REPUBLIC OF GHANA

MINISTRY OF ROADS AND TRANSPORT

DEPARTMENT OF URBAN ROADS

PREPARATION OF GUIDELINES FOR TRAFFIC

IMPACT ASSESSMENT IN GHANA

TIA GUIDELINES

INTEGRATED DEVELOPMENT AND

ENVIRONMENTAL MANAGEMENT CONSULT. (IDMC)

TEL:/FAX: 021-667340
024-253171
 DUR TIA GUIDELINES IDMC

TABLE OF CONTENTS

1 INTRODUCTION 3
1.1 BACKGROUND 3
1.2 THE NEED FOR TRAFFIC IMPACT STUDIES 3
1.3 OBJECTIVES 4
2 DEFINITIONS AND CONCEPTS 5
2.1 DEFINTION OF TIA 5
2.2 LEVELS OF TIA 5
2.2.1 Limited Traffic Impact Statement/Assessment 5
2.2.2 Traffic Impact Statement / Assessment 5
2.2.3 Strategic Traffic Impact Statement/Assessment 6
2.3 DEFINITION OF DEVELOPMENT 6
2.4 LEGAL AND ADMINISTRATIVE FRAMEWORK FOR INTERGRATING
DEVELOPMENT CONTROL AND TIA 6
2.5 ADMINISTRATION OF TIA 6
2.5.1 Elements of the Processing Procedure 8
2.6 TRAFFIC IMPACT ASSESSMENT THRESHOLDS 10
2.7 DEVELOPMENT FOR WHICH TIA IS REQUIRED 12
2.8 FEES FOR PROCESSING TIA 12
3 QUALIFICATION FOR PREPARATION AND REVIEW OF TIA 13
3.1 GENERAL 13
3.2 PREPARATION BY CONSULTANTS 13
3.3 REVIEW TEAM 13
3.4 THE APPROVAL AUTHORITY 14
4 CONTENT OF TIA 15
4.1 ACCESS /PARKING ASSESSMENT (Level I) 15
4.2 TRAFFIC IMPACT ASSESSEMENT AND STRATEGIC IMPACT
ASSESSMENT (Levels II & III) 15
4.2.1 Scoping Study 15
4.2.2 Description of Existing Development 16
4.2.3 Description of Proposed Development 17
4.2.4 Traffic Studies 18
4.2.5 Traffic Analysis 22
4.2.6 Assessment Years 22
4.3 MITIGATION AND MANAGEMENT PLAN 25
4.3.1 Mitigation Measures 25
4.3.2 Traffic Management Plan (TMP) 26
5 REVIEW PROCESS 27
6 IMPLEMENTATION AND ENFORCEMENT 29
6.1 GENERAL 29

1
 DUR TIA GUIDELINES IDMC
6.2 Sanctions 29
6.3 DEVELOPERS CONTRIBUTION 29
7 SCHEDULES 30
7.1 Schedule 1: TIA FORM 1. DEVELOPMENT INVESTIGATION FORM 30
7.2 Schedule 2: TABLE OF CONTENT/STRUCTURE OF TIA 33

2
 DUR TIA GUIDELINES IDMC

1 INTRODUCTION

1.1 BACKGROUND

Transportation and traffic generation are a function of land use and human activity. The
relationship becomes more complex with an increasing rate of development and activity
interaction. The adverse effect of poorly managed development and traffic issues have
consequences for all categories of stakeholders. In particular the failure to properly manage the
traffic impact of development adversely threatens the sustainable growth of Ghanaian cities.

With the rapid increase in traffic and complexity of development, the need for better traffic
management and shared responsibility in the management of development consequences by
developers and governments cannot be overlooked anymore. In recognition of the need to
bring about a sustainable development of our cities and towns, and as an acknowledgement by
the authorities that the management of traffic have not featured prominently in the development
permitting process in this country, this manual is hereby adopted as ……………. schedule to
…………. by virtue of the powers reposed in the Minister for …… under …….. of Act ……...
The presentation of a traffic impact study under these guidelines for vetting and approval is now
a requisite for development.

In the performance of development control and management process by the Metropolitan,

Municipal and District Assemblies (DAs) under Part II of Act 462 the DAs are to be guided by
this common approach to the preparation and presentation of a Traffic Impact Assessment
(TIA) in the country. Each DA may, however, take its specific circumstances into consideration.

