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Traffic impact analysis is only one component of the larger transportation puzzle. In
addition, large communities in particular will need to determine appropriate mixes of
transportation modes, including public transit options. Community growth pat-terns and
characteristics can be substantially affected by highway expansion or re-alignment
decisions made at state or federal levels. Traffic impact analysis is focused on the effects
of a particular set of developments, but may provide information relevant to these
broader plans and decisions. Traffic impact studies should be used as one piece of
several kinds of information to judge the suitability of development from a
transportation standpoint.
The trip generation process provides an estimate of the number of trips that will be
generated due to the new development. Trip generation rates are then applied to the
various land uses within the development.
The ITE trip generation manual is based on hundreds of trip generation surveys
nationwide for a range of land use types. It is the most commonly accepted data source
for trip generation rates. Generally, examining those numbers based on the peak-hour
conditions are used in traffic assessments. An analysis of peak-hour conditions results
in a more accurate identification of site traffic impacts.
Table 3.1 provides some examples of developments which would require a traffic
impact analysis according to the thresholds recommended by ITE.
INSTITUTE OF TRANSPORTATION
ENGINEERS (ITE) GENERAL
THRESHOLD RECOMMENDATION
Communities may wish to use their own thresholds. A larger community with many
high volume streets, for example, may need to consider a higher threshold. Thresholds
may need to be lower for corridors which are already experiencing congestion. Table
3.2 provides some examples of thresholds used in other areas. They are generally based
on either the size of the development, trip generation or level of service.
High traffic volumes on surrounding roads that my affect movement to and from
the proposed development.
Lack of existing left turn lands on the adjacent roadway at the proposed access
drive.
Inadequate sight distance at access points.
The proximity of the proposed access points to other existing drives or
intersections.
A development that includes a drive-through operation.
ITE Recommended
- 100 additional peak hour trips
Practice
- sites with 10 or more acres and
Oakland County Traffic
- building with 100,000 or more sq. ft.
GFA Improvement Association
City of Farmington Hills, - 200 or more dwelling units
Oakland County - 300 or more peak hour trips
- substantial departure from Master
Plan
- discretionary standards based on
impact
- rezonings inconsistent with Master
Plan
City of Grand Blanc,- certain special land uses
Gennessee County, MI - sites with 20 or more acres
- 200 or more dwelling units
- 150,000 or more sq. ft.
- certain rezonings
GFA Northville- 50 peak hour directional trips along
Township, Wayneselected roads
County, MI - 100 peak hour trips or 750 daily trips
elsewhere
- 150 peak hour trips or 750 trips daily
City of Rochester Hills,
- 75 or more single family dwelling
Oakland County, MI
units
- 100 or more multiple family dwelling
units
- 50,000 sq. ft. or more commercial
units
- 20 acres light industrial
New Jersey Department of
- 200 peak hour trips
Transportation
Arizona Department of
- 100 peak hour directional trips
Transportation
Maryland - 50 peak hour directional trips
- 100 peak hour directional trips
Indiana Department of
- if LOS drops by a letter grade
Transportation (proposed)
- modifications to roadway are required
California Department of- 2,400 daily trips/1,600 along a
Transportation congested corridor
Oregon Department of
- 500 vehicles per day
Transportation
New York Department of
- 100 peak hour trips
Transportation
Arapahoe County,- 500 daily trips
Colorado - certain smaller projects
- whenever a development deteriorates
DuPage County, Illinois LOS beyond community LOS Standard
(C or D)
- all new commercial/industrial
New Mexico
developments
Mississippi - when a traffic signal is warranted
Source: Dey Soumya, S. and Jon D. Fricker, Traffic Impact Analysis and Impact
Fees in State Departments of Transportation, ITE Journal, May 1994.
