Institute Of Transportation Engineers Research Articles

Trip Attraction Rates of Banking Services in Developing Countries' Cities

There is a lack of studies on trip generation rates related to land use activities in developing countries. The absence of trip rates makes transportation planners use rates listed in the Institute of Transportation Engineers (ITE) Trip Generation Manual, which may lead to unrealistic results. The study aims to determine trip attraction rates for banking services in Zagazig city, Egypt, and evaluate the factors affecting the attracted trips to the banks. The study has designed and implemented a comprehensive data collection and analysis program. The study sample contained nine banks. The study has conducted field surveys that counted the total number of persons entering/exiting the bank under investigation and the generated traffic volume of the adjacent street. The trip rates have been established in terms of independent variables, i.e., gross floor area, the total number of employees, and the number of tellers for different types of banks. Findings showed that average trip attraction rates for public banks were higher than for private banks. There was a strong relationship between trip attractions and the total number of employees at public banks. The most representative factor of private banks' trip attractions was the number of tellers. Doi: 10.28991/CEJ-2023-09-02-07 Full Text: PDF

The effects of green signal countdown timer and retiming of signal intervals on dilemma zone related crash risk at signalized intersections under heterogeneous traffic conditions

During yellow intervals, dilemma zones (DZ) often trigger red light violations (RLV) and unexpected stoppings near stop lines, causing severe collisions at signalized intersections. While several studies in developed countries have tested various countermeasures to eliminate DZ, this aspect is not well explored for developing countries. This study investigated a green signal countdown timer’s (GSCT) efficacy in reducing DZ at signalized intersections. Based on historical crash data, 10 signalized junctions in Delhi, India, 5 with GSCT and 5 without, were chosen. Although India has a permissive yellow law, all the study sites have a flat 5 s yellow change interval with no provision of all-red (AR) intervals, which might have resulted in severe crashes at these locations. Empirical assessments revealed that GSCT minimizes the length of type-I DZ, which refers to a situation when drivers can neither stop nor proceed to the intersection during the yellow signal. Interestingly, GSCT also minimizes the length of type-II DZ, which is an indecision zone based on drivers’ 10% and 90% stopping probabilities. Summation of yellow and all-red intervals (Y + AR) obtained using Institute of Transportation Engineers (ITE) equations was found to be longer than field-allocated 5 s change interval at GSCT-enabled sites. Consequently, GSCT’s effectiveness across various yellow and all-red intervals was investigated in the PTV-VISSIM microsimulation tool, and crossing and rear-end conflicts were extracted using Surrogate Safety Assessment Model (SSAM). Results suggest that GSCT’s presence, along with estimated yellow and all-red intervals, reduces crossing and rear-end conflicts due to RLVs and inconsistent stoppings, respectively.

Determining Yellow Change and Clearance Intervals for Left-Turning Phases: Evaluation of the Current Guidelines with Connected Vehicle Data

In March 2020, the Institute of Transportation Engineers (ITE) published new guidelines for determining traffic signal change and clearance intervals that included using an extended kinematic equation for left turns. Whereas previous guidelines assumed constant speed for all vehicles approaching an intersection, this new equation accounted for left-turning vehicles needing more yellow time because they decelerate (assuming a maximum safe and comfortable rate) before making turning maneuvers. This paper evaluates these guidelines using real-world vehicle trajectories from the Ann Arbor Connected Vehicle Test Environment (AACVTE). These trajectories confirm that free-flowing left-turning vehicles decelerate, but deceleration usually starts at a moderate rate before reaching the critical distance and continues to the middle of the intersection. Vehicles then accelerate to a departure speed at the clearance point. Since the goal of the yellow change interval is to eliminate the dilemma zone such that a free-flowing vehicle can safely traverse the critical distance, these observations imply that the extended kinematic equation will overestimate the required duration for the following two reasons: (1) the critical distance is shortened by the speed reduction before the braking point; (2) the average traversing speed is higher as vehicles usually decelerate at a moderate rate instead of the maximum rate. The equation will underestimate the clearance interval as the average traversing speed through the intersection is slower than the intersection entry speed. We propose a new left-turn kinematic equation for determining yellow change and clearance intervals, and the results are validated from the observed vehicle trajectories.