1.2 THE NEED FOR TRAFFIC IMPACT STUDIES

There are a number of reasons why it has become necessary to incorporate traffic impact
assessments as part of considerations for granting of approvals for development in this country.
The reasons among others are:
1. Due to the absence of strong zoning and landuse control policies within cities, traffic
impact assessment provides mitigation to forestall the emergence of certain problems
that have been created due to the absence of effective development management;
2. To provide an institutional and legal framework for the administration and management
of TIA and ensure compliance and enforcement;
3. To forecast the traffic impacts created by new development based on accepted
practice; to determine improvements needed to accommodate new development and
evaluate alternative development options;
4. To prevent the development approval authorities from abusing the discretion they may
have to exercise in the permit approval process
3
 DUR TIA GUIDELINES IDMC
5. To minimize or eliminate redundancy in data collection and analysis thus reducing cost
of preparing TIA and delays during review;
6. To achieve a no-net detriment to the integrity of the road network through
enhancements to road infrastructure such as parking provision, road safety, junction
and link capacity;
7. To update traffic data thus providing input for district transportation planning efforts,
and assists in allocating limited funds more efficiently.

1.3 OBJECTIVES

This manual is intended as a guide for all development approval decision by the District
Assemblies. The document shall also provide adequate guidelines for all who make requests
for TIA and those who conduct the studies and prepare TIA reports. Finally the document shall
be used by all those who are involved in the vetting and approval of TIA reports. The objectives
of the manual are to help:
1. establish thresholds to guide the request of TIA;
2. indicate the type of TIA and the scale of analysis required to address impact of specific
developments;
3. identify how traffic impact can be quantified to ensure the provision of suitable and
relevant information at the appropriate detail;
4. ensure consistency in the coverage of traffic studies and provide a standard reporting
format;
5. ensure early and accurate prediction and mitigation of adverse effect;
6. enable decision making to be fair and transparent;
7. provide the legal basis for the vetting and enforcement procedures.

4
 DUR TIA GUIDELINES IDMC

2 DEFINITIONS AND CONCEPTS

2.1 DEFINTION OF TIA

A Traffic Impact Assessment (TIA) is a comprehensive and consistent review of all the potential
traffic impacts of a proposed development or redevelopment. A traffic impact analysis is an
assessment of the effects of a particular development‟s traffic on the surrounding network, with
an agreed plan to eliminate or reduce any adverse consequences. Traffic impact assessment is
designed to ensure that the traffic impacts associated with new or existing development would
be accommodated by providing the extra capacity to the road system and ensure that
congestion would not arise in the immediate area as a result of the development proposal.

2.2 LEVELS OF TIA

It is a fact that the scope of a TIA is dependent on the level of development. Accordingly this
manual recognises that TIA may range from a simple and straightforward process for the
development of a small site to one that must address the traffic impacts of alternative modes for
a variety of uses and sizes of development in different locations. Three levels of TIA are
recognised under this;
1. Limited Traffic Impact Statement/Assessment;
2. Traffic Impact Statement /Assessment;
3. Strategic Traffic Impact Statement/ Assessment.
DAs are to be guided by the levels set out in Section 2.2.1 – 2.2.3 in the assessment of TIA.
DAs are also free to make case specific requirements. It is important, however, that any case
specific criteria made by DAs should be additional to, and not take away from the guidelines
under 2.2.1, 2.2.2 or 2.2.3 in particular or this manual in general.

2.2.1 Limited Traffic Impact Statement/Assessment

This type of study (access and parking studies) is recommended for smaller scale projects,
(refer to Thresholds below in Table 1) which should not have a significant impact on the overall
transport system but will have impact on the site access. The analysis for this type of study will
focus on the site access management and parking provisions of the site in question.

2.2.2 Traffic Impact Statement / Assessment

This is the most common form of traffic impact study, which evaluates impact at the site access
points and appropriate nearby intersection and is requested for projects, which generate
significant amount of traffic or have significant impacts on safety and sustainability.

5
 DUR TIA GUIDELINES IDMC
2.2.3 Strategic Traffic Impact Statement/Assessment

These are requested for large-scale (city-wide or regional projects). This type of study is more
comprehensive focusing on projects that have impact on larger geographic areas. The study
area will likely include a number of road segment and intersections quite a distance from the
site. It should also include housing estates or planning schemes. Such a study should require
analysis of alternative routes or test the impacts of future roadways and other transportation
facilities.

2.3 DEFINITION OF DEVELOPMENT

Section 162 of Act 462 defines physical development as the carrying out of building,
engineering, mining or other operations on, in, under or over land or the material change in the
existing of land or building and includes sub division, the disposal of waste on land including the
discharge of effluent into a body of still or running water and the erection of advertisement or
other hoarding.
District Assemblies are to be guided by this definition in requesting and assessing TIA in their
respective assemblies.

