local)
ΣIV units (ITE) + ΣIV units (local)

where
Σ trips (ITE) = 1.43 * 39 * 4 = 223 (from Example 1)
Σ IV units (ITE) = 39 * 4 = 156 (from Example 1)
Σ trips (local) = 193
Σ IV units (local) = 155
consolidated weighted average rate = 1.34 =

223 + 193
156 + 155

The consolidated weighted average rate (1.34) is less than the Manual weighted average rate (1.43),
but higher than the weighted average rate (1.25) for the four local data points.
Example 3—Local Data Weighted Average more than 15 Percent Different from Manual
Weighted Average Rate and Adequate Local Data Statistics
Trip generation data are collected at a fifth local proxy site to add to the four sites described above:
● Site A is 43,000 sq. ft. GFA and has 11 vehicle trips in AM site peak hour
● Site B is 49,000 sq. ft. GFA and has 83 vehicle trips in AM site peak hour
● Site C is 15,000 sq. ft. GFA and has 34 vehicle trips in AM site peak hour
● Site D is 48,000 sq. ft. GFA and has 65 vehicle trips in AM site peak hour
● Site E is 38,000 sq. ft. GFA and has 40 vehicle trips in AM site peak hour
The five sites have a total GFA of 193,000 sq. ft. and 233 total AM peak hour trips for a weighted
average of 1.21 (calculated as 233/193).
The calculated average trip rate for the five local proxy sites (1.21) is 16 percent lower than the
Manual rate (1.43). The weighted standard deviation is 0.67 (55 percent of the weighted average
rate). The local rate is acceptable for use for estimating trips generated by the study site.
90

Trip Generation Handbook, 3rd Edition

Packet Page 35 of 67

DRAFT

Appendix B: Land Uses in ITE Trip
Generation Manual

Packet Page 36 of 67

DRAFT

Land Use Codes
Port and Terminal (Land Uses 000–099)
CODE

LAND USE

21

Commercial Airport

22

General Aviation Airport

030

Intermodal Truck Terminal

090

Park-and-Ride Lot with Bus or Light Rail Service

Industrial (Land Uses 100–199)
CODE

LAND USE

110

General Light Industrial

130

Industrial Park

140

Manufacturing

150

Warehousing

151

Mini-Warehouse

154

High-Cube Transload and Short-Term Storage Warehouse

155

High-Cube Fulfillment Center Warehouse

156

High-Cube Parcel Hub Warehouse

157

High-Cube Cold Storage Warehouse

160

Data Center

170

Utility

180

Specialty Trade Contractor

190

Marijuana Cultivation and Processing Facility

Desk Reference

vii

Packet Page 37 of 67

DRAFT
Residential (Land Uses 200–299)
CODE

LAND USE

210

Single-Family Detached Housing

215

Single-Family Attached Housing

220

Multifamily Housing (Low-Rise)

221

Multifamily Housing (Mid-Rise)

222

Multifamily Housing (High-Rise)

223

Affordable Housing

225

Off-Campus Student Apartment (Low-Rise)

226

Off-Campus Student Apartment (Mid-Rise)

227

Off-Campus Student Apartment (High-Rise)

230

Low-Rise Residential with Ground-Floor Commercial

231

Mid-Rise Residential with Ground-Floor Commercial

232

High-Rise Residential with Ground-Floor Commercial

240

Mobile Home Park

251

Senior Adult Housing—Single-Family

252

Senior Adult Housing—Multifamily

253

Congregate Care Facility

254

Assisted Living

255

Continuing Care Retirement Community

260

Recreational Homes

265

Timeshare

270

Residential Planned Unit Development

Lodging (Land Uses 300–399)
CODE

LAND USE

310

Hotel

311

All Suites Hotel

312

Business Hotel

320

Motel

330

Resort Hotel

viii

Trip Generation Manual 11th Edition • Volume 1
Packet Page 38 of 67

DRAFT
Recreational (Land Uses 400–499)
CODE

LAND USE

411

Public Park

416

Campground/Recreational Vehicle Park

420

Marina

430

Golf Course

431

Miniature Golf Course

432

Golf Driving Range

433

Batting Cages

434

Rock Climbing Gym

435

Multipurpose Recreational Facility

436

Trampoline Park

437

Bowling Alley

440

Adult Cabaret

445

Movie Theater

452

Horse Racetrack

453

Automobile Racetrack

454

Dog Racetrack

462

Professional Baseball Stadium

465

Ice Skating Rink

466

Snow Ski Area

470

Bingo Hall

473

Casino

480

Amusement Park

482

Water Slide Park

488

Soccer Complex

490

Tennis Courts

491

Racquet/Tennis Club

492

Health/Fitness Club

493

Athletic Club

495

Recreational Community Center

Desk Reference

ix

Packet Page 39 of 67

DRAFT
Institutional (Land Uses 500–599)
CODE

LAND USE

501

Military Base

520

Elementary School

522

Middle School/Junior High School

525

High School

528

School District Office

530

Private School (K-8)

532

Private School (K-12)

534

Private High School

536

Charter Elementary School

538

Charter School (K-12)

540

Junior/Community College

550

University/College

560

Church

561

Synagogue

562

Mosque

565

Day Care Center

566

Cemetery

571

Adult Detention Facility

575

Fire and Rescue Station

580

Museum

590

Library

Medical (Land Uses 600–699)
CODE

LAND USE

610

Hospital

620

Nursing Home

630

Clinic

640

Animal Hospital/Veterinary Clinic

650

Free-Standing Emergency Room

x

Trip Generation Manual 11th Edition • Volume 1
Packet Page 40 of 67

DRAFT
Office (Land Uses 700–799)
CODE

LAND USE

710

General Office Building

712

Small Office Building

714

Corporate Headquarters Building

715

Single Tenant Office Building

720

Medical-Dental Office Building

730

Government Office Building

731

State Motor Vehicles Department

732

United States Post Office

750

Office Park

760

Research and Development Center

770

Business Park

Retail (Land Uses 800–899)
CODE

LAND USE

810

Tractor Supply Store

811

Construction Equipment Rental Store

812

Building Materials and Lumber Store

813

Free-Standing Discount Superstore

814

Variety Store

815

Free-Standing Discount Store

816

Hardware/Paint Store

817

Nursery (Garden Center)

818

Nursery (Wholesale)

820

Shopping Center (>150k)

821

Shopping Plaza (40-150k)

822

Strip Retail Plaza (<40k)

823

Factory Outlet Center

840

Automobile Sales (New)

841

Automobile Sales (Used)

842

Recreational Vehicle Sales

Desk Reference
Packet Page 41 of 67

xi

DRAFT
843

Automobile Parts Sales

848

Tire Store

849

Tire Superstore

850

Supermarket

851

Convenience Store

857

Discount Club

858

Farmers Market

860

Wholesale Market

861

Sporting Goods Superstore

862

Home Improvement Superstore

863

Electronics Superstore

864

Toy/Children’s Superstore

865

Baby Superstore

866

Pet Supply Superstore

867

Office Supply Superstore

868

Book Superstore

869

Discount Home Furnishing Superstore

872

Bed and Linen Superstore

875

Department Store

876

Apparel Store

879

Arts and Crafts Store

880

Pharmacy/Drugstore without Drive-Through Window

881

Pharmacy/Drugstore with Drive-Through Window

882

Marijuana Dispensary

890

Furniture Store

895

Beverage Container Recycling Depot

897

Medical Equipment Store

899

Liquor Store

xii

Trip Generation Manual 11th Edition • Volume 1
Packet Page 42 of 67

DRAFT
Services (Land Uses 900–999)
CODE

LAND USE

911

Walk-in Bank

912

Drive-in Bank

918

Hair Salon

920

Copy, Print, and Express Ship Store

926

Food Cart Pod

930

Fast Casual Restaurant

931

Fine Dining Restaurant

932

High-Turnover (Sit-Down) Restaurant

933

Fast-Food Restaurant without Drive-Through Window

934

Fast-Food Restaurant with Drive-Through Window

935

Fast-Food Restaurant with Drive-Through Window and No Indoor Seating

936

Coffee/Donut Shop without Drive-Through Window

937

Coffee/Donut Shop with Drive-Through Window

938

Coffee/Donut Shop with Drive-Through Window and No Indoor Seating

941

Quick Lubrication Vehicle Shop

942

Automobile Care Center

943

Automobile Parts and Service Center

944

Gasoline/Service Station

945

Convenience Store/Gas Station

947

Self-Service Car Wash

948

Automated Car Wash

949

Car Wash and Detail Center

950

Truck Stop

970

Wine Tasting Room

971

Brewery Tap Room

975

Drinking Place

Desk Reference

xiii

Packet Page 43 of 67

DRAFT

Appendix C: Traffic Impact Study Checklist and Forms

Packet Page 44 of 67

TRAFFIC ANALYSIS
PROCEDURES & CHECKLIST
Teton County • 320 South King Street • Jackson, WY 83001 • Phone (307) 732-8498

All proposed developments are required to complete a Trip Generation Memo performed by a qualified
transportation professional. The Trip Generation Memo should include a documentation of the methodologies used
to determine estimated peak hour trips, including details of the proposed development (location, land use type, and
scale), the assumed peak hour period, and the trip generation rates used for the estimate. In addition, the memo
should include an assessment of proposed site access points to demonstrate needed traffic control and/or auxiliary
lanes.
Major Projects generating at least thirty (30) peak hour trips are required to complete a full Traffic Impact Study,
following the following content and checklist:
1)

Introduction

o Study Purpose and Scope
o Project Description
o Study Area Boundaries
2)

Study Area Description

o Existing Land Use
o Transportation Network
o Key Intersections
3)

Existing Transportation Conditions
Data Collection (Counts, Speeds, Volumes)
Existing Level of Service
Existing Crash Assessment
Existing Pedestrian/Bicycle and Transit Facilities

o
o
o
o
4)

20-Year Future Traffic Conditions
Background Growth (Annual %, other developments)
Trip Generation Estimates
Trip Distribution and Assignment (How trips are assigned to the network)
Future Traffic Forecasts (Opening year and opening year + 20, both with and without the project)

o
o
o
o
5)

Intersection Analysis

o Vehicle and Multimodal Level of Service Analysis (Existing and Future), Critical Movement
Identification, and Potential Need for Improvements.
6)

Transportation Management Plan

o Proposed TDM measures and forecast trip reduction
7)

Proposed Mitigations

o Recommended Traffic Control Improvements, Signage and Pavement Markings, and Potential
Impacts on Pedestrians and Transit.
8)

Summary of Findings and Recommendations

o Key Findings, Overall Project Impacts, and Mitigation Strategies
9)

Appendices

o Traffic Data
o Traffic Analysis
o Other Supporting Documents

Packet Page 45 of 67
Created 6/2025

FULL TRAFFIC IMPACT STUDY
PROCEDURES & CHECKLIST
Teton County • 320 South King Street • Jackson, WY 83001 • Phone (307) 732-8498

Introduction

I.
☐
☐
☐
☐
☐
☐

Study Area Description

II.
☐
☐
☐
☐

III.

Existing Zoning and Land Uses
Existing Road Network Description and Characteristics (classification, lanes, speed limit, sidewalks)
Existing Intersection Description and Characteristics (lanes, traffic control, pedestrian crossings)
Existing Pedestrian, Bicycle and Transit Facilities and Service

Existing Transportation Conditions
☐
☐
☐
☐
☐
☐
☐
☐
☐
☐

IV.

Data Collection (types, dates, peak hours)
Existing Peak Hour Traffic Volume Figure
Existing Pedestrian/Bicyclist Volume Figure(s)
Analysis Methodology
Existing Level of Service / Problem Identification
Existing Vehicular and Multimodal Level of Service Table
Crash Assessment / Problem Identification
Crash Data Summary Table
Crash Comparison Graphs to Expected Levels
Existing Pedestrians, Bicycles and Transit Facilities

20-Year Future Traffic Conditions
☒
☐
☐
☐
☐
☐
☐
☐
☐
☐
☐
☐
☐
☐
☐

V.

Study Purpose and Goals
Project Description (type, size, location)
Analysis Time Periods / Opening & Horizon Years (phasing of development)
Study Area Boundaries
Site Location Map
Site Plan

Background Traffic Growth (annual growth rate)
Opening Year Grown Volumes
20-Year Horizon Year Grown Volumes
Other Area Planned Developments
Other Planned Development Trip Generation Summary Table
Opening Year No-Build Volume Figure
20-Year No-Build Volume Figure
Trip Generation
Trip Generation Table with any Adjustments
Trip Distribution, Assignments, Adjustments (TDM measures)
Trip Distribution Figure
New Trips Figure
Trip Adjustment Figures
Future Traffic Volumes
Opening Year and 20-Year Traffic Volume Figures, With the Project

Intersection Analysis
Packet Page 46 of 67
Created 6/2025

☐
☐
☐
☐

VI.

Capacity Analysis (latest HCM methodology) (Level of Service table by lane group)
Vehicular and Multimodal Level of Service Comparison Table
95th-Percentile Queue Lengths
Intersections and Movements with Unacceptable Operations

Transportation Management Plan
☐
☐
☐

VII.
☐
☐
☐

VIII.
☐
☐

IX.

Proposed TDM Measures
Forecast Trip Reductions (table)
Proposed TDM Monitoring Program

Proposed Mitigations
TDM Measures / Pedestrian, Bicycle, Transit Measures
Traffic Control Improvements
Mainline or Turn Lanes

Summary of Findings and Recommendations
Recommended Improvements and TDM Measures
Key Findings, Overall Project Impacts, and Mitigation Strategies

Appendices
☐
☐
☐
☐

X.

Count Data
Capacity Analysis Printouts (by peak hour and scenario)
Transportation Management Plan Calculations
Other supporting information

SUBMITTAL REQUIREMENTS
☐

Electronic (PDF) File of the Traffic Impact Study (electronically stamped by a PE)

Packet Page 47 of 67
Created 6/2025

TRIP GENERATION MEMO
PROCEDURES & CHECKLIST
Teton County • 320 South King Street • Jackson, WY 83001 • Phone (307) 732-8498

Introduction

I.
☐
☐
☐
☐
☐

II.