Contextual Adjustment of the Institute of Transportation Engineers Trip Generation Rates for Small and Medium Urban Areas in Louisiana

The Institute of Transportation Engineers (ITE) Trip Generation Handbook has been in common use since the 1970s to estimate vehicle trips generated by more than 172 land use categories as a function of establishment size. However, observed trip rates display a huge error range across different land use categories and urban contexts. Although contextual adjustment factors can ameliorate the error in the ITE trip generation estimates considerably, local site-specific trip generation rates should be collected for this purpose. Given the huge time and monetary costs of data collection, adjusting the ITE trip generation rate is mainly done in large metropolitan areas such as Portland, OR, Baltimore, MD, and San Francisco, CA, while it is ignored by many jurisdictions in small to medium-sized metropolitan areas. Here, the ITE trip generation rates for strip mall land use in Louisiana are adjusted by considering the extent to which the built environment characteristics can improve the accuracy of estimated vehicle trip generation rates in smaller urban areas. Vehicle trip data were collected for two consecutive days at 40 strip malls across eight different urban areas of Louisiana to develop whole day and afternoon peak hour contextual adjustment factors for the given land use category across the study area. The results of this study show noticeable improvement for whole day analysis compared with the ITE method by producing a 42% reduction in root mean square error .

An agent-based transportation impact sketch planning (TISP) model system

A traffic impact sketch planning (TISP) model is presented for the estimation of the likely travel demand generated by a major land-use development or redevelopment project. The proposed approach overcomes the problems with the non-behavioral transportation-related studies used in practice for assessing the development design impacts on the local transportation system. The architectural design of the development, in terms of the number and type of dwellings, by number of bedrooms per unit, and the land-use categories of the non-residential floorspace, are reflected in the TISP model through an integrated population and employment synthesis approach. The population synthesis enables the feasible deployment of an agent-based microsimulation (ABM) model system of daily activity and travel demand for a quick, efficient, and detailed assessment of the transportation impacts of a proposed neighborhood or development. The approach is not restricted to a certain type of dataset of the control variables for the geographic location of the development. Datasets for different geographic dimensions of the study area, with some common control variables, are merged and cascaded into a synthesized, disaggregate population of resident persons, households and jobs. The prototype implementation of the TISP model is for Waterfront Toronto’s Bayside Development Phase 2, using the operational TASHA-based GTAModel V4.1 ABM travel demand model system. While the conventional transportation studies focus on the assessment of the local traffic impacts in the immediate surroundings of the development, the TISP model investigates and assesses many transportation related impacts in the district, city, and region, for both residents and non-residents of the development. TISP model analysis includes the overall spatiotemporal trips distribution generated by the residents and non-residents of the development for the auto and non-auto mobility systems and the simulated agents diurnal peaking travel times. The model results are compared with the trips estimates by a prior project traffic impact study and the Institute of Transportation Engineers (ITE) Trip Generation Manual (TGM) rates of weekday trips for the relevant land uses. Future extensions and improvements of the model including the generalization and full automation of the model, and the bi-level macro-micro representation of the transportation network are also discussed.

Comparative Analysis and Assessment of States’ Traffic Management Center Programs

This research presents a step-by-step guideline for traffic data collection standards set by the Institute of Transportation Engineers (ITE) and American Association of State Highway and Transportation Officials (AASHTO). This study reviews manual and automatic methods of traffic counting and provides detailed information on traffic volume and vehicle classification studies. This research also provides a detailed analysis of the Delaware Department of Transportation (DelDOT)-TMC (Transportation Management Center) websites and compares it to selected Department of Transportation websites of other states such as Vermont, Connecticut, New Jersey, Pennsylvania, California, Texas, and Virginia. The purpose of the comparison is to analyze the data sources; user friendliness, accessibility, types of data available, presentation formats, and style for each state to determine how they compared to DelDOT-TMC. Although there were some similarities, the findings suggest that two major differences are present. The overall results revealed that DelDOT-TMC provides limited traffic and roadway weather data, and presentation formats to the public as compared to the other states. Further, a unitless variable, called the Capacity Factor (Q), has been developed within this study to represent this relative comparison. This study shows that DelDOT TMC performs well within the group of selected states and better than selected states of similar size and most selected states of larger size; where only Virginia performs better then DelDOT TMC. DelDOT TMC does not perform as well as selected neighboring states; however, it performs in an acceptable range relative to neighboring states.