2.4 LEGAL AND ADMINISTRATIVE FRAMEWORK FOR INTERGRATING

DEVELOPMENT CONTROL AND TIA

In the exercise of the powers conferred on the Minister responsible for Local Government under
Sections 158 and 159 of the Local Government Act, Act 462 of 1993 and with the approval of
Cabinet these Regulations are made this …….. Day of ………….. 200…

2.5 ADMINISTRATION OF TIA

Traffic impact studies are now an essential part of the development review process. The
Statutory Planning Committees of the various District Assemblies who are responsible for
coordinating the permit approval process shall be responsible for the administration of the TIA.
The Town and Country Planning Department, which is the Secretariat of the Statutory Planning
Committee, should play the coordinating role. The flow chart shown in Figure 1 below describes
the procedure for the TIA in the development permitting process.

6
 DUR TIA GUIDELINES IDMC
Figure 1:1 Flow Chart for Development Application Process
ACTION STAGE

Submission of Preliminary Investigation Request Form

Check zoning Preliminary checks by Technical Officer

Setting standard TIA request or clearance:
Application of threshold indices (Technical Officer confers with Planning
File logging Officers for confirmation)

Confirmation letter to applicant

(TIA, Fire, EPA etc …)

Submission of Development Application

Payment of fees with TIA and any other report
File logging

Site inspection Appraisal by Planning Officer &

Detail planning comment Circulation of report to relevant
Seek other agency comment Departments

Appeal

Compile all comments on Sub Technical Committee

application Discussion

Recommendations for approval,

query or refusal
If queried, review and resubmit
report

Applicant to respond to query

Statutory Planning Committee

Submission to Endorse Approval for Endorse

Works Department Development Permit Refusal
for Building Permit & Conditions application

1
Section 2.5.1 prescribes the details of this process.
7
 DUR TIA GUIDELINES IDMC

2.5.1 Elements of the Processing Procedure

The flow chart above illustrates the TIA administration process. In practice the following steps,
which reflect the illustration in the chart should be followed:
Step 1:
All developers should complete a Preliminary Investigation Form as in Schedule 7.1, The
requirement set out in LI 1630 for the development/application is hereby expanded as such.
(Applicants should be encouraged to submit completed forms very early in the conceptual stages
of their development. This would help to focus the requirements and give adequate guidance to
developers on the implications and requirements for their development
Step 2:
On receipt of Preliminary Investigation Form, the Secretariat should undertake the preliminary
assessment by applying the threshold indices in table 1 below to determine whether TIA is
required or not and then specify type of TIA to be undertaken. Secretariat should also apply
indices for other statutory requirements and determine the type and nature of report that are to
support various category of application These include conditions for fire report, Hydro
investigations and report, structural integrity and soil investigation report as well as EPA
conditionality)
Step 2.1:
In determining the need for a TIA under Step 2, it shall be necessary to undertake due
consultation with the Planning Officer in charge of the District. The second step should be
undertaken immediately after submission or in any event not later than 48 hours2 of submission
of Preliminary Investigation Form
Step 3:
Applicant should be notified in writing if TIA and any other report specified under item 2 are
required. The vetting process should then be suspended to enable the proponent prepare the
necessary report and drawings.
The notification to the applicant on the need or otherwise for a TIA should be communicated to
the applicant not later than seven (7) days after Step 2. The communication to the applicant
shall indicate the time and place at which the applicant will meet the officer of discussion on the
scope of the TIA needed.
Step 4:
Once the need for a TIA is determined the Planning Officer should explain the stages and deal
with fundamental issues of TIA with applicant. Prior to meeting the applicant the Planning
officer shall conduct due consultation with the Road Agency to establish clearly the TIA content
for each application.

2
Weekends and statutory holidays are not to be counted in arriving at the 48 hours.
8
 DUR TIA GUIDELINES IDMC
It shall be necessary for all Strategic Impact TIA for the applicant to be present at the meeting
with the Road Department.