AM ADT
Land Use Base Unit ADT
Peak Range
Residential
per dwelling
Single Family Home .75 9.55 4.31-21.85
unit
per dwelling
Apartment Building .41 6.63 2.00-11.81
unit
per dwelling
Condo/TownHome .44 10.71 1.83-11.79
unit
per dwelling
Retirement Community .29 5.86
unit
per dwelling
Mobile Home Park .43 4.81 2.29-10.42
unit
per dwelling
Recreational Home .30 3.16 3.00-3.24
unit
Retail
per 1,000
Shopping Center 1.03 42.92 12.5-270.8
GLA
per 1,000
Discount Club 65 41.8 25.4-78.02
GFA
Restaurant
per 1,000
(High-turnover) 9.27 130.3473.5-246.0
GFA
Convenience Mart w/per 1,000 578.52-
845.60
Gas Pumps GFA 1084.72
Convenience Market (24-per 1,000 330.0-
65.3 737.99
hour) GFA 1438.0
per 1,000
Specialty Retail 6.41 40.67 21.3-50.9
GFA
Office
per
Business Park .45 4.04 3.25-8.19
employee
per
General Office Bldg .48 3.32 1.59-7.28
employee
per
R & D Center .43 2.77 .96-10.63
employee
per 1,000 23.16-
Medical-Dental 3.6 36.13
GFA 50.51
Industrial
per
Industrial Park .43 3.34 1.24-8.8
employee
per
Manufacturing .39 2.10 .60-6.66
employee
Warehousing 1,000 GFA .55 3.89 1.47-15.71
Other
Service Station per pump 12.8 168.5673.0-306.0
City Park per acre 1.59 NA NA
County Park per acre .52 2.28 17-53.4
State Park per acre .02 .61 .10-2.94
Movie Theatre per movie 143.5-
89.48 529.47
w/Matinee screen 171.5
(PM
Saturday
Peak)
per 1,000 57.17-
Day Care Center 13.5 79.26
GFA 126.07
Typical trip generation rates are derived from counts taken at the driveways of the
various land uses. For many land uses, not all of the trips generated at the driveway
represent new trips added to the roadways. This is due to pass-by trips. Pass-by trips
are made by traffic already using the adjacent roadway and enter the site as an
intermediate stop on the way from another destination. The trip may not necessarily be
generated by the land use under study, and thus, not a new trip added to the
transportation system. This pass-by factor should be taken into account in devising a
trip generation estimate.
The percentage of pass-by trips varies by land use. The Institute of Transportation
Engineers recommends the adjustments for pass-by trips included in Table 3.4. For
example, standard trip generation rates indicate that a 300,000 square foot shopping
center would generate approximately 1,320 PM peak hour trips at its driveways. Given
the above pass-by percentage of 25 percent, the amount of additional traffic on the
adjacent roadway sys-tem would be approximately 990 trips ((1,320 X (1 - .25)). Note
that the full 1,320 trips should be shown (and analyzed) at the site drivewaysthe pass-
by reduction will only affect the amount of traffic at to non-driveway intersections
within the study area.
Shopping Center
Larger than 400,000 GLA 20
100,000 to 400,000 GLA 25
Smaller than 100,000 GLA 35
Convenience Market 40
Discount Club/Warehouse
20
Store
Fast Food Restaurant 40
Sit Down Restaurant 15
Service Station 45
Supermarket 20
Worksheet 3.1 is provided in the Appendix to allow you to calculate the number
of trips generated by your proposed development.
The method of developing a trip generation estimate must also take into consideration
the fact that some of the trips counted at stand-alone sites are actually made within a
multi-use development, by vehicle or by an alternate mode such as walking. The most
common example of this trip-making occurs at multi-use developments that include
both residential and shopping areas. Some of the residents work trips and shopping
trips are made to the on-site shopping area. These trips are internal to the multi-use site.
Because they are captured on-site, a capture rate is used. A capture rate is a percentage
reduction in traditionally developed trip forecasts to account for internal trips. The
reduction may be applied to the total trips estimated, just as is the pass-by percentage
reduction.
The ITE has found that multi-use developments could reduce trip generation esti-mates
by 24%. Note that this trip reduction for captured trips is separate from the reduction
for pass-by trips. They are distinct phenomena and both may be applicable to a
development.
Once you have determined that a traffic impact study is necessary, the scope of the
study should be specified. The following provides an outline of the recommended
content of an impact study and a series of questions for evaluating a study con-ducted
for your community:
I. BACKGROUND:
Endnotes