Comparative Case Studies of Parking Reduction at Transit-Oriented Developments in the U.S.A.

This study addresses the question of parking supply and demand at transit-oriented developments (TODs) through comparative case studies of seven TODs in the U.S.A. As far as the authors can determine, this is one of the first studies to estimate peak parking generation rates for TODs. Developments are often characterized in relation to “D” variables—development density, land use diversity, urban design, destination accessibility and distance to transit. The seven TODs studied in this project are exemplary when it comes to the Ds. At the overall peak hour, just 51.2%–84.0% of parking spaces are filled. Because of limited use of shared parking, even these exemplary developments do not achieve their full potential. At the overall peak hour, parked cars would fill just 19.5%–69.4% of parking spaces if the developments were built to Institute of Transportation Engineers (ITE) standards. With one exception, peak parking demand is less than 60% of the parking supply guideline in the ITE Parking Generation manual. A sixth D, demand management (parking management), is mixed at the TODs studied. For one thing, there is a dearth of shared parking, though opportunities abound. Another area in which parking policies are not always smart is in bundled residential parking. At some TODs, a parking space/permit comes with each apartment whether the renters want it and use it or not. Such parking is effectively free. A third area in which parking policies are not always smart is in free commercial parking, the counterpart of bundled residential parking.

Institute of Transportation Engineers Guidelines versus Actual Trip and Parking Generation for a Transit-Oriented Development in an Auto-Oriented Region

The Institute of Transportation Engineers (ITE) guidelines serve as the most widely used reference for trip and parking generation estimates for any new development in the U.S.A. However, recent empirical studies question the efficacy of ITE guidelines in forecasting trip and parking generation in transit-oriented developments (TODs). Following the methodology of studies on seven TODs across the U.S.A., this study focuses on Dallas (TX), as a more auto-oriented American city, to explore the trip and parking generation at Mockingbird TOD. It finds that, with the exception of Station Park in Salt Lake City (which is really a transit-adjacent development rather than a TOD), the Mockingbird TOD has the lowest walk mode share (13.6%), the lowest bike mode share (0.22%), the lowest bus transit mode share (1.09%), and by far the lowest rail transit mode share (5.9%) of all the other seven TODs. Similarly, the Mockingbird TOD ranks first in relation to the driving mode share, with about 80% of its daily trips generated by driving. This is almost twice as many driving trips as the average of the other six TODs, which makes Mockingbird an auto-oriented TOD located in an auto-oriented region where more than 96% of commuting trips are by automobile. Still, the total automobile trip generation rate in Mockingbird is about 12% lower than the ITE estimates. Similarly, while the parking supply in Mockingbird TOD is less than 48% of the ITE recommended supply rate, its peak parking occupancy is only about 55% of the TOD supply.

Trip Generation Rates of Land Uses in a Developing Country City

In recent decades, a major shift in the land use pattern has been observed in Dhaka, the capital city of Bangladesh. To understand and model the impact of these land use changes on transportation demand, this study aimed to determine the trip generation rates for six different land use categories adjacent to Mirpur Road in Dhaka. A total of 20 establishments consisting of six land use categories were selected for the collection of data on person trip rates and respective modal share by manual counts and intercept surveys. These data were used to develop vehicular trip generation rates for each land use category in passenger car equivalents as a uniform unit of comparison. Results showed that commercial and healthcare land uses had the highest average and peak-hour trip rates. There was also a significant variation in the share of eight transport mode categories among the trips generated by the land uses. The peak-hour trip generation rates of the study area were found to be different from the values established by the Institute of Transportation Engineers which corresponds to the fact that trip generation depends on a host of factors, such as surrounding land uses, modal share, the economic condition of a region, and so forth, rather than on a single factor inherent to the land use. The findings of this research can help to determine the trip generation impact of new establishments and consequently identify suitable locations to minimize the impact.