Note 4.1:
Application In Principle will however be necessary for a major TIA. A meeting to discuss this
should be specified and convened by the Planning Officer.
Present should be the applicant and the Road Engineer. The discussion should clarify all issues
relating to the request. Proponents may seek clarification on content, condition, etc with other
relevant agencies of the various Assemblies in the preparation of the document;
Step 5:
Four copies of the completed TIA and relevant reports should be submitted to the Town
Planning Office (secretariat of the Statutory Planning Committee). Copies should be circulated
to the relevant Departments i.e. the Roads Department and the Works Department for their
comment.
Step 6:
Departments stated above in step 5, which receive the reports, should submit comments on
proposals within 14 days of receipt.
Note 6.1:
Departments may call for joint site inspection and further clarification with the proponent of the
development. The Planning Officer should coordinate such requests.
The Planning Officer should also compile all comments for submission to the Sub Technical
Committee of the Statutory Planning Committee.
Step 7:
The Sub Technical Committee should review the comments by all Departments and make
recommendations for refusal, approval or query.
Note 7.1
Some TIA applications may be rejected or refused. Query information should be clearly stated
and forwarded to proponent for redress,
Step 8:
The refusal and approval recommendations should be forwarded to the Statutory Planning
Committee for discussion and endorsement. Statutory Committee minutes and records should
be captured on application jackets.
Step 9:
After the affirmation of approval or refusal by the Statutory Planning Committee, The
Secretariat should prepare the Development Permit Certificate, clearly stating the conditions of
approval or refusal
Step 10:
Approved plans, including TIA conditions, should then be forwarded to the Works Department
for processing for Building Permit.
9
 DUR TIA GUIDELINES IDMC
Step 11:
Refusal and conditions for refusal for TIA applications can be appealed against on the grounds
that developer is convinced that the conditions for refusal are not justified, developer has
additional information or that the developer is ready to undertake necessary modifications to
rectify refusal conditions.
Appeal to refused applications or conditions should be directed to the committee as a first
option. The application should clearly explain the merit of the appeal. Applicant may attach new
or modified information or conditions relevant to the review for the committee‟s consideration.
All such Appeals should be directed to the Secretary Planning Committee of the relevant
Assembly.
If initial appeal is rejected, applicant then has recourse to appeal conditions under Act 462. By
adopting the above procedure, it is expected that the processing period of three months would
not be compromised. It is however important for the Secretariat to inform applicant of queries
promptly and also for proponents to redress queries in good time. Periods within which
proponents are expected to respond to queries are not credited to the Secretariat and the
official processing time.

2.6 TRAFFIC IMPACT ASSESSMENT THRESHOLDS

In recognition of the fact that the vast majority of planning applications may vary between the
three (3) levels of traffic Impact set out in Section 2.2 of this manual, the determination of the
need or otherwise of a TIA must take into consideration the criteria contained in table 1 below.
In further recognition of the fact that the need for a TIA is often driven by both highway and
environmental considerations, the assessment must at all times recognise that an impact is
considered on
1. the level of development traffic
2. the level of traffic already on the surrounding network
3. the level of traffic congestion in the area and the environmental setting within which the
development; and
4. its associated traffic attraction is located.

10
 DUR TIA GUIDELINES IDMC
Table 1 TIA Thresholds
Landuse Access/Parking TIA Strategic TIA
Residential
Single unit Residential N/A -
Multi Unit Residential 10 Units Minimum Above 10 units. -
Flats 10 Units Minimum Above 10 units. -
Estates 10 Units Minimum Above 10 units >100 Unit / plots
Commercial
Single store shops All - -
Row of shops/offices All Above 10 units
2 2 2 2
Shopping Complex/Mall <1,500m <5,000m 5,000m ->10,000m >10,000m -
2 2
Banks <500m >500m
Markets - - All
Lorry Parks - - All
2 2
Petrol Filling Station <1,000m >1,000m -
Civic
2 2
Office 250m-<1000m >1,000m -
2 2
Service Oriented Offices <1,000m >1,000m -
2
Mixed Use Office complex - >1,000m -
2
Multi rise office complex - >1,000m -
Worship
2
Community <1,000m -
2
City-wide - >1000m
Industrial
2 2
Workshops <1,000m >1,000m -
2 2
Factories <1,500m >1,500m
3
Warehouses All
Airports - All
Seaports - All
Freight Handling - All
Educational
2 2
Nursery <1,000m >1000m -
Primary/JSS >2ha -
International Schools >2ha -
Tertiary/ special 2.5,ha -
Universities - All
Recreational
2 2
Guest houses <1,500m >1,500m
2 2
Fast Food Courts <1,500m >1,500m
2 2
Restaurants <1,000m >1,500m
2 2
Hotels <2,000m >2,000m
2 2
Convention Centres <2,000m >2,000m
2 2
Gymnasiums <750m >750m
Stadium All
Health
2
Clinic <1,000m
Polyclinic/ Specialized
2
Clinic >1,500m
2
Hospitals >2,000m
Others
Large area redevelopment - - All
Central Area Schemes - - All
Planning Schemes - - All
Corridor improvement
Schemes - - All
Industrial Estates - <5ha >5ha
Office and business
enclaves <2.5ha >2.5ha