Study Purpose and Goals
Project Description (type, size, location, phasing of development, opening year)
Study Area Boundaries
Site Location Map
Site Plan

Existing Transportation Conditions
☐
☐
☐
☐

III.

Data Collection (types, dates, peak hours)
Existing Peak Hour Traffic Volume Figure
Existing Pedestrian/Bicyclist Volume Figure(s)
Existing Vehicular and Multimodal Level of Service / Problem Identification

Access/Frontage Impact Assessment
☐
☐
☐

IV.

Capacity Analysis
Vehicular and Multimodal Level of Service Table
Pedestrian, Bicycle, Transit Connectivity and Facilities

Proposed Mitigations
☐
☐

V.

Access Point Geometry, Traffic Control and Ped/Bike Improvements
Site Frontage Geometry, Traffic Control and Ped/Bike Improvements

SUBMITTAL REQUIREMENTS
☐

Electronic (PDF) File of the Trip Generation Memo (electronically stamped by a PE)

Revised 06/2025
Packet Page 48 of 67

Note: Traffic Impact Fee is not being considered on July 7, 2025 - this is an example of potential checklist

TRAFFIC IMPACT FEE MEMO
PROCEDURES & CHECKLIST
Teton County • 320 South King Street • Jackson, WY 83001 • Phone (307) 732-8498

Introduction

I.
☐

Study Purpose and Goals

☐
☐
☐
☐

Project Description (type, size, location, phasing of development, opening year)
Study Area Boundaries
Site Location Map
Site Plan

II.

Existing Transportation Conditions
☐
☐
☐
☐

III.

Data Collection (types, dates, peak hours)
Existing Peak Hour Traffic Volume Figure
Existing Pedestrian/Bicyclist Volume Figure(s)
Existing Vehicular and Multimodal Level of Service / Problem Identification

Access/Frontage Impact Assessment
☐
☐
☐

IV.

Capacity Analysis
Level of Service Table – Vehicle and Multimodal
Pedestrian, Bicycle, Transit Connectivity and Facilities

Proposed Mitigations
☐
☐

V.

Access Point Geometry, Traffic Control and Ped/Bike Improvements
Site Frontage Geometry, Traffic Control and Ped/Bike Improvements

Traffic Impact Fees
☐
☐
☐
☐

VI.
☐

Proposed TDM Measures
Trip Reduction Calculations
Traffic Impact Fee Calculations
Proposed TDM Monitoring Program

SUBMITTAL REQUIREMENTS
Electronic (PDF) File of the Traffic Impact Fee Memo (electronically stamped by a PE)

Revised 06/2025
Packet Page 49 of 67

DRAFT

Appendix D: Transportation Demand
Management Strategies and Relative
Effectiveness

Packet Page 50 of 67

DRAFT

Table 2. Potential VMT Measures and Relative Effectiveness
Measure
Number

Measure Category

Description

Typical Application

CAPCOA10
2021
Reference

Estimated VMT
Reduction
Potential

1

Bike & Ped

Provide traditional bike racks designed for short-term
parking, in a visible publicly accessible space.

Land uses that expect short term visitors. Traditional
bike racks are not suitable for longer term parking
due to concerns regarding theft and exposure to the
weather.

T-9

0.1% - 1.6%

2

Bike & Ped

Construct or improve a bicycle lane facility (Class I, II, or
IV) that connects to a larger existing bikeway network. New projects in dense areas, or in areas near existing
This encourages mode shift from parallel roadways to bicycle infrastructure but without a current
T-18; T-19
bicycles, displacing VMT. A wider-based approach that connection. Generally an off-site improvement.
expands more than one facility may be considered to
be expanding the bicycle network.

0.2% - 0.8%

3

Bike & Ped

Provide secure bicycle parking in either a dedicated
Residential and office land uses, where bicyclists will
room, via bicycle lockers, or a bike station incorporated be expected to park their bicycles for 6+ hours per
into the project.
day.

0.1% - 1.6%

4

5

Bike & Ped

Bike & Ped

T-9

Improve pedestrian spaces both within the project and
on roadways approaching the project. Improvements
may include providing sidewalks on both sides of the
New development in areas where pedestrian facilities
street, incorporating ADA-compliant improvements
T-17
are missing or lacking
such as tactile ramps and audible pedestrian signals,
providing sidewalk amenities such as trees, plants, and
benches, and otherwise improving the pedestrian
experience.
Roadways will be designed to reduce motor vehicle
speeds and encourage pedestrian and bicycle trips with
traffic calming features. Traffic calming features may
Developments located near transit or pedestrianinclude: marked crosswalks, count-down signal timers, focused areas; or in cities that have adopted a Vision N/A
curb extensions, speed tables, raised crosswalks, raised Zero policy
intersections, median islands, tight corner radii,
roundabouts or mini-circles, on-street parking, planter
strips with street trees, chicanes/chokers, and others.

0.5% to 6.4%

0.25 - 1.0%

Packet Page 51 of 67

DRAFT

Measure
Number

CAPCOA10
2021
Reference

Estimated VMT
Reduction
Potential

Measure Category

Description

Typical Application

General

Implement a generalized commute trip reduction
program. This measure is intended as an umbrella
measure, for use in instances where marketing of
commute alternatives is desired, but the client or
implementing agency may not want to commit to
specific marketing actions. It can include any
combination of measures indicated here other than
those specific to land use

Office developments; large residential developments;
T-4, T-5
area plans

Up to 4%
(voluntary
compliance)

7

General

Implement a generalized commute trip reduction
program. This measure is intended as an umbrella
measure, for use in instances where marketing of
commute alternatives is desired, but the client or
implementing agency may not want to commit to
specific marketing actions. It can include any
combination of measures indicated here other than
those specific to land use

Office developments; large residential developments;
T-4, T-5
area plans

Up to 26%
(mandatory
monitoring)

8

Bike & Ped

Install a bike share program in association with your
development, either for exclusive use of the
development residents or in conjunction with a future
public system.

Cities and Communities

Up to 3%

9

Parking

Reduce the proposed supply of parking at the
development relative to other sites in the project
vicinity.

Office development, mixed-use development,
residential development, area plans, cities and
communities

T-14

5 - 13.7%

10

Parking

For residential developments, require that parking
spaces be paid for separately from the primary
mortgage/HOA dues/rent. This effectively reduces
housing costs for households with no cars / fewer cars

Residential development

T-15

2.6 - 15.7%

11

Parking

Price parking at all off-street facilities associated with
the project. Pricing should be at a level equal to or
higher than typical prices in the project area. Typically
referred to as “unbundling” parking pricing for
residential projects.

Office development; mixed-use development;
residential development

T-11, T-15

Up to 20%

12

Parking

If free parking is provided as an employee benefit,
individuals opting not to receive a parking pass may
instead receive the equivalent cash value to a monthly
parking permit.

Office development; employers

T-12

Up to 12%

6

Packet Page 52 of 67

DRAFT

Measure
Number

Measure Category

Description

Typical Application

CAPCOA10
2021
Reference

Estimated VMT
Reduction
Potential

13

Ridesharing

Provide subsidies in the form of cash or gas cards to
individuals carpooling to/from work.

Office development, employers

T-7

0.0 - 8.0%

Ridesharing

Provide subsidies or company-provided vehicles for
vanpooling, and assist with vanpool formation by
means of helping individuals identify others with similar
Office development, employers
commute patterns. This measure may also apply to
point-to-point shuttles sponsored by an employer (i.e.,
“tech buses”)

T-10

3.4 - 20.4%

Ridesharing

Maintain a database of individuals interested in
carpooling/ridesharing along with their commute
characteristics. Allow individuals to search database
and contact others to form carpools. At large
employers, some one-on-one support may also be
provided.

Office development, employers, cities and
communities

T-7

0.0 - 8.0%

Parking

Install parking meters or other paid parking programs
on public roadways within 1/4 mile of the study area.
Pricing should be market-rate. This is intended to both
discourage driving to/from the project area, as well as
reduce the amount of VMT generated by circling for
parking by maintaining 85 percent occupancy rates.

Large developments; area plans; cities and
communities

T-23

Up to 30%

Pricing

Implement a toll or fee for vehicle access to a
predetermined area, such as a central business district.
Cities and communities
An example of this is the fee to access London’s core
neighborhoods.

N/A

7.9 - 22.0%

Land Use

Locate the project near (and orient it with a clear
means of access to) a high-quality transit station.
Project design should support (and ideally prioritize)
pedestrian access to/from transit. Project should be
careful not to oversupply parking.

T-3

0.5 - 31%

Transit & Shuttles

Provide express / point-to-point shuttle service,
connecting park & ride facilities or other residential
neighborhoods directly to an employer’s campus. In the
Employers, campuses
SF Bay Area, these shuttle types have become common
amongst Silicon Valley employers, and are sometimes
known as “tech shuttles”

T-10

Up to 20.4%

14

15

16

17

18

19

Mixed-use or residential projects in urban areas

Packet Page 53 of 67

DRAFT

Measure
Number

Estimated VMT
Reduction
Potential

Description

Transit & Shuttles

Provide subsidies in the form of cash, transit passes, or
contributions to a regional fare card to transit riders.
T-8; T-27
This is typically implemented by an employer, but may Employers, large residential developments, campuses
(variant)
also be used by schools and large residential
developments.

Up to 20%

21

Tech-Assisted Approaches

Allow and encourage employees to telecommute or
adopt alternative work schedules. Examples may
Employers, campuses
include working from home a certain share of the time,
or working a 9/80 or 4/40 work week.

N/A

Up to 5.5%

22

Transit & Shuttles

Provide funding to support one of the following: new
bus service, increased frequency on existing service,
Cities and communities
increased operating hours, etc. Effectiveness will range
based on the level of investment.

T-26 (variant) Up to 11.3%

23

Transit & Shuttles

Provide a publicly available shuttle service between a
Employers, commercial development, institutions,
regional transit facility and employment, residential, or
campuses
shopping centers located 1-5 miles away.

T-24

20

Typical Application

CAPCOA10
2021
Reference

Measure Category

0.1% to 8.2%

10. Source: Fehr & Peers, 2023. Prepared in conjunction with Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity,
California Air Pollution Control Officers Association (CAPCOA 21). Link: https://www.caleemod.com/documents/handbook/full_handbook.pdf

Packet Page 54 of 67

Attachment 2: Initial Draft Town and County LDR Redline of
Relevant Sections

Packet Page 55 of 67

Town and County LDR Redline of Relevant Sections- DRAFT FOR DISCUSSION – JUNE 25, 2025

Town of Jackson Land Development Regulations

Div. 1.8 – Transitional Provisions
1.9.3. Nonconforming Uses
C. Change in Use. A nonconforming use, except a Detached Dwelling, may be changed to
another nonconforming use provided all three of the following standards are met.
1. The new use is a materially less intense nonconforming use. The determination of the level of
intensity shall include, but is not limited to, consideration of traffic generated (amounts and
type), impacts on access, parking demand, proposed level of activity, operational characteristics,
and other potentially adverse impacts on neighboring lands.

Div. 2.2 – Complete Neighborhood Character Zones
2.2.11. CR-1: Commercial Residential-1 AND
2.2.12. CR-2: Commercial Residential-2 AND
2.2.13. CR-3: Commercial Residential-3 AND
2.2.14. DC-1: Downtown Core-1 AND
2.2.14. DC-2: Downtown Core-2
E. Additional Zone-specific Standards. The following standards apply in addition to all other
standards applicable in the OR zone.
8 – 12. (varies) Conditional Use Permit (CUP) Required. A CUP is required for all projects
that require a Sketch Plan in this zone.
i. Purpose. The purpose of the CUP is to provide public and site-specific analysis of the on-site
and off-site impacts of the proposed use on traffic, environmental resources, historic resources,
water quality, and other important Town resources.
ii. Submittal Requirements: Applicant shall submit studies of sufficient detail, as identified by
staff at the preapplication meeting, to address anticipated impacts on traffic generation,
environmental resources (e.g., wildlife permeability), historic resources, water quality (e.g.,
stormwater runoff, groundwater quality), and other important Town resources. Mitigation
measures shall be included as part of any required study. Procedures and requirements of the
“Teton County Transportation Impact Study Requirements” shall be followed and satisfied in the
evaluation of trip generation, site access and frontage, and Mobility Fee calculations.
iii. Procedure. The project shall follow all of the procedures and finding required in Section
8.4.3.

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iv. Conditions. Conditions may be required to off-set identified adverse impacts of the proposed
use(s) on resources protected under this CUP process, which may include on-site or off-site
improvements.
Div. 4.3 – Planned Resort Zones
4.3.1. All Planned Resort Zones.
D.5. Transportation Element. The Planned Resort master plan contains a traffic impact
analysis and transportation demand management plan that:
a. Promote multimodal forms of transportation that are consistent with the transportation
goals of the Jackson/Teton County Comprehensive Plan;
b. Manage the generation of resort related traffic to avoid undermining community character
and endangering the public health, safety, and welfare; and
c. Follow the procedures and requirements of the “Teton County Transportation Impact
Study Guidelines” in the evaluation of trip generation, site access and frontage, and
Mobility Fee calculations.Identify an equitable cost sharing plan for transportation
facilities and services.

F. Standards Applying to All Planned Resorts.
8. Transportation Element. The Planned Resort master plan shall have a transportation
element to ensure that resort development does not produce an amount of vehicular traffic that
undermines the community's character, and endangers the public health, safety and welfare
(i.e., noise, air quality and traffic impacts) The Planned Resort master plan shall provide an
optimum mix of automobile, transit, and pathway facilities within the resort, encourage
coordination of all resort transportation facilities with the County-wide transportation system,
promote design and management which encourages shifts from single-occupancy vehicle trips
to multi-occupancy trips, or other transportation modes, and provide equitable cost sharing for
facilities and services.
a. Traffic Impact Analysis. Procedures and requirements of the “Teton County Transportation
Impact Study Requirements” shall be followed and satisfied in the evaluation of trip generation,
site access and frontage, and Mobility Fee calculations. A traffic impact and access analysis is
required. At a minimum, this analysis shall contain:
i. Projections of external vehicle trips generated by the Planned Resort.
ii. Analysis of levels of service (LOS) impacts on roadway system segments and intersections
serving the Planned Resort.
iii. Specification of any improvements needed to roadway system segments and intersections as
a result of increased traffic from the Planned Resort.