Trip Rate Model of Attraction in Higher Education Zone

Land use and transportation have a very close relationship. As the first stage in the four-step trip demand model that trip generation can explain the relationship between the two variables. In the analysis of trip generation and attraction it can be predicted how many movements result from a certain land use. One of the land uses that have a fairly high number of perch is in the higher education zone. Sultan Agung Islamic University (Unissula) Semarang is a campus located on Jalan Kaligawe km. 4. The rise arising from the existence of the tertiary education area is a high enough tourist attraction, causing problems such as traffic jams and traffic accidents during busy times morning and evening. This study aims to analyze the trip generation of Unissula Semarang higher education which has a total building area of 102,754.40 m2 with activities in and out of vehicles both two-wheeled and four-wheeled from morning to evening. The approach used in this research is quantitative descriptive. The analytical method used is trip-rate analysis. The results of this study indicate that vehicles entering the type of car experience peak hours at 08.00 - 08.30 as many as 210 pcu / hour while motorbikes at 07.30 - 08.00 as many as 94 pcu / hour. However, cumulatively, the highest trip rate occurred at 07.30-08.00. in the amount of 0.3 pcu / hour. While the provisions of the Institute of Transportation Engineers (ITE) states that the trip rate for tertiary institutions is 0.11 pcu / hour. Thus the need for efforts to distribute vehicles so that the traffic volume density can be decomposed.

Estimate parking generation rates for educational sites

The benefits of providing sufficient parking spaces in a particular place return to the whole city, not just the intended place. Estimation of the required parking demand must rely on rates and models produced from the local studies, according to the local conditions, transportation habits, and law. This research is interested in educational sites (universities and colleges) in Iraq and works to establish a reliable reference to determine the required parking supply for them. Four educational sites in Baghdad city were selected to develop parking generation rates and models, besides two other sites were also chosen to verify the developed rates and models. Data collection was conducted using interviews and field surveys. Two kinds of data are collected, the first is about site characteristics, employees, and population, and the second is about the parked car accumulation, of three days, during two periods (am and pm). And then all the collected data were analyzed, and by using several different variables many parking generation rates and models were produced. The Data analysis and model production was done by using (SPSS) computer program. The research adopted the American Institute of transportation engineers (ITE) procedure as the main work reference. The results of the study can be used as guidance for the local government agencies to determine the required amount of parking spaces for educational sites.

Analysis of Transportation Users’ Preferences and Attitudes for Identifying Micro-Level Determinants of Transportation Network Companies’ (TNCs) Growth

Over the last decade, the popularity of Transportation Network Companies (TNCs) as a mode of travel has been increasing at a steady pace. This trend highlights the importance of identifying the determinants that influence transportation users to adopt TNCs as a preferred mode choice and the impacts of such preferences on their travel patterns and transportation network operation. This paper reports on a recent study undertaken in Birmingham, AL aiming at understanding and documenting the factors that influence transportation users to select TNCs (such as Uber/Lyft) for completing typical day trips. In doing so, a travel diary questionnaire survey was developed in accordance with the Institute of Transportation Engineers (ITE) Manual on Transportation Engineering Studies using the Qualtrics Research Core platform. The questionnaire was used to survey over 450 transportation users in the Birmingham Metro area. The survey participants provided detailed trip information for a typical 24-hr day along with demographic data and travel preference information. The survey responses provide high-resolution micro-level indicators of travel preferences and behaviors in a TNC-served area, which is a much-needed type of information for researchers and transportation planning agencies.