3
Warehouses permits should include a no On-Street parking and controlled access clauses
11
 DUR TIA GUIDELINES IDMC

2.7 DEVELOPMENT FOR WHICH TIA IS REQUIRED

Notwithstanding the power of the DA through its statutory planning committee to request for a
TIA as condition for any type of development, it shall be mandatory for the Statutory Planning
Committee to demand TIA of the following types of development:
a. New development
b. Refurbishment
c. Rezoning
d. Change of us
5. Existing developments, which in the view of the DA authorities is creating adverse
traffic problems. This request must originate from the Roads Agency or the Planning
Department and be debated by and confirmed by the Statutory Planning Committee.
The basis of the request must be clearly stated and explained to the developer.
All developments including those undertaken by public institutions are to comply with this
request.

2.8 FEES FOR PROCESSING TIA

The DA may, in consultation with the Statutory Planning Committee impose processing fees for
the assessment of TIA.

12
 DUR TIA GUIDELINES IDMC

3 QUALIFICATION FOR PREPARATION AND REVIEW OF TIA

3.1 GENERAL

TIA should be prepared by persons with extensive background and experience in traffic and
transportation planning analysis. Recommended requirements for consultants are outlined
below:

1. A degree in Civil Engineering or Transportation Planning and three years of

professional practice.

2. Should have one of the following professional qualifications:

a. A registered Civil Engineer with the GHIE

b. A trained professional Transportation Planner registered with any of the following

institutions:

Ghana Institute of Engineers, Ghana Institute of Planners, Chartered Institute of

Logistics & Transport, Institute of Highways & Transport, and other accredited
institutions.

OR

3. Specific education, training and /or professional course in traffic impact analysis from
an accredited college or university or other professional transportation organisation.
And three or more years of recent experience in the preparation of traffic impact
studies.

AND

4 Obtained registration / certification from the DAs to participate in preparation of TIA

3.2 PREPARATION BY CONSULTANTS

Consultants with the requisite professional qualification stated above should prepare TIA. The
team preparing TIA should comprise Traffic Engineers and Urban Planners.

3.3 REVIEW TEAM

The competence of the review team must match those of the Consultant as stated above. The
Traffic Impact Study shall be reviewed by a core team comprising one or more of the
professionals from the Roads Department and the Town Planning Officer of the various
Assemblies who collectively have adequate training and experience in Civil Engineering,
13
 DUR TIA GUIDELINES IDMC
Transportation Planning and Land Use Planning. These shall be assisted by all other
participating agency of the Statutory Planning Committees, who must have had recent in-
service orientation on the manual and procedures for vetting TIA. Where the Committee does
not have the personnel with the requisite qualification, a Consultant shall be engaged to review
the TIA report.
A Consultant who prepares a TIA should not be part of the review team. Such a Consultant
shall be penalised if found out.

3.4 THE APPROVAL AUTHORITY

The approval authority for a TIA shall be the Statutory Planning Committee of the DAs.
Appeals against a decision of the Committee should first be directed to the Statutory Planning
Committee with new additional information. Applicants not satisfied with the decision of the
Planning Committee can then appeal to the Minister as prescribed in Section 57 of Act 462.

14
 DUR TIA GUIDELINES IDMC

4 CONTENT OF TIA
The TIA should follow the approved format set out in this section.

4.1 ACCESS /PARKING ASSESSMENT (LEVEL I)

The following section shall provide guidelines for developers in the preparation of TIA in respect
of Level I (Access/Parking Assessment) TIA
Access/Parking assessment would be limited to the application of the traffic generation indices,
parking indices provided under this guideline or by the road agencies in the various cities. The
issues for consideration in the mitigation and vetting of adverse impact shall include the
following:
1. That the distance between the driveway and adjacent intersections or other driveways is
adequate and meet standards of the Ministry of Road and Transport.
2. The driveway is aligned with driveways across the street or offset to avoid direct conflict.
3. That driveway design is sufficient for the type of traffic expected and site conditions.
4. That the length of driveway has sufficient storage for vehicle waiting to enter onto or exit
adjoining road without creating conflict
5. Driveway radii are sufficient to accommodate tall types of vehicles using the facilities
6. Ensure that pedestrian crossing is well addressed
7. Ensure that sight distance at the proposed driveway is sufficient. Ensure that the
creation of other street furniture do not create obstacles to driver vision.
8. Ensure that adequate provision for parking is made.
9. Ensure proper organisation of parking lots eg providing adequate depth for lot, adequate
marking or use of island to mark parking lots.
10. Avoid parking lots that back out directly into adjoining roads.
11. Ensure the smooth flow of developers traffic into main stream traffic.