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b. Transportation Demand Management Plan. The Planned Resort master plan shall include
a transportation demand management (TDM) plan that demonstrates how the travel behavior of
resort visitors and employees will be managed to minimize the number of vehicle trips on the
roadway network resulting from the resort development. The transportation plan will allocate a
number of vehicle trips to various roadway segments, based upon the projected traffic demand
and the planned character of the roadway segments. A goal of the applicant's TDM Plan shall be
to manage the transportation demands of the resort so that it is consistent with the allocation of
vehicle trips to the various roadway segments that serve the Planned Resort. Potential
mechanisms for managing travel behavior may include, but are not limited to:
i. Increasing average vehicle occupancy.
ii. Shifting vehicular trips (resident and visitor) to public transit.
iii. Shifting vehicular trips (resident and visitor) to walking, bicycling and other nonmotorized
means.
iv. Reducing vehicular trips through internal capture associated with mixed land use patterns.
9. Capital Improvements Element. The Planned Resort master plan shall have a capital
improvements element to ensure that infrastructure and essential services will be provided in an
efficient and timely manner to accommodate projected resort demands. Planned resort master
plans shall include a capital improvements element that identifies service providers, analyzes
impacts and proposes a capital improvements plan for facilities and services needed by the
resort. Such facilities and services may include, but are not limited to: transportation (at access
points and along site frontage, including transit, parking and pathways;) potable water and
wastewater treatment services; waste management (hazardous and solid;) utilities; stormwater
management and snow storage facilities.
a. Identification and Acknowledgment of Service Providers. The applicant shall identify the
provider of all infrastructure facilities and services included in the plan. Where services are to be
provided by an entity other than the applicant, documents from the service provider shall
demonstrate the commitment and ability to provide such service according to the Planned
Resort master plan.
b. Impact Analysis. An impact analysis shall be performed for all facilities and services, unless
waived by the Community Planning Director. Each impact analysis shall identify the following:
i. The maximum daily peak capacity of existing facilities.
ii. The current daily peak demand on existing capacity.
iii. The daily peak capacity available for new development.
iv. The projected daily peak demand generated by new development in the Planned Resort.
v. When development outside of a resort is reasonably anticipated to utilize the same
infrastructure system as the resort, the Town of Jackson shall provide the applicant with
estimated peak demand.

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vi. Any planned improvements by other entities, such as the Town of Jackson or the Teton
Village Water and Sewer District, and the timing of such improvements.
vii Procedures and requirements of the “Teton County Transportation Impact Study
Requirements” shall be followed and satisfied in the evaluation of trip generation, site access
and frontage, and Mobility Fee calculations.
viii. Any deficits in daily peak capacity potentially resulting from development within the Planned
Resort—either from a strict demand standpoint or from a timing standpoint—taking into account
other potential new development outside the Planned Resort.
c. Capital Improvements Program. The capital improvements plan shall be consistent with the
impact analyses and specify how any deficiencies in infrastructure will be remedied or mitigated,
including descriptions of the infrastructure improvements, the responsibility and sources of
funding for the improvements, and the timing for completion of improvements. Concept plans for
improvements shall be included in the capital improvements plan; engineered plans shall be
provided in the final development plan application for subsequent development.
Div. 7.2 – Subdivision Standards
7.2.2. Standards Applicable to All Development
5. Oversize and Off-Site Improvements. The Town Council may require installation and
construction of utilities, pavement and other land improvements in excess of subdivision design
needs, to assure adequate service to future development areas. Such oversize
improvement requirements shall be determined by the Town Council. Such requirements shall
be subject to the following standards:
a. The subdivider shall be required to pay for only that part of the construction costs for the
arterial streets site frontage streets, trunk sewers or water lines that are necessitated by
and are serving the proposed subdivision, as determined by the Town Engineer. The
Town Engineer and subdivider shall mutually establish a proportionally distributed cost
sharing arrangement that considers other persons who will benefit from such
oversized improvements constructed to ultimately service the surrounding area.
b. If streets or utilities are not available or adequate for services at the boundary of a
proposed subdivision, the subdivider may be required to obtain necessary easements or
rights-of-way and construct and pay for any extensions necessary to connect the
proposed subdivision to adequate utility lines.
c. Reimbursement for the installation of oversize improvements shall be effected only after
such time as the Town accepts the subdivision improvements, a written requires for
reimbursement is submitted to the Town by the subdivider, and the Town Council, acting
on the advice and recommendation of the Town Engineer, authorizes the
reimbursement.
c.d.Procedures and requirements of the “Teton County Transportation Impact Study
Requirements” shall be followed and satisfied in the evaluation of trip generation, site
access and frontage, and Mobility Fee calculations.

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Teton County Land Development Regulations
Div. 4.3 – Planned Resort Zones
4.3.1. All Planned Resort Zones
D. Findings for Approval
5. Transportation Element. The Planned Resort master plan contains a traffic impact analysis
and transportation demand management plan that:
a. promote multimodal forms of transportation that are consistent with the transportation
goals of the Jackson/Teton County Comprehensive Plan;
b. manage the generation of resort related traffic to avoid undermining community
character and endangering the public health, safety, and welfare; and
c. Procedures and requirements of the “Teton County Transportation Impact Study
Requirements” shall be followed and satisfied in the evaluation of trip generation, site
access and frontage, and Mobility Fee calculations.identify an equitable cost sharing
plan for transportation facilities and services.
F. Standards Applying to All Planned Resorts
8. Transportation Element. The Planned Resort master plan shall have a transportation element
to ensure that resort development does not produce an amount of vehicular traffic that
undermines the community’s character, and endangers the public health, safety and welfare
(i.e., noise, air quality and traffic impacts.) The Planned Resort master plan shall provide an
optimum mix of automobile, transit, and pathway facilities within the resort; encourage
coordination of all resort transportation facilities with the County-wide transportation system;
promote design and management, which encourages shifts from single-occupancy vehicle trips
to multi-occupancy trips, or other transportation modes; and provide equitable cost sharing for
facilities and services.
a. Traffic Impact Analysis. Procedures and requirements of the “Teton County Transportation
Impact Study Requirements” shall be followed and satisfied in the evaluation of trip generation,
site access and frontage, and Mobility Fee calculations.A traffic impact and access analysis is
required. At a minimum, this analysis shall contain:
i. projections of external vehicle trips generated by the Planned Resort.
ii. analysis of levels of service (LOS) impacts on roadway system segments and intersections
serving the Planned Resort; and
iii. specification of any improvements needed to roadway system segments and intersections as
a result of increased traffic from the Planned Resort.
b. Transportation Demand Management Plan. The Planned Resort master plan shall include
a Transportation Demand Management (TDM) Plan that demonstrates how the travel behavior
of resort visitors and employees will be managed to minimize the number of vehicle trips on the

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roadway network resulting from the resort development. The TDM Plan will allocate a number of
vehicle trips to various roadway segments, based upon the projected traffic demand and the
planned character of the roadway segments. A goal of the applicant’s TDM Plan shall be to
manage the transportation demands of the resort so that it is consistent with the allocation of
vehicle trips to the various roadway segments that serve the Planned Resort. Potential
mechanisms for managing travel behavior may include, but are not limited to:
i. increasing average vehicle occupancy
ii. shifting vehicular trips (resident and visitor) to public transit
iii. shifting vehicular trips (resident and visitor) to walking, bicycling and other nonmotorized
means; and
iv. reducing vehicular trips through internal capture associated with mixed land use patterns.
9. Capital Improvements Element. The Planned Resort master plan shall have a capital
improvements element to ensure that infrastructure and essential services will be provided in an
efficient and timely manner to accommodate projected resort demands. Planned Resort master
plans shall include a capital improvements element that identifies service providers, analyzes
impacts and proposes a capital improvements plan for facilities and services needed by the
resort. Such facilities and services may include, but are not limited to: transportation (at access
points and along site frontage, including transit, parking and pathways;) potable water and
wastewater treatment services; waste management (hazardous and solid;) utilities; stormwater
management and snow storage facilities.
a. Identification and Acknowledgment of Service Providers. The applicant shall identify the
provider of all infrastructure facilities and services included in the plan. Where services are to be
provided by an entity other than the applicant, documents from the service provider shall
demonstrate the commitment and ability to provide such service according to the Planned
Resort master plan.
b. Impact Analysis. An impact analysis shall be performed for all facilities and services, unless
waived by the Planning Director. Each impact analysis shall identify the following:
i. maximum daily peak capacity of existing facilities;
ii. current daily peak demand on existing capacity;
iii. daily peak capacity available for new development;
iv. projected daily peak demand generated by new development in the Planned Resort. When
development outside of a resort is reasonably anticipated to utilize the same infrastructure
system as the resort, the County Planning Department shall provide the applicant with
estimated peak demand;
v. any planned improvements by other entities, such as the Town of Jackson or the Teton Village
Water and Sewer District, and the timing of such improvements.

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vi. Procedures and requirements of the “Teton County Transportation Impact Study
Requirements” shall be followed and satisfied in the evaluation of trip generation, site access
and frontage, and Mobility Fee calculations.
vii. any deficits in daily peak capacity potentially resulting from development within the Planned
Resort--either from a strict demand standpoint or from a timing standpoint--taking into account
other potential new development outside the Planned Resort.
c. Capital Improvements Program. The capital improvements plan shall be consistent with the
impact analyses and specify how any deficiencies in infrastructure will be remedied or mitigated,
including descriptions of the infrastructure improvements, the responsibility and sources of
funding for the improvements, and the timing for completion of improvements. Concept plans for
improvements shall be included in the capital improvements plan. Engineered plans shall be
provided in the final development plan application for subsequent development.

Div. 6.1 – Allowed Uses
6.1.8. Institutional Uses
D. Use Standards Hospitals, Religious Institutions, Daycares and Schools proposing individual
buildings with gross floor area greater than the maximum allowed in the zone in which the site is
located, shall be subject to Conditional Use Permit approval that finds compliance with the
following standards:
4. The proposed building is required to meet specific minimum service level requirements
including:
c. Traffic study performed by a licensed professional transportation engineer hired by the
applicant demonstrates that levels of service at affected intersections can be maintained or
improved, and peak hour trip demand does not reduce connectivity within the existing
transportation network.
6.1.9. Industrial Uses
F. Gravel Extraction and Processing
5. Operational Standards
b. Project Traffic Impacts
i. Transportation Facility Improvements. Projected traffic impacts shall be addressed according
to AASHTO guidelines and the cost of all improvements required, on and off-site, shall be borne
entirely by the applicant. The cost of additional wear and tear on County roads, as determined
by the County Road & Levee Manager, shall also be borne by the applicant. A bond or letter of
credit may be required to assure payment of such expenses.

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ii. Trip Generation. The Board of County Commissioners may establish a maximum number of
truck trips allowed to enter and exit a processing location. The limit on the number of trips, and
weekly rate, shall reflect the classification of the road traveled to reach a State Highway, the
distance the processing location is from the State Highway, the projected impacts of the truck
traffic on surrounding uses, and the demand for the processed material.
iii. Traffic Counts. Traffic counts at the entrance of the operation shall be performed and certified
by a Wyoming Registered Engineer, and presented at the annual review of the operation’s
Special Use Permit for the purposes of determining the operation’s impacts on local
infrastructure and compliance of any trip generation limits that may be set. Said traffic counts
shall be conducted in a manner set by the Board of County Commissioners.
6.1.12. Temporary Uses
F. Temporary Gravel Extraction and Processing
2. Standards
c. Operational Standards
i. Traffic and Road Impacts
a). Infrastructure. Projected traffic impacts shall be addressed according to AASHTO guidelines
and the cost of all improvements required, on and off-site, shall be borne entirely by the
applicant. A payment to compensate for the additional wear and tear on County roads, as
determined by the County Road & Levee Manager, also may be required of the applicant.
b). Trip Generation. The Board of County Commissioners may establish a maximum number of
truck trips allowed to enter and exit a temporary use location. The limit on the number of trips,
and weekly rate, shall reflect the classification of the road traveled to reach a State Highway, the
distance the processing location is from the State Highway, the projected impacts of the truck
traffic on surrounding uses, and the demand for the material produced.

Potential New Section for Town and County: Mobility Exactions

At the July 7, 2025 sta) meeting, sta) is not proposing to initiate adoption of
mobility/transportation exactions. However, this could be a future step, and the language
below is a starting point for including in Town and County LDRs. This is included in this
redline to support the discussion regarding dedicated revenues.

7.5.4

Mobility Exactions

A. Purpose and Findings

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1. Purpose. The purpose of the Mobility Exaction is to ensure that sufficient, interconnected
multimodal transportation infrastructure is in-place in order to maintain satisfactory traffic
level of service in the community as growth occurs.
2. Finding of Impact and Benefit
a. The Teton County transportation network needs improvement and added multimodal
capacity to accommodate growth in demand. During Teton County’s periods of rapid
growth in the 1970s and 1990s, the existing transportation system had the capacity
to accommodate the associated increased traffic.
b. While construction and population growth have slowed and job growth has
continued, Teton County has reached the limits of its transportation infrastructure and
needs new multimodal capacity to enable safe mobility. Even with continued Growth
Management and a successful Traffic Demand Management program, past and
future growth will require new transportation infrastructure for continued mobility.
c. If roadway and intersection capacity, plus trail, bicycle and transit infrastructure to
reduce vehicular trip do not grow as population and development grows,
transportation mobility and safety will decrease.
d. As a result, the Board of County Commissioners finds that new developments in
Teton County need to pay for their fair share of transportation infrastructure
throughout the County and hereby adopts this mobility exaction.
B. Applicability
1. The requirements of this Section shall apply to new developments or re-developments
as stated in the latest edition of the adopted “Teton County Transportation Impact Study
Guidelines”. Section 2 defines when a Traffic Impact Study is required.
C. Requirement

1. All proposed developments or re-developments in Teton County are required to prepare
a “Mini Traffic Study” as defined in the “Teton County Transportation Impact Study
Requirements. This study must present trip generations forecasts and a traffic impact
analysis of proposed access points and any intersections along the proposed site
frontage.
2. Every development will be responsible for any level of service mitigations, access point
auxiliary lanes and upgrades traffic control, pedestrian/bicycle and transit facilities along
the site frontage. Exact access/ frontage mitigation measures shall be determined by the
County.
3. The developer/owner will be required to pay the calculated Mobility Fee based on the trip
generation and any applicable adjustments as specified in the “Teton County
Transportation Impact Study Guidelines” and agreed to by County staff.
D. Provision and Use of Requirement – As defined in the “Teton County Transportation Impact

Study Guidelines”, there are methods that can be considered to mitigate mobility impacts in

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lieu of a Mobility Fee. It is the at the sole discretion of County staff and elected officials as to
what will be considered as acceptable traffic mitigation for a specific development.
1. Dedication of Land / Improvement Construction – An owner may dedicate right-of-way
for future public facilities or construct a mobility improvement in its entirety as part of its
development.
2. Credit – The mini-study can propose and implement TDM measures to reduce the
Mobility Fee to be paid. The monitoring requirements stated in the “Teton County
Transportation Impact Study Guidelines” apply. The County must agree to the
improvements.