The Pathway to Behaviour Change: Preliminary Findings from Te Ara Mua – Future Streets(High Scoring Researcher Abstract Award Sponsored by the Institute of Transportation Engineers)

The Pathway to Behaviour Change: Preliminary Findings from Te Ara Mua – Future Streets(High Scoring Researcher Abstract Award Sponsored by the Institute of Transportation Engineers)

Civil Infrastructure Management Models for the Connected and Automated Vehicles Technology

The new concept of Connected and Automated Vehicles (CAVs) necessitates a need to review the approach of managing the existing civil infrastructure system (highways, bridges, sign structures, etc.). This paper provides a basic introduction to the CAV concept, assesses the infrastructure requirements for CAVs, and identifies the appropriateness of the existing infrastructure, and needs, in terms of the condition assessment and deterioration modeling. With focus on the Vehicle-to-Infrastructure (V2I) requirements for CAVs, the main elements required on the infrastructure are the Roadside Units (RSUs), which are primarily for communication; they are similar to non-structural transportation assets, such as traffic signals, signs, etc. The ongoing pertinent efforts of agencies and the private industry are reviewed, including the V2I Deployment Coalition (American Association of State Transportation Officials (AASHTO), the Institute of Transportation Engineers (ITE), and the Intelligent Transportation Society of America (ITS America)). Current methods of transportation asset management, particularly, of non-structural elements, are also reviewed. Two reliability-based models were developed and demonstrated for the deterioration of RSUs, including the age replacement model, and a combined survivor function considering the vulnerability of the CAV elements to natural hazards, such as the hurricanes. The paper also discusses the implications of the CAV technology on traffic models, particularly, how it affects user costs’ computations.

Comparative case studies: trip and parking generation at Orenco Station TOD, Portland Region and Station Park TAD, Salt Lake City Region

The subjects of this comparative case study are Orenco Station, a transit-oriented development (TOD) in the Portland region, and Station Park, a transit-adjacent development (TAD) in Salt Lake City region. The peak parking demand at Orenco Station is less than one half the Institute of Transportation Engineers (ITE) suburban parking supply guideline. Also, vehicle trip generation rates are about half what is suggested in the ITE guidelines. Vehicle trip generation rates at Station Park show a smaller reduction but still substantial due to the mixed-use nature of Station Park. Parking generation rates are also lower than the ITE guidelines. In terms of metrics often associated with transportation performance, the large-scale TOD dramatically outperforms the large-scale TAD. The adjacent rail station appears to have little effect on the performance of the TAD, but a substantial effect on the performance of the TOD.

Trip and parking generation rates for different housing types: Effects of compact development

Guidelines for trip and parking generation in the United States come mainly from the Institute of Transportation Engineers (ITE). However, their trip and parking manuals focus on suburban locations with limited transit and pedestrian access. This study aims to determine how many fewer vehicle trips are generated and how much less parking demand is generated, by different housing types (single-family attached, single-family detached, and apartment and condo) and in different settings (from low density suburban environments to compact, mixed-use urban environments). Using household travel survey data from 30 diverse regions of the United States, we estimate a multilevel negative binomial model of vehicle trip generation and a multilevel Poisson model of vehicle ownership, vehicle trip generation and vehicle ownership being logically modelled as count variables. The models have the expected signs on their coefficients and have respectable explanatory power. Vehicle trip generation and vehicle ownership (and hence parking demand) decrease with the compactness of neighbourhood development, measured with a principal component that depends on activity density, land use diversity, percentage of four-way intersections, transit stop density and employment accessibility (after controlling for sociodemographic variables). The models capture the phenomena of ‘trip degeneration’ and ‘car shedding’ as development patterns become more compact. Reducing the number of required parking spaces, and vehicle trips for which mitigation is required, creates the potential for significant savings when developing urban projects. Guidelines are provided for using study results in transportation planning.