4.2 TRAFFIC IMPACT ASSESSEMENT AND STRATEGIC IMPACT ASSESSMENT

(LEVELS II & III)

The following section shall provide guidelines for the preparation and assessment of TIA in
respect of the Levels II and III (Traffic Impact Assessment and Strategic Impact
Assessment). TIA submitted for Levels II and III should follow the Table of Content format in
Schedule 2. Notwithstanding any additional requirements, the TIA should contain the following
as a minimum

4.2.1 Scoping Study

Prior to commencing a major technical exercise to produce a TIA, it is useful for the developer
to undertake an initial scoping study. This is a simple examination of the likely effects of the

15
 DUR TIA GUIDELINES IDMC
development considerations, of how the TIA should be undertaken and the level of detail that
should be included. The scoping study should be presented in a brief note, and should
consider the following key points:
1. Size and description of Proposal
2. Description of the existing uses of the land
3. Does the development involve the relocation of an existing use?
4. Are traffic surveys of the existing conditions required?
5. What is the potential modal split?
6. Potential traffic generation; Are further traffic generation surveys required?
7. Will the site attract traffic from other adjacent sites?
8. When is the critical time period of assessment?
9. Is a new or modified road access likely?
10. Will adjacent links or junctions become overloaded?
11. What will be the area of impact of the proposal?
12. When will the site become fully operational?
13. Are there significant phases to the project?
14. What are the assessment years?
15. What level of car-parking provision is required?
16. Are there any special circumstances relevant to this proposal?
The Scoping study will provide a basis for assessing the level of resources required to
undertake the TIA, and should identify any specific data requirements and scope of the TIA.
The Statutory Planning Committee may consider the report of the scoping study as an
“application in principle”.

4.2.2 Description of Existing Development

A proper description of existing conditions both in quantitative and qualitative terms. This
description should deal with traffic conditions in the context of vehicle flows, pedestrian and
other road-users, public transport considerations, road safety problems and site access
constraints etc.
In considering the traffic impact of the development, traffic flows and flow changes will feature
most prominently and the need to quantify existing flows on links and turning movements at
junctions is of fundamental importance.
The assembly of this flow information will enable the capacity of the existing network under
existing demand to be assessed in order to identify the most heavily trafficked areas on the
network. The network coverage that will be required will generally depend on the type and scale
of the development.
The level of public transport accessibility should be quantified where appropriate. Road safety
considerations particularly poor accident records on a stretch of road likely to be affected by the
proposed development should be recorded in the TIA. Pedestrian, or other road-user groups‟
16
 DUR TIA GUIDELINES IDMC
interests should be identified. Further explanations on traffic studies are contained under
section 4.2.4
The following are also important:
a. A definition of the planning framework, which relates to the traffic impact of the
development.
b. The structure plan or the local planning scheme which may contain relevant material.
c. Policy statements from the Ministry of Roads and Highways, Department of Urban
Roads, Town and Country Planning Department or the District Assembly
d. Committed road works and programmes for any new road infrastructure in the area.
e. Development that have planning permission but are not yet implemented or any
projects that are implemented but are yet to be occupied should be noted.
f. New road works in the area should also be noted.
g. Other constraints worth noting in relation to the proposed development and its effect
on existing conditions should be identified and analysed.

4.2.3 Description of Proposed Development

The TIA should contain a description of the proposed development and in particular should
contain the following information;

4.2.3.1 Location and Landuse

The proposed development should be described so as to enable its location be known to all
persons who read it. In particular the TIA should be accompanied by appropriate site plan. The
description of the proposed development should assist in the subsequent derivation of an
estimate of the traffic likely to be generated by it and the impact that may be created.
The description of the proposed development may include a combination of the following
elements.
1. Land use mix and intensity 9. Servicing arrangements
2. Zoning 10. Development phasing
3. Size of development 11. Horizon year*
4. Area of plot 12. Off site development
5. Number of employees 13. Neighbourhood conditions
6. Existing and former use (where 14. Study area limits
appropriate) 15. Sphere of influence
7. Proposed access arrangements 16. Anticipated future developments
8. Hours of operation
Change of Use
In case of change of use or rezoning it is important to identify as much information as possible
including historic information about the current activity or use. The detail site plan, block plan,
drawings and any other materials to illustrate the proposed development should be included.
17
 DUR TIA GUIDELINES IDMC
The horizon year of a TIA refer to the anticipated completion date of the proposed development
assuming full build-out occupancy.