7.6.4

Street and Road Standards

I. Traffic Impact Study
Procedures and requirements of the “Teton County Transportation Impact Study Requirements”
shall be followed and satisfied in the evaluation of trip generation, site access and frontage, and
Mobility Fee calculations.Proposed subdivisions or other developments which will generate
more than 1,000 vehicle trips per day shall conduct a traffic impact study to determine any need
for additional acceleration, deceleration, traffic, or turning lanes, signalization, or other roadway
improvements on roads affected by the development. The traffic impact study shall be reviewed
by the Planning Director, the County Engineer, and the County Road & Levee Manager and will
normally include current traffic counts, projected subdivision or development traffic generation,
County traffic projections for roads affected by the subdivision or development, calculated
capacity of existing and proposed roadways, calculation of intersection capacities and warrants
for signalization, turn lanes, channelization, etc., estimates of bicycle and pedestrian
movements, and other similar elements as required by the Planning Director.
J. Design Traffic Volumes
Where average daily traffic (ADT) is referenced in this Section, traffic volumes for State and
County roads shall be as described in information maintained by the Planning Director. For
existing and proposed roads, ADT shall be calculated using rates derived from “Trip Generation”
by the Institute of Transportation Engineers and “Trip Generation Intensity Factors” developed
by the Arizona Department of Transportation and the Federal Highway Administration.
1. Best Available Information for Trip Generation. Where proposed uses are not included in
these references or more recent information is available, traffic generation shall be determined
by the Planning Director based on the best available information.
2. Trip Generation for Residential Uses. For residential uses the following trip generation
factors are to be used per dwelling unit:

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Potential process flowchart of Mini-study and Impact Fee Calculation referenced in
Mobility Exactions Section of Attachment 2

DRAFT FOR DISCUSSION ONLY
Proposed
Development
(new, change of use, or
intensification)

Peak Hour Trip
Generation

Revised Trip
Generation

Yes

Proposed
Credits or
TDM
Measures?

Mini-Study

No
Trip Reduction
Monitoring Plan

Multimodal Analysis –
Site Access and Frontage

Calculate Impact Fee

Mitigation or
Management
Measures in
Lieu of Fee?

Yes

Adjusted
Impact Fee

No
Pay fee as part of
Permitting
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Table 1. Recent Project Examples under the proposed framework
Recent Project
Project Size
Findings
Dauntless
3-story mixed-use structure,
(Pearl/Millward) approximately 66,000sf: 67 lodging
P25-007
units, ten residential units, one
street-level retail unit, and structured
parking accessed from the alley via an
Automated Parking System (APS).
Three subgrade and three above
grade levels, 42’ in height plus stair
and elevator overruns at 46’ to access
to the roof level, a below ground
depth of approximately 39’ with
portions of the first basement level
exposed at street level approximately
4 feet.

Council could not make:
Finding 1:
that the proposed project is consistent with the
purposes and organization of the LDRs,
because: Section 1.3.2.c.2, sustainable
community, assumes a development intensity
on Town lots and as proposed the project
exceeds those expectations; and
Section 1.3.4, predictable regulations, predicts
the amount, type, and location of growth to be
expected, and using unanticipated below grade
square footage undermines that predictability.
Finding 3, that the proposed project does not
have a significant impact on public facilities and
services, including but not limited to,
transportation, potable water and wastewater
facilities, parks, schools, police, fire, and EMS
facilities, because: The project will have
significant negative impacts on the
transportation infrastructure in the area,
including West Pearl Avenue, the adjacent
alley, and nearby intersections;
The anticipated 14–20% trip increase on
Millward from the project would have a
significant negative impact to that street;

Trips and Reduction Under
Proposed Rules
On the High Injury Network (HIN),
developer would be required to
work with staff on frontage design
and construction to mitigate injury
risk.
Trip generation: 44 net new PM
peak trips
First 9 ‘free’
60% of 10-30: 12 trips
80% of 31-44:11.2
Total mitigation: 21.2 trips
No TIA or TDM monitoring required

Weighted Reduction
Percent
48% of trips reduced
via TDM, plus HIN
improvements.
The 48% reduction
could be achieved with
5-8 strategies plus
frontage
improvements on HIN

Staff Report
Page 8 of 12

Recent Project

Project Size

Findings
The safety and experience of the public realm,
sidewalk interface, and pedestrian
infrastructure would be negatively impacted by
the project as currently proposed; and the
automated parking system proposed, upon
failure, would have significant negative impacts
on the public infrastructure systems of Jackson.

Mogul, 335 N
Cache Et. Al.

Snow King
Condos (2025
addition)

109 hotel rooms, 17 market longterm residential units (2:1
Bonus), 16 workforce-restricted units
(2:1 Bonus), 155 parking spaces, a spa
& fitness center, a restaurant & bar,
and two rooftop decks; total gross
square footage is 244,607 sf (178,730
sf above grade and 65,877 sf below
grade) and 190,339 sf of that total
gross square footage is habitable
conditioned space (both
above and below grade)

240 average peak occupants (APOs or
guests), 109,927 sf of above-ground
habitable, 174,875 sf total gross
square footage (includes basements

As conditioned, and per the departmental
reviews provided in this staff
report, staff finds that the proposed project will
not have significant impacts on public facilities
and infrastructure. The alley will remain a
public alley and will not hinder vehicular access,
loading access, and utilities that serve the
Cache Creek Motel. Additional information
related to the benzene plume and the handling
of groundwater and stormwater will be
provided with the Development Plan to ensure
that adjacent public and private lands, including
Flat Creek, are not negatively impacted by the
development. In addition, an updated traffic
impact study will be provided with the
Development Plan (Condition #14)
that includes any mitigation measures to
reduce impacts on adjacent streets and
intersections.
As conditioned, staff finds that the project will
not have a significant impact on public facilities
and services. The new project will offer
upgraded on-site infrastructure to meet current

Trips and Reduction Under
Proposed Rules

Weighted Reduction
Percent

676 trips using maximum
generation rate

95% weighted
reduction via TDM.

Not on the HIN, but frontages
should be coordinated with staff
through Sketch Plan and DEV

Will require a high
number of mitigation
strategies and frontage
improvements to
support those
strategies (e.g. bike,
pedestrian, transit
access)

Trip generation: 676 net new PM
peak trips
First 9 ‘free’
60% of 10-30: 12 trips
80% of 31-100: 56
100% of 101-676: 576
Total mitigation: 638 trips
TIA required
TDM monitoring required
81.6 net new trips
Not on HIN

58%, achievable with
5-7 strategies

Staff Report
Page 9 of 12

Recent Project

Project Size

Findings

and non-habitable areas), 60 market
short-term rental condominiums, and
12 affordable deed-restricted
condominiums within four buildings
that each have underground parking.

development standards. In addition, the
proposed traffic impacts are within what was
contemplated for the Master Plan build-out.

1. three-story, 42,314 sf
(habitable) condominium
building that consists of 26
market condominium units, 7
affordable deed-restricted
condominium units, and 57
parking spaces with a
basement parking garage on
Lot 53 (553 Upper Snow King
Loop)
2. wo new three-story
condominium buildings – one
18,125 sf (habitable) and
another 24,583 sf (habitable) that consist of 22 market
condominium units, 5
affordable deed-restricted
condominium units, and 41
parking spaces within
basement parking garages on
Lot 57 (510 Upper Snow King
Loop)
3. three-story, 24,905 sf
(habitable) condominium
building that consists of 12

Trips and Reduction Under
Proposed Rules
First 9 ‘free’
30% (housing use) of 10-30: 6 trips
80% of 31-81.6: 41.28
Total Mitigation: 47.28 trips
TIA required
TDM monitoring required

Weighted Reduction
Percent

Staff Report
Page 10 of 12

Recent Project

Nelson Drive
Housing

Project Size
market condominium units
and 19 parking spaces with a
basement parking garage on
Lot 58 (725 Upper Snow King
Loop)
6 2 bedroom Duplexes (1620 Total SF
each duplex, 2 Bedrooms @ 810 SF
per unit)
24 1 Bedroom Townhomes (1100 SF
buildings each with three units)

Findings

Trips and Reduction Under
Proposed Rules

Weighted Reduction
Percent

Did not require any planning permits, went
straight to building permit (LDR 7.8.3. C; 100%
deed restricted housing exempt from physical
development permits)

27.96 net new trips

20%

Not on HIN

A 20% reduction is
easily achieved with 35 strategies

First 9 ‘free’
30% (housing use) of 10-27.96: 5.7
trips
No TIA required
No TDM monitoring required

Virginian Lodge
Housing

32 market-rate apartment units
within four, two-story buildings.
15,000 square feet of total floor area.
Each building will contain eight units,
consisting of six studio units (341
square feet each) on the first floor
and two two-bedroom units (852
square feet each) on the second floor

As conditioned, staff find that the proposed
project will not have significant impacts on
public facilities and infrastructure. Based on the
traffic impact statement, the daily peak AM and
PM trips are anticipated to be below the
proposed, but not approved, traffic impact
study guidelines trigger of 30 peak-hour trips.
Staff find that adequate vehicle and bike
parking is provided on-site to reduce impacts
on adjacent streets. proposed units are
intended to serve as employee housing
associated with the existing uses on the
Virginian Motel property. To the extent
employees are able to walk between their

39 net new trips
Not on HIN
First 9 ‘free’
30% of 10-30: 6 trips
80% of 31-39:7.2
No TIA required
No TDM monitoring required

34%, achievable with
5-6 strategies

Staff Report
Page 11 of 12

Recent Project

Northern South
Park Area 1

Project Size

558 homes – a mix of duplexes,
triplexes, and single family.

Findings
residences and workplace, actual vehicle trip
generation may be significantly lower than
projected.
This is not a Town project, but is provided for
reference.
Staff worked with the applicant to devise a
nexus calculation to account for 91% of the
trips through infrastructure improvements and
9% of trips via travel demand management. We
are hopeful that TDM strategies will result in an
18-30% reduction in trips, but without more
local data (and because the neighborhood is
entirely residential) we will have to monitor the
neighborhood to understand the efficacy of the
strategies.

Trips and Reduction Under
Proposed Rules

Weighted Reduction
Percent

High School Road/Middle School
Road is identified on the HIN

86%, staff’s
recommended
condition addresses
91% of long-term
impacts through a
recommended impact
fee and 9% through
TDM. Applicant
proposed TDM
program may result in
9-30% reduction.
Together, these
conditions reflect an
effective 100%
mitigation for impacts
on High School Road,
based on model
assumptions.

267 AM peak hour trips. While
guidelines would use PM, numbers
would be roughly similar.
First 9 ‘free’
30% of 10-30: 6 trips
80% of 31-100: 56
100% of 101-267: 167
Total mitigation: 229 trips
TIA required
TDM monitoring required

Transportation Impact Analysis
Requirements for the Town of
Jackson, Wyoming
Draft 1: May 2024
Draft 2: September 2026

Table of Contents
1.

Introduction .............................................................................................................................................................6
1.1.

2.

Intent of Transportation Impact Analysis Guidelines ...............................................................................6

Transportation Impact Analysis Thresholds ........................................................................................................7
2.1.

Determining Required Level of Transportation Impact Analysis for a Development Project .............7

2.2.

Methodology for Estimating Trip Generation ............................................................................................8

3.

Exempt Project Criteria ....................................................................................................................................... 11

4.

Statement of Trip Generation Requirements................................................................................................... 11

5.

4.1.

Project Narrative ......................................................................................................................................... 11

4.2.

Project Land Uses ....................................................................................................................................... 11

4.3.

Project Trip Generation .............................................................................................................................. 12

4.4.

Directional Distribution & Site Assignment ............................................................................................. 12

4.5.

Parking, Loading, & Access Improvements ............................................................................................. 12

4.6.

Multimodal Access ...................................................................................................................................... 12

4.7.

Transportation Demand Management Measures .................................................................................. 13

4.8.

Site Plan & Frontage Attachments ............................................................................................................ 13

4.9.

Submittal Requirements ............................................................................................................................ 14

Transportation Impact Study Requirements .................................................................................................... 14
5.1.

Site Plan ........................................................................................................................................................ 14

5.2.

Analysis Timeframe .................................................................................................................................... 14

5.3.

Analysis Peak Time Periods ....................................................................................................................... 15

5.4.

Data Collection ............................................................................................................................................ 15

5.5.

Study Intersections ..................................................................................................................................... 16

5.6.

Trip Generation ........................................................................................................................................... 16

5.7.

Transportation Demand Management Measures .................................................................................. 17

5.8.

Trip Distribution and Assignment ............................................................................................................. 18

5.9.

Capacity Analysis ......................................................................................................................................... 18

5.10.

Multimodal Analysis ................................................................................................................................... 18

5.11.

Level of Service Standards ......................................................................................................................... 19

5.12.

Crash Assessment ....................................................................................................................................... 19

Page 2 of 32

6.