Trip and parking generation at transit-oriented developments: Five US case studies

Guidelines for trip and parking generation in the United States come mainly from the Institute of Transportation Engineers (ITE). However, their trip and parking manuals focus on suburban locations with limited transit and pedestrian access. This study aims to determine how many fewer vehicle trips are generated at transit-oriented developments (TODs), and how much less parking is required at TODs, than ITE guidelines would suggest.Our sample of TODs is small, which limits our ability to generalize. However, the five cases selected for this study are more or less exemplary of the D variables, at least in comparison with US norms. They are characterized by land-use diversity and pedestrian-friendly designs. They minimize distance to transit, literally abutting transit stations. They have varying measures of destination accessibility to the rest of the region via transit. Three have progressive parking policies, which fall under the heading of demand management. Two have high residential densities, and one has a high intensity of commercial development.Simply put, our case study TODs create significantly less demand for parking and driving than do conventional suburban developments. With one exception, peak parking demand in these TODs is less than one half the parking supply guideline in the ITE Parking Generation manual. Also, with one exception, vehicle trip generation rates are about half or less of what is predicted in the ITE Trip Generation Manual. Automobile mode shares are as low as one quarter of all trips, with the remainder being mostly transit and walk trips.

Truck acceleration behavior study and acceleration lane length recommendations for metered on-ramps

Abstract This paper investigated the actual truck acceleration capability at metered on-ramps. Truck acceleration performance data were collected through a video-based data collection method. A piecewise constant acceleration model was employed to capture truck acceleration characteristics. It was found that the existing acceleration length will affect truck drivers’ acceleration behavior. At the taper type ramp that has limited acceleration distance, acceleration profile indicated a decreasing trend with distance. While for the ramp with an auxiliary lane that has sufficient acceleration distance, it was found that the acceleration behavior is to have a high acceleration rate in the beginning, then acceleration rate decrease with speed increase, and high acceleration rate again as drivers approach the merging area. Field data show that the truck acceleration performance data documented in the ITE’s (Institute of Transportation Engineers) “ Traffic Engineering Handbook ” are much lower than the field collected data. Also, based on the regression analysis of speed versus distance profiles, it was found that the AASHTO’s (American Association of State Highway and Transportation Officials) Green Book acceleration length design guidance is insufficient to accommodate trucks at metered on-ramps. The required acceleration lengths for medium and heavy trucks are approximately 1.3 and 1.6 times of the Green Book design guideline, respectively.

Trip Generation by Transportation Mode of Private School, Semi-private and Public. Case Study in Merida-venezuela

The trip generation model (TGM) is the first step in transportation forecasting, this is useful for estimating travel demand because it can predict travel from or to a particular land use. Typically, the analysis focuses on residential trip generation as a function of the social and economic attributes of households, but nonresidential land use suggests others variables. Travel generator poles such as Private school, Semi-private, and Public; have not been studied in Venezuela. The TGMs shows by the Institute of Transportation Engineers (ITE), EE.UU, are typically used and could be not appropriate. By using stepwise regression and transformation of data, were found high correlation coefficients and substantial improvements in the variability of data from several schools. The trip generation rates (TGRs) by transportation mode: walking, motorcycle, public transport, and cars, can be compared and be included in the Ibero-American Network of travel attractor poles.

Impact of road environment on drivers’ behaviors in dilemma zone: Application of agent-based simulation

At a signalized intersection, there exists an area where drivers become indecisive as to either stop their car or proceed through when the traffic signal turns yellow. This point, called a dilemma zone, has remained a safety concern for drivers due to the great possibility of a rear-end or right-angle crash occurring. In order to reduce the risk of car crashes at the dilemma zone, Institute of Transportation Engineers (ITE) recommended a dilemma zone model. The model, however, fails to provide precise calculations on the decision of drivers because it disregards the supplemental roadway information, such as whether a red light camera is present. Hence, the goal of this study was to incorporate such roadway environmental factors into a more realistic driver decision-making model for the dilemma zone. A driving simulator was used to determine the influence of roadway conditions on decision-making of real drivers. Following data collection, each driver's decision outcomes were implemented in an Agent-Based Simulation (ABS) so as to analyze behaviors under realistic road environments. The experimental results revealed that the proposed dilemma zone model was able to accurately predict the decisions of drivers. Specifically, the model confirmed the findings from the driving simulator study that the changes in the roadway environment reduced the number of red light violations at an intersection.