4.2.4 Traffic Studies

4.2.4.1 Parking Studies

Parking surveys shall be conducted to determine parking indices. Parking Index is the ratio of
the highest accumulation to the Gross Floor Area of the development. Parking surveys shall be
conducted between 6.00a.m and 12.00p.m for three weekdays and a weekend. The vehicle
license plate method shall be used to undertake the parking survey.
In a mixed-use development an additional interview shall be conducted on people who used the
parking facility. User interviews shall ascertain the percentage split of visitors and the type of
activities or service they are visiting in the premises.
The following parking indices have been provided for the types of developments stated in Table
2 below. .

18
 DUR TIA GUIDELINES IDMC
Table 2 Recommended Parking Indices for Landuses
Description of Landuse Indices
Commercial
Row of shops/offices 0.2
Shopping Complex 0.3
Bank with related activities eg Offices 0.35
Head Office of Bank 0.24
Banking Facility Only 0.07
Petrol Filling Station/Restaurant 0.02
Civic
Service Oriented Offices 0.02
Mixed Use Office complex 0.03
Multi rise office complex 0.06
Worship
Community 0.01
City-wide Church 0.03
Cit-wide Mosque 0.02
Industrial
Workshops 0.04
Factories 0.04
Educational
Primary/JSS 0.02
International Schools 0.04
Recreational
Guest houses 0.02
Fast Food Courts 0.02
Restaurants (Continental) 0.3
Restaurant (Local) 0.12
Hotel Only 0.06
Hotel with Conference Hall/Restaurant 0.15
Theatre 0.25
Recreational Complex 0.2
Health
Clinic (Special) 0.03
Polyclinic 0.03
Hospitals 0.02

4.2.4.2 Traffic Volume Counts and Classification

Manual traffic volume counts shall be conducted on links around the facilities during the A.M
and P.M peak periods. Vehicles shall be classified into cars, taxis, tro-tros, vans and pick-ups,
trucks, medium buses, heavy buses, motorcycles, bicycles and others.

4.2.4.3 Turning movement counts

Turning movement counts shall be conducted at critical intersections around the developments,
during the morning and evening peak periods. The critical intersections shall be limited to
those within the immediate vicinity of the project or otherwise stated by the Road Agency /
Planning Officer. The existing level of service of the critical intersections shall be determined.

4.2.4.4 Pedestrian Studies

Pedestrian studies shall be conducted around the developments under study. The counts shall

19
 DUR TIA GUIDELINES IDMC
be conducted at cross and sidewalks identified. The counts shall be undertaken at 5 minutes
interval at each location for a three-hour duration. The details of locations where pedestrian
counts shall be conducted will be determined depending on pedestrian movements around the
site and clearly shown on attached site plan.

4.2.4.5 Traffic Generation

The Traffic Generation Index is the ratio of the peak hour traffic to the Gross Floor Area of the
development. Trip generation involves estimating the number of trips that will be produced from
or attracted to the proposed development. This is one of the most important surveys in Traffic
Impact Studies. The following should generally be a guide to estimating trips attracted.
 Estimation of trip attraction for weekday/peakhour/development peak
 Identification of times when traffic impact is at its greatest
The peak hour volume attracted to the facility in the AM and PM period should be determined.
This can be determined by applying traffic generation rates/indices to the proposed
development obtained from existing developments with similar characteristics. Table 3 below
shows traffic generation indices for selected landuses.

20
 DUR TIA GUIDELINES IDMC
Table 3 Recommended Traffic Generation Indices for various Landuses
Traffic Generation Traffic Generation
Description of Landuse Indices AM Indices PM
Commercial
Row of shops/offices 0.02 0.04
Shopping Complex 0.04 0.03
Bank with related activities eg Offices
Head Office of Bank 0.22 0.22
Banking Facility Only 0.1 0.1
Petrol Filling Station 0.04 0.04
Civic
Service Oriented Offices 0.02 0.01
Mixed Use Office complex 0.02 0.16
Worship
City-wide Church 0.04 0.04
City-wide Mosque 0.05 0.05
Industrial
Factories 0.006 0.009
Warehouses
Educational
Nursery -
Primary/JSS 0.03 0.05-
International Schools 0.04 0.04
Recreational
Restaurants (Continental) 0.06 0.04
Restaurant (Local) 0.05
Hotel Only 0.05 0.02
Hotel with Conference Hall/Restaurant 0.03 0.05
Theatre 0.08
Recreational Complex 0.08 0.06
Health
Clinic (Special) 0.01 0.03
Hospitals 0.06 0.05