5.13.

Mitigations ................................................................................................................................................... 20

5.14.

Monitoring ................................................................................................................................................... 20

5.15.

Qualifications of Preparers ........................................................................................................................ 21

5.16.

Transportation Impact Study Checklists and Sample Table of Contents ............................................ 22

5.17.

TIS Submittal Requirements ...................................................................................................................... 22

Transportation Management Association ........................................................................................................ 22

References
Reference A: Transportation Demand Management Strategies and Relative Effectiveness
Reference B: Traffic Impact Study Checklist and Forms
Reference C: Statement of Trip Generation Worksheet

List of Figures
[Needs update]
Figure 1. Determining level of transportation
analysis for a development or change of use
project.
Figure 2. Report Type Decision Process

8
10

Figure 3. Trip Monitoring Process

List of Tables
[Needs update]

6

Table 1: Quantity of Land Development that Triggers 30 Peak Hour Trip Threshold

41

Table A1. Potential VMT Measures and Relative Effectiveness

Page 3 of 32

Glossary
Development: A project that converts land to a new purpose by constructing new buildings or making new
use of its resources.
Development Trip Generation Calculator: An online tool that helps developers calculate the number of
trips their proposed development will generate, as well as the reduction in trips from selected mitigation
measures. The Development Trip Generation Calculator outputs a pre-filled Statement of Trip Generation.
Exempt Project: A development or change of use that is projected to generate fewer than 10 net new PM
peak hour trips and is therefore exempt from transportation impact analysis requirements.
Internal Capture Rate: In mixed-use developments, trips may be shared between varying land uses. (e.g., A
patron of a grocery store may also stop to eat at a restaurant in the same development). Thus, the total
generation of external trips may be less than the simple sum of the trips generated by each discrete land
use. The internal capture rate is a reduction applied to the total external trip generation estimate to account
for this effect.
Major Project: A development that is projected to generate 30 or greater net new AM or PM peak hour
trips.
Minor Project: A Development that is projected to generate fewer than 30 net new AM or PM peak hour
trips.
PER COUNCIL – Recommended thresholds are <10, 10-30, 31-100, 101+ - need to clearly define/differentiate
requirements for each threshold
Mixed-Use Development: A building, complex, or combination of buildings that combines differing land
uses in the same development.
Monitoring Report: A report an applicant submits to the appropriate Town/County staff to ensure
compliance with TIS and TDM guidelines and/or regulations.
Net New Peak Hour Trips: The difference in peak hour trip generation between a proposed use and any
existing or previous use on the site, accounting for applicable adjustments such as pass-by rates, internal
capture, alternative mode trips, and TDM credits. For sites without existing development, net new trips
equal gross trip generation minus applicable adjustments.
Pass-By Rate: The percentage of trips to and from a Development that come from existing trips on the
adjacent roadway, and not generated specifically by the Development. Total trip generation estimates may
be reduced by this amount, as these trips are not net additions to background roadway traffic.
Statement of Trip Generation: A standardized worksheet created using the Development Trip Generation
Calculator. The Statement of Trip Generation documents the transportation elements of a Development,
including the processes, assumptions, and calculations used to estimate PM peak hour trip generation for a

Page 4 of 32

proposed development or change of use. The Statement serves as the required analysis for Minor Projects
and as the scoping document for Major Projects requiring a full TIS.
Town Staff: Refers to the relevant Town of Jackson employees involved in the permitting process, including
but not limited to the Transportation Manager, Town Engineer, and Planning Director.
Transportation Demand Management (TDM): The application of strategies and policies to reduce travel
demand (specifically that of single-occupancy vehicles).
Transportation Impact Study (TIS): A study that evaluates the potential effects of proposed Development
projects on surrounding and supporting transportation infrastructure and services. A TIS determines if the
effects constitute significant impacts, and, if so, how the significant impacts can be mitigated.
Transportation Management Association (TMA): This is an organization that supports the development,
coordination, and implementation of TDM programs and services in the community.
Transportation Management Plan: A section of the Transportation Impact Study where the Development’s
compliance with the Town’s vehicular trip reduction goals is discussed. Proposed Transportation Demand
Management (TDM) techniques and measures to be implemented as part of the Development are
documented, potential trip reduction for each are stated (with source for the calculation), and total percent
trip reduction is indicated.

Page 5 of 32

1. Introduction
Transportation Impact Analysis (TIA) guidelines establish methodologies and procedures for assessing
transportation impacts of Development projects. The following guidelines have been developed according
to standard industry practice with modifications to meet the unique needs of the Town of Jackson. Any
aspect of a TIS not explicitly addressed in this document shall be addressed in a manner consistent with
guidelines found in the Institute of Transportation Engineers’ (ITE) Transportation Impact Analyses for Site
Development.1

1.1. Intent of Transportation Impact Analysis Guidelines
The purpose of the Transportation Impact Analysis Guidelines is to create a standardized system for
Developments to determine and mitigate transportation impacts of the Development on transportation
infrastructure. This document describes how to use the Development Trip Generation Calculator to create a
Statement of Trip Generation, full Transportation Impact Study, and addresses the following topics:
•

Transportation Impact Study (TIS) triggers.

•

Scope, methods, and extent of the required study.

•

Mitigation measure requirements, including TDM programs and (potentially) infrastructure.

•

Criteria to determine if the transportation-related impacts of a proposed project are significant.

•

Monitoring and reporting requirements for mitigation measures.

Transportation studies and reports were used to inform the basic framework of this document. However,
each project is unique; not all criteria or analysis will apply to every project, and these guidelines are not
intended to be prescriptive beyond what might be considered practical. Early and consistent communication
with the appropriate transportation, engineering, and planning staff is encouraged to work through the
details of a given project. This document is designed to simplify the requirements for transportation impact
analysis in the Town of Jackson.

1

Multimodal Transportation Impact Analysis for Site Development: A Recommended Practice of the Institute of
Transportation Engineers (ITE). Institute of Transportation Engineers, 2023.

Page 6 of 32

2. Transportation Impact Analysis Thresholds
2.1. Determining Required Level of Transportation Impact
Analysis for a Development Project
Developments expected to generate fewer than 10 net new peak hour trips are exempt from additional
analysis. All Developments expected to generate greater than 10 net new peak hour trips are required to
complete a Statement of Trip Generation. Developments expected to generate between 10 and 30 net new
peak hour trips are considered Minor Projects, requiring a Statement of Trip Generation. Additional analysis
up to a full TIS may be required if safety, frontage, or impact concerns exist. For Developments with an
expected net new external peak hour trip generation of 30 trips or more, categorizable as Major Projects, a
full Transportation Impact Study is required2.
For both Minor Projects and Major Projects, a Statement of Trip Generation shall be required. The
Statement of Trip Generation generated by the applicant using the Development Trip Generation
Calculator. In addition, the Statement of Trip Generation should include an assessment of proposed site
access points to demonstrate needed traffic control and/or auxiliary lanes.
At Town Staff’s discretion, the Statement of Trip Generation requirement may be waived for Minor Projects.

Figure 1. Determining level of transportation analysis for a development or change of use project.

2

For all phased or master-planned [are these defined] Developments, trip generation estimates should be
considered for each phase individually as well as the Development as a whole. Each phase that is expected
to generate more trips than the “Major Project” threshold should be analyzed individually in a TIS report
[seems like if they plan to build out then a TIS is warranted from the get go, with updates as phases are
built.] [memo is for Minor Development].

Page 7 of 32

2.2. Methodology for Estimating Trip Generation
Whenever possible, the most recent version of the ITE Trip Generation Manual and Trip Generation
Handbook should be used to determine peak hour trip generation. A sample of common development land
uses and the respective quantities that would result in 10 peak-hour trips based on the ITE Trip Generation
Manual, 12th Edition, is presented in Table 1. These values serve as a quick reference point for a subset of
common land uses. Other factors unique to the Development (such as Mixed-Use Development or Pass-By
Rates3) should also be considered.

Table 1: Quantity of Land Development above Minor Project Threshold
ITE
Code

3

Land Use Description

10 Trip Quantity
Calculated by Maximum
PM Generation

10 Trip Quantity
Calculated by Average
PM Generation

Peak Hour
Trips
Generated

15,625 Sq Ft GFA

71,429 Sq Ft GFA

10

151

Mini-Warehouse/Self-Storage Facility

210

Single-Family Detached Housing

3 Units

11 Units

10

215

Single-Family Attached Housing

8 Units

20 Units

10

See Glossary for definition of terms.

Page 8 of 32

220

Multifamily Housing (Low-Rise)

10 Units

19 Units

10

223

Affordable Housing

8 Units

22 Units

10

230

Low-Rise Residential with GroundFloor Commercial

23 Units

28 Units

10

310

Hotel

9 Rooms

21 Rooms

10

320

Motel

12 Rooms

27 Rooms

10

492

Health/Fitness Club

1195 Sq Ft GFA

2653 Sq Ft GFA

10

710

General Office Building

3861 Sq Ft GFA

8475 Sq Ft GFA

10

720

Medical–Dental Office Building

1129 Sq Ft GFA

2924 Sq Ft GFA

10

822

Strip Retail Plaza

564 Sq Ft GLA

1590 Sq Ft GLA

10

850

Supermarket

493 Sq Ft GFA

1138 Sq Ft GFA

10

851

Convenience Store

102 Sq Ft GFA

207 Sq Ft GFA

10

911

Walk-in Bank

414 Sq Ft GFA

824 Sq Ft GFA

10

930

Fast-casual restaurant

365 Sq Ft GFA

697 Sq Ft GFA

10

931

Fine-dining restaurant

535 Sq Ft GFA

1235 Sq Ft GFA

10

The Transportation Manager or Town Engineer may also require a full TIS for Minor Projects that do not
exceed 30 peak-hour trips in unique circumstances, such as when significant changes will be made to
existing roadways, intersections, or site design by the project. Examples of such changes include but are not
limited to:
•

Changes to intersection control (i.e., stop-control to roundabout or signalization)

•

A new leg is added to an existing signalized intersection.

•

Parking requirements increase as dictated by a change of use.

Standard peak hour trip generation estimates should include typical weekday AM and PM peak periods. For
commercial, retail, hotel, recreational, and other land use (up to the discretion of Town Staff) Developments,
the weekend peak hour shall also be included. For some projects, such as those expected to generate
significant trips in non-traditional 9-5 peak periods, Town Staff may substitute or require an additional
period to use as the peak period for estimating peak hour trip generation.
Trip generation estimates shall be based on the rates found in the most recent edition of the ITE Trip
Generation Manual, or if an acceptable case can be made for the use of alternative trip generation rates
(subject to approval by Town Staff). However, for Development types or peak periods that are not covered
by or have insufficient documentation in the Manual, a custom trip generation analysis shall be conducted
in accordance with the most recent ITE Trip Generation Handbook guidelines on developing custom trip
generation rates. The methodology employed for the trip generation rate study (appropriate peer sites, time
period for data, etc.) shall be approved by Town Staff prior to collection of local data.

Page 9 of 32

For the purposes of assessing the need for a TIS, applicants may reduce the net external new peak hour
trips based on Pass-By Trip rates4 (as represented in the most recent edition of the ITE Trip Generation
Handbook) and internal capture with proper documentation. See Figure 2 for a graphical representation of
the report-type determination process.
Figure 2. Detailed Report Type Decision Flow Chart

4

See Glossary for definition of terms. [can use capitalization for the standard of defined terms, all of them]

Page 10 of 32

3. Exempt Project Criteria
Developments generating fewer than 10 net new PM peak hour trips (calculated using the maximum trip
generation rate from the ITE Trip Generation Manual) are exempt from transportation analysis. Exempt
projects do not need to submit a Statement of Trip Generation.

3.1. Determining if a Project is Exempt
Clear Exemption: Consulting Table 1 in Section 2.2, if the Development is smaller than the quantity shown
in the “10 Trip Quantity Calculated by Maximum PM Generation” column for the appropriate land use type,
that Development is exempt from additional transportation impact analysis.
Calculating Trip Generation: If the appropriate land use category for the Development is not in Table 1 or
the case can be made that the Development’s expected trip generation is under the threshold, calculate trip
generation per the methodology in Section 4.3. If the result is fewer than 10 net new PM peak hour trips, the
Development is exempt.

4. Statement of Trip Generation Requirements
The following subsections correspond to information fields on the Statement of Trip Generation worksheet,
found in Reference C of this document and online: jacksonwy.gov/futureurl.

4.1. Project Narrative
The Statement of Trip Generation shall include a concise narrative describing the proposed Development,
including the project location, existing site conditions, proposed land uses, development size and intensity,
anticipated phasing (if applicable), and expected hours of operation. The narrative shall also describe how
the Development will function within the surrounding transportation network, including primary access
points, expected user types (residents, employees, customers, deliveries), and any unique operational
characteristics that may affect trip generation or traffic patterns. The intent of this section is to provide
sufficient context to support review of trip generation assumptions and transportation system impacts.

4.2. Project Land Uses
The Statement of Trip Generation shall identify all existing and proposed land uses on the site, including
corresponding ITE Land Use Codes, size metrics (such as dwelling units, square footage, rooms, or other
applicable independent variables), and anticipated occupancy or operational characteristics where relevant.
Mixed-use developments shall clearly identify each component land use separately. If a proposed land use
is not directly represented in the ITE Trip Generation Manual, the applicant shall identify the closest

Page 11 of 32

applicable land use and provide justification, or provide a custom trip generation analysis conducted in
accordance with the most recent ITE Trip Generation Handbook guidelines. The purpose of this section is to
clearly establish the land use basis for trip generation calculations.

4.3. Project Trip Generation
Whenever possible, the most recent version of the Institute of Transportation Engineers (ITE) Trip
Generation Manual and Handbook shall be used to determine peak hour trip generation. For land use types
that are not covered by or have insufficient documentation in the ITE Trip Generation Manual, a custom trip
generation analysis shall be provided in accordance with the most recent ITE Trip Generation Handbook
guidelines. When applicable, developments with differing compatible uses may reduce the number of
external trips by accounting for Internal Capture5 between on-site land uses. Net new external trips may
also be reduced by accounting for pass-by trips consistent with methodology and pass-by rates according to
the ITE Trip Generation Handbook, or custom collected data as applicable.

4.4. Directional Distribution & Site Assignment
The Statement of Trip Generation shall describe the expected directional distribution of project-generated
trips and assignment of those trips to adjacent roadways and primary access points. Directional distribution
may be based on existing traffic patterns, regional travel demand patterns, comparable land uses, or other
data sources. This section shall identify primary site access locations and the expected proportion of traffic
entering and exiting each access point during peak periods. The level of detail shall be sufficient to
determine whether specific intersections, roadway segments, or access locations may experience
measurable impacts from project traffic.

4.5. Parking, Loading, & Access Improvements
The Statement of Trip Generation shall summarize the proposed parking supply, loading areas, internal
circulation, and site access configuration. This section shall identify the number and type of parking spaces
provided, including accessible parking, employee parking, and short-term parking if applicable. Loading and
service vehicle access shall be detailed, including expected delivery vehicle types and frequency if known.
Proposed new driveways, driveway modifications, or frontage improvements shall be described. The
purpose of this section is to identify potential operational or safety impacts related to site access, parking
demand, and circulation.

4.6. Multimodal Access
The Statement of Trip Generation shall evaluate the project’s potential adverse effects on transportation
facilities and services related to transit, bicycles, and pedestrians.

5

See Glossary for definition of terms. [Use standard typeface for all defined terms, e.g. Capitalized or Bold}

Page 12 of 32

The evaluation shall include identification of any disruption to existing facilities and services or interference
with the implementation of planned facilities and services. This effort will require identifying and mapping
existing facilities. Particular attention shall be given to roadway or intersection widening improvements and
the addition of new driveway locations, that would increase pedestrian/bicycle crossing times or increase
the potential for vehicle and pedestrian/bicycle conflicts. Consideration shall also be given to how a project
affects accessibility between each travel mode and the surrounding land uses.

4.7. Transportation Demand Management Measures
To reduce the transportation impacts of new developments, the Statement of Trip Generation shall include
a section to identify appropriate Transportation Demand Management (TDM) techniques and measures for
the proposed Development, in-line with the Town’s vehicular trip reduction goals, namely to meet new
travel demand after 2012 with modes other than driving alone.
TDM measures can reduce external automobile trips by mixing land uses, reducing the need to make trips
to the development, and/or encouraging walking, biking, transit, or carpooling. TDM
strategies/improvements may include, but are not limited to, the following:
•

Development intensity/density reduction – propose fewer units or land uses that generate fewer
trips

•

Access management – propose fewer and/or consolidated access points and locate them to
maximize safety and reduce congestion spots.

•

Transit initiatives – provide bus stops, shelters, route/schedule extensions, park-n-ride lots

•

Demand management/commuter assistance – park-n-ride/transit for employees, modified hours to
avoid peak periods.

•

Pedestrian/bicycle improvements – trails, bridges/tunnels, crossing safety improvements, fill in
missing network connections, shelters.

•

Intelligent transportation system improvements – real-time transit schedule information, park-n-ride
availability.

•

Livable community site design features – incorporate amenities to minimize vehicular trips and
promote alternative modes.

Reference A includes an estimated range of reductions for common TDM measures.

4.8. Site Plan & Frontage Attachments
The Statement of Trip Generation shall include a proposed site plan for the Development showing building
locations, parking areas, drive aisles, access points, loading areas, pedestrian and bicycle facilities, and
frontage improvements. The site plan must adhere to Principle 7.1 of the Comprehensive Plan to make
walking, bicycling, transit, carpooling, and micromobility more convenient than driving alone. The site plan
shall be developed in such a way that driveway spacing, sight distances, and curb radii provide for efficient
and safe traffic operations.

Page 13 of 32

4.9. Submittal Requirements
[Pending input from planning]
Best if completed as soon as possible in development process. For developments, Statement of Trip
Generation with pre-app materials? Included with the next submittal after pre-app?
For change of use – with BUP/CUP/SUP?
[Pending input from planning]

5. Transportation Impact Study Requirements
When the net external new peak hour trips for a Development equals or exceeds 30, that Development is
categorized as a Major Project. A TIS shall be commissioned by the applicant (at their own expense) to be
performed by a qualified transportation professional. Study intersections and other requirements should be
discussed and finalized during a pre-application conference with Town Staff prior to beginning the traffic
study.
The elements that must be included in a TIS are listed in sections 5.1 through 5.18 below.

5.1. Site Plan
The TIS shall include a proposed site plan for the Development showing building locations, parking areas,
drive aisles, access points, loading areas, pedestrian and bicycle facilities, and frontage improvements. The
site plan must adhere to Principle 7.1 of the Comprehensive Plan to make walking, bicycling, transit,
carpooling, and micromobility more convenient than driving alone. The site plan shall be developed in such
a way that driveway spacing, sight distances, and curb radii provide for efficient and safe traffic operations.

5.2. Analysis Timeframe
To properly assess the traffic impacts of a Development, both in the near-term and the future, a TIS must
include the following analysis scenarios:
•

Existing Background Conditions

•

Existing Background Plus Project Conditions

•

20-year Forecast Background Conditions

•

20-year Forecast Background Plus Project Conditions

Page 14 of 32

The 20-year forecast scenarios shall assume a growth in background traffic at a rate determined by analysis
of historical data near the proposed Development or at rates represented in the regional travel demand
model, which is available from Town Staff upon request. In addition, Town Staff may require adding in
detailed traffic forecasts for specific approved or known developments. For master-planned developments
with more than one phase, Town Staff may require a TIS for the first phase and require the developer to
meet monitoring requirements for at least two years before authorizing additional phases. Additional
phases may also require an amendment to an original TIS after monitoring requirements are met.

5.3. Analysis Peak Time Periods
Analysis time periods for the study shall be determined in coordination with Town Staff. Typically, weekday
(Tuesday, Wednesday, or Thursday) AM and PM peak periods will be analyzed. For developments that are
only expected to generate trips in either the AM or the PM peak periods, the peak period in which the
development is not expected to generate trips may be omitted from analysis. Furthermore, if the
development is expected to have peak trip generation at a time outside of conventional peak periods or if
the development will be built in an area that has unconventional background peak periods, Town Staff may
require analysis of non-standard peak periods. Examples of additional peak periods that could be required
are included in Section 2 of this report.
Developments and areas with unconventional peak traffic periods may include, but are not limited to,
schools, theaters, or recreational sites.
[This paragraph reads more like a requirement.] The study shall analyze traffic conditions during the peak
hour within each peak period, defined as the window with the maximum total intersection volume for any
four consecutive 15-minute periods within each peak at each study intersection. If study intersections are
near each other with differing peak hours, the consultant preparing the study may opt to determine a
unified peak hour for analysis based on the overall peak hour of the study area.

5.4. Data Collection
TIS shall include turning movement counts for the applicable peak periods at all study intersections. Typical
weekday AM peak periods shall include data from 6-9 AM, while typical weekday PM peak periods shall
include data from 4-6 PM. If additional peak periods are required for analysis, as discussed in the previous
section, data should be collected for a minimum of two hours for each peak period.
The data collected shall include turning movement counts for all motor vehicles movements, bicyclists, and
pedestrians. Data should also include vehicle classification to determine the percentage of background
traffic made up by heavy vehicles. Count data should be collected while schools are in session. Since the
period with the highest amount of traffic is during the summer, traffic count data collected outside of

Page 15 of 32

summer months shall be grown with a seasonal adjustment factor. Seasonal adjustment factors shall be
calculated based on the table below. All required data must be submitted as an appendix to the TIS. Another
source of data is Teton County’s aggregated traffic information visualized on the GIS Teton County Traffic
Study Map6.
Table 2. [Teton County] Traffic Volume Seasonal Adjustment Factors (Estimated Percent of Peak)7
Season

Dates

Traffic Volume as % of Peak

Seasonal Adjustment Factor

Summer
Fall
Winter
Spring

6/1 – 9/30
10/1 – 12/31
1/1 - 3/31
4/1 - 5/31

100%
70%
80%
70%

1x
1.43x
1.25x
1.43x

5.5. Study Intersections
The study shall include all intersections anticipated to be significantly impacted by traffic from the
development. This includes, at a minimum, all project driveways, all public intersections within 1,000 feet of
the development’s boundaries, all signalized intersections within 0.5 miles of project boundaries, and any
other intersection to be impacted by 30 or more project peak hour trips. Town Staff may also request
additional intersections to be included in the analysis if existing and potential traffic volumes and trip
distribution patterns suggest those could be impacted by the Development. Study area intersections shall
be reviewed and approved by the Transportation Manager.

5.6. Trip Generation
Whenever possible, the most recent version of the Institute of Transportation Engineers (ITE) Trip
Generation Manual and Handbook shall be used to determine peak hour trip generation. For land use types
that are not covered by or have insufficient documentation in the ITE Trip Generation Manual, a custom trip
generation analysis shall be provided in accordance with the most recent ITE Trip Generation Handbook
guidelines. When applicable, developments with differing compatible uses may reduce the number of
external trips by accounting for Internal Capture8 between on-site land uses. Net new external trips may
also be reduced by accounting for pass-by trips consistent with methodology and pass-by rates according to
the ITE Trip Generation Handbook, or custom collected data as applicable.

6
7

https://experience.arcgis.com/experience/15dfdac87db843ad8a6aca4ae979427e
Source: WYDOT 390 N of 22, 22 E of Wenzel Permanent Counters 2021-2025 [Update with in-town

vmt/month from model]
8

See Glossary for definition of terms. [Use standard typeface for all defined terms, e.g. Capitalized or Bold}

Page 16 of 32

5.7. Transportation Demand Management Measures
To reduce the transportation impacts of new developments, the Town requires preparation of a
Transportation Management Plan section in the Transportation Impact Study to identify appropriate
Transportation Demand Management (TDM) techniques and measures for the proposed Development, inline with the Town’s vehicular trip reduction goals.
TDM measures can reduce external automobile trips by mixing land uses, reducing the need to make trips
to the development, and/or encouraging walking, biking, transit, or carpooling. Applicants may apply these
trip reductions to the project trip generation. The TIS shall document all TDM measures being incorporated
into the development and quantify9 their estimated effect in terms of a percent reduction on project trips.
TDM strategies/improvements may include, but are not limited to, the following:
•

Development intensity/density reduction – propose fewer units or land uses that generate fewer
trips

•

Access management – propose fewer and/or consolidated access points and locate them to
maximize safety and reduce congestion spots.

•

Transit initiatives – provide bus stops, shelters, route/schedule extensions, park-n-ride lots

•

Demand management/commuter assistance – park-n-ride/transit for employees, modified hours to
avoid peak periods.

•

Pedestrian/bicycle improvements – trails, bridges/tunnels, crossing safety improvements, fill in
missing network connections, shelters.

•

Intelligent transportation system improvements – real-time transit schedule information, park-n-ride
availability.

•

Livable community site design features – incorporate amenities to minimize vehicular trips and
promote alternative modes.

Reference A includes an estimated range of reductions for common TDM measures. TDM measures shall
attempt to achieve at least a 50% trip reduction. Documentation for assumed trip reductions percentage
shall be included in the TIS. Once approved by Town/County staff, a corresponding reduction in vehicle trip
generation can be applied.
Note that capital improvements that may be required may not count as TDM measures per direction from
the Transportation Manager

9

Caltrans hosts a publicly available tool for quantifying the impact of TDM measures on Vehicle Miles
Traveled (VMT) at the following link:
https://www.dropbox.com/s/73w8vi3bdi27fiv/TDM%2B_CT_custom_ver20220913.xlsm?dl=0.
VMT reduction can be used as a proxy for trip reduction in TDM quantification estimates.

Page 17 of 32

5.8. Trip Distribution and Assignment
Trip distribution shall be determined based on project proximity to major streets, population densities,
regional destinations, and locations of similar developments.

5.9. Capacity Analysis
Analysis shall use a traffic analysis software program consistent with the state-of-the-practice. Examples of
appropriate software include Vistro, Synchro, HCS, VISSIM, and SimTraffic. Analysis with Vistro or Synchro
should use the latest version of the Highway Capacity Manual methodology available.
Signalized intersections shall be programmed in accordance with existing signal parameters for phases,
splits, yellow and all-red times, and pedestrian crossing times. This information can be obtained from Town
Staff.
The respective capacity analysis reports for all intersections, and all scenarios shall be provided to Town
Staff as an appendix to the TIS. The Town reserves the right to request software files for any TIS.

5.10.

Multimodal Analysis

The TIS shall evaluate the project’s potential adverse effects on transportation facilities and services related
to transit, bicycles, and pedestrians.
The evaluation shall include identification of any disruption to existing facilities and services or interference
with the implementation of planned facilities and services. This effort will require identifying and mapping
existing facilities. Particular attention shall be made to roadway or intersection widening improvements and
the addition of new driveway locations, that would increase pedestrian/bicycle crossing times or increase
the potential for vehicle and pedestrian/bicycle conflicts. Consideration shall also be given to how a project
affects accessibility between each travel mode and the surrounding land uses.
For some projects, more detailed multimodal analysis may be required. In these cases, the methodology
shall be selected in consultation with Town Staff and should consider new tools, procedures, and
performance measures such as those listed below:
•

Multimodal LOS – The HCM contains multimodal LOS analysis methods. Simulation models can also
be used to measure performance (i.e., person-delay) for all modes using the transportation network.

•

Activity Connectedness – Travel time for each mode (vehicles, transit, bicycles, and walking) between
the project and surrounding land uses can be used to gauge the degree of accessibility for a project.
The Town desires to minimize travel time to necessary destinations while minimizing unnecessary
vehicle travel. The main idea is to evaluate activity centers and destinations around projects to

Page 18 of 32

ensure that walk times to necessary destinations are minimized and the walking experience is
comfortable and safe.
•

Speed Management – Desired travel speeds for each mode should be considered in project
evaluation where new transportation facilities are being constructed.

•

On-Site Multimodal Accommodation - A development shall accommodate the needs of all users and
properly connect them to the network. The location, quantity, and design of site access points can
constrain traffic operations in the vicinity of the development and compromise an access’ ability to
process trips safely and efficiently. The internal circulation system has direct bearing on adequacy of
site access points and its ability to move users once inside a development. The TIS shall address onsite multi-modal connectivity to ensure adequate and safe circulation of all multimodal on-site trips.

5.11.

Level of Service Standards

Intersections shall be evaluated for Level of Service (LOS) according to the aforementioned methodologies.
LOS and delay for signalized, all-way stop, and roundabout intersections shall be reported for the overall
intersection, while LOS and delay for side-street stops shall be reported based on the worst movement. The
LOS standard for all intersections under Town jurisdiction is LOS D. At intersections that are found to be
below LOS D in background or plus project conditions, the TIS shall analyze potential mitigations for and
document the proportional impact of the proposed development on increasing delay at the failed
intersection. Multimodal LOS shall also be assessed and the LOS write up shall include qualitative and
quantitative discussion of multimodal LOS per the aforementioned methodologies.

5.12.

Crash Assessment

Obtain crash data for the latest 3-year period for the study area intersections and road segments. Develop a
spreadsheet summarizing crash numbers, crash types, weather conditions, lighting and crash causes.
Identify locations with higher-than-expected number of crashes, fatalities or injuries, identifiable patterns,
and concentrations of pedestrian and bicycle crashes. Determine if the proposed development could make
any safety problems worse by adding vehicle, pedestrian or bicycle volumes, or by the proximity of
proposed access points. Identify improvements and methods to fix the identified safety concerns.
Developments that proposed access to a road or intersection on the County High Injury Network10 may
require additional partnerships/mitigations.

10

https://storymaps.arcgis.com/stories/ad22e47f0ab2480ea3cd6a390c39d6a5

Page 19 of 32

5.13.

Mitigations

The least intensive successful mitigation shall be recommended for all deficient LOS. Signalized phase split
adjustments11 may be recommended, though required minimums for yellow time, all-red time, and
pedestrian crossing times must be maintained, and total cycle length must be preserved for coordinated
signals. If an intersection control type modification is recommended, the appropriate planning-level
warrants shall be provided. In certain cases, intersections with deficient LOS may be determined to be
acceptable by Town Staff if queues are viewed as acceptable, and the only mitigations available could result
in a substantial decrease in the suitability of the intersection for non-motorized users. This is particularly
applicable at two-way stop-controlled intersections with low-volume minor streets.
The applicant is responsible for funding the mitigations of their impact on the transportation system. . These
could include roadway and intersection improvements such as turn lanes, acceleration/deceleration lanes,
multi-modal improvements, and intersection controls. The combination of TDM measures and mitigation
shall achieve multimodal LOS D or better at affected intersections. Work with Town staff to determine if any
safety mitigation measures are required for the proposed development.
Proposed mitigations shall consider the impact on all roadway-users, with the goal of improving mobility for
all users. Potential mitigations include adding or upgrading sidewalks, driveway consolidation, adding
bicycle amenities such as racks, and improving bus stop amenities. All facilities must meet standards set by
the Americans with Disabilities Act (ADA) as well as the Town of Jackson Community Streets Plan and
Jackson/Teton County Safe Streets for All plans, as applicable.
The TIS should comment on the following additional items, where applicable:
•

Ensure the proposed site plan allows for the minimum required sight distance, as described in
AASHTO’s A Policy on Geometric Design of Highways and Streets.

•

Applicable guidelines for auxiliary/turn lanes.

•

Assessment of proposed access spacing.

•

Pedestrian/bicycle improvements along the proposed site frontage and on-site to tie into these
facilities.

•

Transit/pedestrian/bicycle shelters and security.

5.14.

Monitoring

After the opening year of the Development or phase of the Development, the property owner shall monitor
project-generated motor vehicle trips to ensure that planned TDM measures are having the intended effect.
The required monitoring period will last for ten years for Major Projects. Property owners will be required to
document trips in and out of the development on an annual basis and submit a biannual report to the

11

Split adjustments must be reviewed and approved by the Town.

Page 20 of 32

planning director summarizing the updated data. Data collection shall include the same peak periods
analyzed in the TIS.
For Major Projects, the monitoring requirements shall include driveway counts, transit ridership (as
appropriate), vehicle occupancy, and active transportation trips. As shown in Figure 2, if actual project
vehicle trips are more than 5% above those forecasted in the TIS, the County/Town will require the applicant
to develop a new TDM strategy to get trip reductions to the forecasted levels. After the initial 10-year period
when TIS reporting sunsets, TDM monitoring shall continue every three to five years via a report on TDM
activities the owner is conducting and the estimated/measured efficacy of those activities.

Figure 2. Trip Monitoring Process for Major Projects [Does not account for the end of the monitoring period.] Can
they pay more fees?

5.15.

Qualifications of Preparers

Traffic Impact Studies shall be prepared or reviewed by a licensed professional engineer (PE), preferably
with Professional Traffic Operations Engineer (PTOE) certification, plus at least four (4) years of experience
preparing traffic impact studies in resort/mountain communities.

Page 21 of 32

5.16.

Transportation Impact Study Checklists and Sample

Table of Contents
See Reference B.

5.17.

TIS Submittal Requirements

[Pending input from planning]

6. Transportation Management Association
At the time of this document creation (February 2026), no Transportation Management Association (TMA)
exists in Teton County outside of master planned resort areas. Should a Transportation Management
Association exist in the future, for projects that create 50 or more employees located within the
jurisdictional area of a TMA, indefinite participation in the TMA shall be required.

Page 22 of 32

Reference A: Transportation Demand Management
Strategies and Relative Effectiveness

Page 23 of 32

Table D1. Potential VMT Measures and Relative Effectiveness

Measure
Number

1

2

3

4

Estimated
VMT
Reduction
Potential

Jackson,
WY
Estimated
Trip
Reduction

Description

Typical Application

CAPCOA
202112
Reference

Bike &
Ped

Provide traditional bike racks
designed for short-term parking,
in a visible publicly accessible
space.

Land uses that expect
short term visitors.
Traditional bike racks
are not suitable for
longer term parking due
to concerns regarding
theft and exposure to
the weather.

T-9

0.1% - 1.6%

0.8%

Bike &
Ped

Construct or improve a bicycle
lane facility (Class I, II, or IV) that
connects to a larger existing
bikeway network. This
encourages mode shift from
parallel roadways to bicycles,
displacing VMT. A wider-based
approach that expands more
than one facility may be
considered to be expanding the
bicycle network.

New projects in dense
areas, or in areas near
existing bicycle
infrastructure but
without a current
connection. Generally an
off-site improvement.

T-18; T-19

0.2% - 0.8%

0.5%

Bike &
Ped

Provide secure bicycle parking in
either a dedicated room, via
bicycle lockers, or a bike station
incorporated into the project.

Residential and office
land uses, where
bicyclists will be
expected to park their
bicycles for 6+ hours per
day.

T-9

0.1% - 1.6%

0.8%

Bike &
Ped

Improve pedestrian spaces both
within the project and on
roadways approaching the
project. Improvements may
include providing sidewalks on
both sides of the street,
incorporating ADA-compliant
improvements such as tactile
ramps and audible pedestrian
signals, providing sidewalk
amenities such as trees, plants,
and benches, and otherwise
improving the pedestrian
experience.
Trip reduction potential of up to
10% will be approved for

0.5% to
6.4%

3.4%
Allow up to
15% if
applicant
constructs
the
frontage in
approved
Community
Streets
Plan

Measure
Category

New development in
areas where pedestrian
facilities are missing or
lacking

T-17

12

Source: Fehr & Peers, 2023. Prepared in conjunction with Handbook for Analyzing Greenhouse Gas
Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity, California Air
Pollution Control Officers Association (CAPCOA 21). Link:
https://www.caleemod.com/documents/handbook/full_handbook.pdf

Page 24 of 32

projects that reference the
adopted Community Streets Plan
(CSP) (Anticipated adoption Fall
2026) and construct the
frontage consistent with the CSP.

Measure
Number

5

6

7

Estimate
d VMT
Reductio
n
Potential

Jackson,
WY
Estimated
Trip
Reduction

Measure
Category

Description

Typical Application

CAPCOA
2021
Referenc
e

Bike &
Ped

Roadways will be designed to reduce
motor vehicle speeds and encourage
pedestrian and bicycle trips with traffic
calming features. Traffic calming
features may include: marked
crosswalks, count-down signal timers,
curb extensions, speed tables, raised
crosswalks, raised intersections, median
islands, tight corner radii, roundabouts
or mini-circles, on-street parking, planter
strips with street trees,
chicanes/chokers, and others.

Developments located
near transit or
pedestrian- focused
areas; or in cities that
have adopted a Vision
Zero policy

N/A

0.25 1.0%

0.6%

General

Implement a generalized commute trip
reduction program. This measure is
intended as an umbrella measure, for
use in instances where marketing of
commute alternatives is desired, but the
client or implementing agency may not
want to commit to specific marketing
actions. It can include any combination
of measures indicated here other than
those specific to land use.

Office developments;
large residential
developments; area plans

T-4, T-5

Up to 4%
(voluntary
complianc
e)

2.0%

General

Implement a generalized commute trip
reduction program. This measure is
intended as an umbrella measure, for
use in instances where marketing of
commute alternatives is desired, but the
client or implementing agency may not
want to commit to specific marketing
actions. It can include any combination
of measures indicated here other than
those specific to land use.

Office developments;
large residential
developments; area plans

T-4, T-5

Up to 26%
(mandato
ry
monitorin
g)

13.0%

Page 25 of 32

8

9

10

Bike &
Ped

Install a bike share program in
association with your development,
either for exclusive use of the
development residents or in conjunction
with a future public system.

Cities and Communities

Parking

Reduce the proposed supply of parking
at the development relative to other
sites in the project vicinity.

Office development,
mixed-use development,
residential development,
area plans, cities and
communities

Parking

For residential developments, require
that parking spaces be paid for
separately from the primary
mortgage/HOA dues/rent. This
effectively reduces housing costs for
households with no cars / fewer cars.

Residential development

Up to 3%

1.5%

T-14

5 - 13.7%

9.3%

T-15

2.6 15.7%

9.1%

Estimated VMT
Reduction
Potential

Jackson,
WY
Estimated
Trip
Reduction

Measure
Category

Description

Typical
Application

CAPCOA
2021
Reference

Parking

Price parking at all off-street facilities
associated with the project. Pricing
should be at a level equal to or higher
than typical prices in the project area.
Typically referred to as “unbundling”
parking pricing for residential projects.

Office
development;
mixed-use
development;
residential
development

T-11, T-15

Up to 20%

10.0%

12

Parking

If free parking is provided as an
employee benefit, individuals opting not
to receive a parking pass may instead
receive the equivalent cash value to a
monthly parking permit.

Office
development;
employers

T-12

Up to 12%

6.0%

13

Rideshari
ng

Provide subsidies in the form of cash or
gas cards to individuals carpooling
to/from work.

Office
development,
employers

T-7

0.0 - 8.0%

4.0%

Rideshari
ng

Provide subsidies or company-provided
vehicles for vanpooling, and assist with
vanpool formation by
means of helping individuals identify othe
rs with similar commute patterns. This
measure may also apply to point-to-point
shuttles sponsored by an employer (i.e.,
“tech buses”).

Office
development,
employers

T-10

3.4 - 20.4%

11.9%

Rideshari
ng

Maintain a database of individuals
interested in carpooling/ridesharing
along with their commute characteristics.
Allow individuals to search database and
contact others to form carpools. At large
employers, some one-on-one support
may also be provided.

Office
development,
employers, cities a
nd communities

T-7

0.0 - 8.0%

4.0%

Measure
Number

11

14

15

Page 26 of 32

16

Measure
Number

17

18

19

Parking

[reconcile with language in form – work
with Town to] Install parking meters or
other paid parking programs on public
roadways within 1/4 mile of the study
area. Pricing should be market-rate. This
is intended to both discourage driving
to/from the project area, as well as
reduce the amount of VMT generated by
circling for parking by maintaining 85
percent occupancy rates.

Large
developments;
area plans; cities
and communities

T-23

Up to 30%

15.0%

Estimated
VMT
Reduction
Potential

Jackson,
WY
Estimated
Trip
Reduction

Measure
Category

Description

Typical
Application

CAPCOA
2021
Reference

Pricing

Implement a toll or fee for vehicle access
to a predetermined area, such as a
central business district. An example of
this is the fee to access London’s core
neighborhoods.

Cities and
communities

N/A

7.9 - 22.0%

14.9%

Land Use

Locate the project near (and orient it with
a clear means of access to) a high-quality
transit station. Project design should
support (and ideally prioritize) pedestrian
access to/from transit. Project should be
careful not to oversupply parking.

Mixed-use or
residential
projects in urban
areas

T-3

0.5 - 31%

15.7%

Transit &
Shuttles

Provide express / point-to-point shuttle
service, connecting park & ride facilities
or other residential neighborhoods
directly to an employer’s campus. In the
SF Bay Area, these shuttle types have
become common amongst Silicon Valley
employers, and are sometimes known as
“tech shuttles”

Employers,
campuses

T-10

Up to 20.4%

10.2%

Employers, large
residential
developments,
campuses

T-8; T-27
(Variant)

Up to 20%

10.0%

Employers,
campuses

N/A

Up to 5.5%

2.7%

20

Transit &
Shuttles

21

TechAssisted
Approaches

Provide subsidies in the form of cash,
transit passes, or contributions to a
regional fare card to transit riders. This is
typically implemented by an employer,
but may also be used by schools and
large residential developments.
Allow and encourage employees to
telecommute or adopt alternative work
schedules. Examples may include
working from home a certain share of
the time, or working a 9/80 or 4/40 work
week.

Page 27 of 32

22

23

Transit &
Shuttles

Provide funding to support one of the
following: new bus service, increased
frequency on existing service, increased
operating hours, etc. Effectiveness will
range based on the level of investment.

Cities and
communities

T-26
(variant)

Up to 11.3%

5.6%

Transit &
Shuttles

Provide a publicly available shuttle
service between a regional transit facility
and employment, residential, or
shopping centers located 1-5 miles away.

Employers,
commercial
development,
institutions,
campuses

T-24

0.1% to
8.2%

4.1%

Reference B: Traffic Impact Study Checklist and
Forms

Page 28 of 32

Traffic Analysis Procedures & Checklist
Teton County & The Town of Jackson, WY
Transportation Division | 320 S King St, PO Box 3594, Jackson, WY 83001 | (307) 733-3317
All proposed Minor Projects are required to complete a Trip Generation Memo performed by a qualified
transportation professional. The Trip Generation Memo should include a documentation of the
methodologies used to determine estimated peak hour trips, including details of the proposed development
(location, land use type, and scale), the assumed peak hour period, and the trip generation rates used for
the estimate. In addition, the memo should include an assessment of proposed site access points to
demonstrate needed traffic control and/or auxiliary lanes.
Major Projects are required to complete a full Traffic Impact Study, including all sections in the following
checklist:

Page 29 of 32

Transportation Impact Study Checklist
Teton County & The Town of Jackson, WY
Transportation Division | 320 S King St, PO Box 3594, Jackson, WY 83001 | (307) 733-3317

I.

Introduction
☐

Study Purpose and Goals

☐
☐

Project Description (type, size, location)
Analysis Time Periods / Opening & Horizon Years (phasing of development)

☐

Study Area Boundaries

☐

Site Location Map

☐

Site Plan

II.

Study Area Description
☐
☐
☐
☐

III.

Existing Zoning and Land Uses
Existing Road Network Description and Characteristics (classification, lanes, speed limit,
sidewalks)
Existing Intersection Description and Characteristics (lanes, traffic control, pedestrian
crossings)
Existing Pedestrian, Bicycle and Transit Facilities and Service
Existing Transportation Conditions

☐

Data Collection (types, dates, peak hours)

☐

Existing Peak Hour Traffic Volume Figure

☐

Existing Pedestrian/Bicyclist Volume Figure(s)

☐

Analysis Methodology

☐

Existing Level of Service / Problem Identification

☐
☐

Existing Vehicular and Multimodal Level of Service Table
Crash Assessment / Problem Identification

☐

Crash Data Summary Table

☐

Crash Comparison Graphs to Expected Levels

☐

Existing Pedestrians, Bicycles and Transit Facilities

IV.

20-Year Future Traffic Conditions
☒

Background Traffic Growth (annual growth rate)

☐

Opening Year Grown Volumes

☐

20-Year Horizon Year Grown Volumes

☐

Other Area Planned Developments

☐

Other Planned Development Trip Generation Summary Table

☐

Opening Year No-Build Volume Figure

☐

20-Year No-Build Volume Figure

Page 30 of 32

☐
☐
☐

Trip Generation
Trip Generation Table with any Adjustments
Trip Distribution, Assignments, Adjustments (TDM measures)

☐

Trip Distribution Figure

☐

New Trips Figure

☐

Trip Adjustment Figures

☐
☐
V.

Future Traffic Volumes
Opening Year and 20-Year Traffic Volume Figures, With the Project
Intersection Analysis

☐

Capacity Analysis (latest HCM methodology) (Level of Service table by lane group)

☐

Vehicular and Multimodal Level of Service Comparison Table

☐

95th-Percentile Queue Lengths

☐
VI.

Intersections and Movements with Unacceptable Operations
Transportation Management Plan

☐

Proposed TDM Measures

☐

Forecast Trip Reductions (table)

☐

Proposed TDM Monitoring Program

VII.

Proposed Mitigations
☐
☐
☐

VIII.

TDM Measures / Pedestrian, Bicycle, Transit Measures
Traffic Control Improvements
Mainline or Turn Lanes
Summary of Findings and Recommendations

☐

Recommended Improvements and TDM Measures

☐

Key Findings, Overall Project Impacts, and Mitigation Strategies

IX.

Appendices
☐

Count Data

☐

Capacity Analysis Printouts (by peak hour and scenario)

☐

Transportation Management Plan Calculations

☐

Other supporting information

X.

SUBMITTAL REQUIREMENTS
☐

Electronic (PDF) File of the Traffic Impact Study (electronically stamped by a PE)

Page 31 of 32

Reference C: Statement of Trip Generation
Worksheet
CONVERTED TO A WEBSITE THAT GENERATES A PDF – REMOVE REFERENCES TO THIS SECTION

Page 32 of 32

Div. 4.3 – Planned Resort Zones
4.3.1. All Planned Resort Zones.
D.5. Transportation Element. The Planned Resort master plan contains a traffic impact analysis and
transportation demand management plan that:
a. Promote multimodal forms of transportation that are consistent with the transportation goals of
the Jackson/Teton County Comprehensive Plan;
b. Manage the generation of resort-related traffic to avoid undermining community character and
endangering the public health, safety, and welfare; and
c. Follow the procedures and requirements of Division 7.9 Transportation Impact Analysis.
F. Standards Applying to All Planned Resorts.
8. Transportation Element. The Planned Resort master plan shall have a transportation element to ensure
that resort development does not produce an amount of vehicular traffic that undermines the
community's character, and endangers the public health, safety and welfare (i.e., noise, air quality and
traffic impacts) The Planned Resort master plan shall provide an optimum mix of automobile, transit, and
pathway facilities within the resort, encourage coordination of all resort transportation facilities with the
County-wide transportation system, promote design and management which encourages shifts from
single-occupancy vehicle trips to multi-occupancy trips, or other transportation modes, and provide
equitable cost sharing for facilities and services.
a.

Traffic Impact Analysis. Follow the procedures and requirements of Division 7.9 Transportation
Impact Analysis.

b.

Transportation Demand Management Plan. The Planned Resort master plan shall include a
transportation demand management (TDM) plan that demonstrates how the travel behavior of
resort visitors and employees will be managed to minimize the number of vehicle trips on the
roadway network resulting from the resort development. The transportation plan will allocate a
number of vehicle trips to various roadway segments, based upon the projected traffic demand
and the planned character of the roadway segments. A goal of the applicant's TDM Plan shall be
to manage the transportation demands of the resort so that it is consistent with the allocation of
vehicle trips to the various roadway segments that serve the Planned Resort. Potential
mechanisms for managing travel behavior may include, but are not limited to:
i. Increasing average vehicle occupancy.
ii. Shifting vehicular trips (resident and visitor) to public transit.
iii. Shifting vehicular trips (resident and visitor) to walking, bicycling and other nonmotorized
means.
iv. Reducing vehicular trips through internal capture associated with mixed land use
patterns.

Created: 2025-11-07 15:11:47 [EST]

(Supp. No. 2)
Page 1 of 5

9. Capital Improvements Element.
a. Identification and Acknowledgment of Service Providers. The applicant shall identify the provider
of all infrastructure facilities and services included in the plan. Where services are to be provided
by an entity other than the applicant, documents from the service provider shall demonstrate the
commitment and ability to provide such service according to the Planned Resort master plan.
b. Impact Analysis. An impact analysis shall be performed for all facilities and services, unless waived
by the Planning and Building Director. Each impact analysis shall identify the following:
i. The maximum daily peak capacity of existing facilities.
ii. The current daily peak demand on existing capacity.
iii. The daily peak capacity available for new development.
iv. The projected daily peak demand generated by new development in the Planned Resort.
v. When development outside of a resort is reasonably anticipated to utilize the same
infrastructure system as the resort, the Town of Jackson shall provide the applicant with
estimated peak demand.
vi. Any planned improvements by other entities, such as the Town of Jackson or the Teton
Village Water and Sewer District, and the timing of such improvements.
vii. Follow the procedures and requirements of Division 7.9 Transportation Impact Analysis.
viii. Any deficits in daily peak capacity potentially resulting from development within the
Planned Resort—either from a strict demand standpoint or from a timing standpoint—taking
into account other potential new development outside the Planned Resort.
c. Capital Improvements Program. The capital improvements plan shall be consistent with the impact
analyses and specify how any deficiencies in infrastructure will be remedied or mitigated,
including descriptions of the infrastructure improvements, the responsibility and sources of
funding for the improvements, and the timing for completion of improvements. Concept plans for
improvements shall be included in the capital improvements plan; engineered plans shall be
provided in the final development plan application for subsequent development.

Created: 2025-11-07 15:11:47 [EST]

(Supp. No. 2)
Page 2 of 5

Div. 7.2 – Subdivision Standards
7.2.2. Standards Applicable to All Development
5. Oversize and Off-Site Improvements. The Town Council may require installation and construction of
utilities, pavement and other land improvements in excess of subdivision design needs, to assure
adequate service to future development areas. Such oversize improvement requirements shall be
determined by the Town Council. Such requirements shall be subject to the following standards:
a. The subdivider shall be required to pay for only that part of the construction costs for the arterial
streets site frontage streets, nearby streets impacted by site trip generation, trunk sewers or
water lines that are necessitated by and are serving the proposed subdivision, as determined by
the Town Engineer. The Town Engineer and subdivider shall mutually establish a proportionally
distributed cost sharing arrangement that considers other persons who will benefit from such
oversized improvements constructed to ultimately service the surrounding area.
b. If streets or utilities are not available or adequate for services at the boundary of a proposed
subdivision, the subdivider may be required to obtain necessary easements or rights-of-way and
construct and pay for any extensions necessary to connect the proposed subdivision to adequate
utility lines.
c. Reimbursement for the installation of oversize improvements shall be effected only after such
time as the Town accepts the subdivision improvements, a written request for reimbursement is
submitted to the Town by the subdivider, and the Town Council, acting on the advice and
recommendation of the Town Engineer, authorizes the reimbursement.
d. Follow the procedures and requirements of Division 7.9 Transportation Impact Analysis.

Created: 2025-11-07 15:11:47 [EST]

(Supp. No. 2)
Page 3 of 5

Division 7.9. Transportation Impact Analysis (TIA)
7.9.1. Purpose and Findings.
A. Purpose. The purpose of this Division is to establish a clear and consistent framework for
evaluating transportation effects associated with new and expanded developments, subdivisions
and uses, and for identifying appropriate measures to address those effects in a manner that is
proportionate to the anticipated transportation impacts of development.
B. Findings.
1. New and expanded uses can generate additional vehicle trips and may affect the Town’s
transportation network, including vehicle circulation, pedestrian and bicycle safety,
transit operations, and the function of streets and intersections.
2. A consistent approach to evaluating anticipated transportation effects and identifying
appropriate mitigation measures provides greater predictability for applicants, staff, and
decision-makers and supports informed development review.
3. The Town’s adopted Comprehensive Plan establishes transportation and mobility goals
that include reducing vehicle trips, supporting multimodal travel, implementing a
Transportation Demand Management program, coordinating transportation network
decisions, and providing for walking, biking, carpooling, and transit in new development.
Transportation measures associated with new and expanded uses help advance these
adopted goals.
7.9.2. Applicability.
These standards shall apply to new and expanded developments, subdivisions, and uses that
generate 10 or greater net AM or PM peak hour vehicle trips resulting from the difference
between existing and proposed use unless exempt below.
A. Development Trip Generation Worksheet Available. A Trip Generation Worksheet is available
through the Planning Department for determination of vehicle trip generation. This worksheet is
based on the most recent edition of the Institute of Transportation Engineers (ITE) Trip Generation
Manual. Net vehicle trip generation is the difference between the AM or PM peak hour vehicle
trips generated by existing and proposed use.
B. Existing Use. For the purpose of this standard, an existing use is any legally established use(s)
currently active at the property. If no use is currently active at the property, a legally established
use within the last 5 years with the highest vehicle trip generation rate at the property may be
used to determine trip generation. Otherwise, no existing use is attributed to the property for
purposes of calculating existing vehicle trip generation. The burden of identifying the existing use
shall be the responsibility of the landowner. The landowner shall provide the Planning and
Building Director with permits, licenses, records, or other documentation that establishes the
existing use.
C. Exemptions. The following are exempt from the standards of this division. The Development Trip
Generation Worksheet shall be used to determine trip generation.
1. New or expanded uses that result in no net increase in required off-street vehicle parking.

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2.
3.
4.
5.

New or expanded uses that result in fewer than ten net new PM peak hour trips.
A Single Detached Dwelling Unit (Section 6.1.4.B).
Accessory Use (Section 6.1.11).
Temporary Use (Section 6.1.12).

7.9.3. Requirement.
A. Statement of Minor Trip Generation Required. New and expanded uses estimated to generate
fewer than 50 net AM or PM peak hour vehicle trips are required to complete a Statement of
Minor Trip Generation in lieu of a TIA. The Development Trip Generation Worksheet provided by
the Planning Department shall be used to prepare a Statement of Minor Trip Generation.
Professional preparation is not required for a Statement of Minor Trip Generation.
B. Transportation Impact Analysis Required. New and expanded uses estimated to generate 50 or
more net AM or PM peak hour vehicle trips resulting from the difference between existing and
proposed uses are required to complete a TIA consistent with the procedures and requirements
of the “Transportation Impact Analysis Requirements for the Town of Jackson, Wyoming”
(Appendix C of these LDRs).
1. Professional Preparation. A TIA shall be prepared by a qualified professional engineer
with expertise in the subject of transportation impacts based on education; professional
certifications; experience in the field, and their understanding of these LDRs; the
“Transportation Impact Analysis Requirements for the Town of Jackson, Wyoming”
(Appendix C of these LDRs); and the goals and objectives thereof.
2. Expiration.
a. A TIA that is completed two or more years before the submittal of the associated
development application shall not be considered current and shall not meet the
requirements of this section.
b. Notwithstanding the standard above, the Planning and Building Director may
require a wholly new or amended TIA for those that are less than two years old if
the standards or transportation-related circumstances analyzed have changed
significantly.
c. The Planning and Building Director may extend the expiration date of a TIA beyond
two years if:
i. No significant development has occurred in the vicinity of the subject property
that would significantly alter transportation patterns or volume; and
ii. There have been no other significant changes that render the analysis and
conclusions in the TIA outdated or inaccurate.
3. Monitoring. Monitoring requirements shall be consistent with the “Transportation
Impact Analysis Requirements for the Town of Jackson, Wyoming” (Appendix C of these
LDRs).

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