4.2.4.6 Mixed-Use Developments/Internal Trips /Trip reduction

Mixed-use developments refer to activity centers that have a number of different land uses. In
such cases it is often inappropriate to simply add up the trip generation rates of the individual
land uses to determine the trip generation rate of the entire development. This is because some
individuals will visit two or more destinations without leaving the site. Therefore, to estimate the
trip generation rates of such developments, certain deductions, may have to be made to the trip
generation rate derived by adding the trip generation rates of the individual land uses to
accommodate the possibility of internal trips and thus modify the trip generation for the whole
facility.

4.2.4.7 Trip Distribution

After the trip generation estimates have been made, it is necessary to distribute newly
generated trips to make an assessment of the impacts of the proposed development. The
outcome of the trip distribution method will be origin-destination data for generated trips.

21
 DUR TIA GUIDELINES IDMC
4.2.4.8 Traffic Assignment

Traffic assignment involves assigning the distributed trips to specific paths in the road network.
Hence, the product of traffic assignment will be the total project-generated traffic by direction
and by turning movements on the horizon year roadway network in the study area. Projected
trips shall be distributed based upon a market area. The market area is the area surrounding
the site from which the project is likely to draw a high percentage (80 percent or more) of its
trips. Assignment should be made after taking into account logical routing, available roadway
capacities and projected and perceived minimum travel times. Multiple paths should be
assigned between origins and destination rather than assigning all of the traffic to the route with
the shortest travel time.

4.2.5 Traffic Analysis

Several analyses are necessary to derive the study findings, recommendations and
conclusions. The different analyses that might be required include;
1. Capacity and Improvement analysis
2. Safety Analysis
3. Site access points
4. Traffic control needs
5. Progression analysis
6. Median openings
7. On-site circulation and parking
8. Neighborhood impacts

4.2.6 Assessment Years

The assessment years for TIA should be 10 years for Level 11 TIA and 10 years or more for
Level 111 TIA. The level of service of the links and critical intersections shall be assessed after
5 and 10 years respectively. This shall be done by using the appropriate growth factors for
traffic on the network. The DUR has growth rates for traffic on the Urban Network under its
control and this should be used.
For each horizon year, the analysis should be performed for the critical time period for
conditions with and without the proposed development. The incremental impacts can be
attributed to the subject site.
The analysis should not be ended until one of three conclusions has been reached:
1. That the proposed development can be accommodated in the horizon year
transportation infrastructure with no additional improvements.
2. That the proposed development can be accommodated in the horizon year
transportation infrastructure consistent with DUR /GHA operating conditions or subject
to the recommended improvements/modifications.

22
 DUR TIA GUIDELINES IDMC
3. The area will operate below the accepted level of service even without the
development. No further significant deterioration will result if the proposed development
is accommodated with the recommended changes.

4.2.6.1 Capacity And Improvement Analysis

Capacity analysis should be performed at all proposed site access points and all intersections;
both signalized and unsignalized in the study area. Other critical and congested areas of the
roadway network may also be identified for analysis by the reviewing agency. The roadways
and intersection within the study area shall be analysed with and without the proposed
development to identify any projected impacts in regard to level of service and safety. Where an
intersection will operate at a level of service below the design level, alternatives, which mitigate
these impacts, will be evaluated and included as part of the study.

4.2.6.2 Safety Analysis

Safety analysis should include identification and recommendations about high accident
locations, restricted sight distances, and pedestrian safety. The key elements are listed below:
1. Accident experience,
2. Sight distance for pedestrians and bicycles as well

4.2.6.3 Site Access Points

To satisfactorily provide site access and maintain acceptable operational conditions on streets
adjacent to the site, the Ghana Highway design Standards on access control policy and
standard principles must be followed. In case of multiple driveways at a site, transportation-
related needs for more than one driveway must be demonstrated. Both street peak and site
peak should be taken into consideration while analyzing the site access points. Provisions
should be made for vehicular storage.

4.2.6.4 Traffic Control Needs

Analysis should be carried out to determine whether traffic control warrants are met. Such
warrants may be warrants for traffic signals, stop signs or yield signs. The warrant analysis
should be according to Ghana Highway Design Standards

4.2.6.5 Median Openings

If a median opening is requested, a detailed analysis should be carried out to find out whether a
median opening would hamper the operating condition of the roadway. Due consideration
should be given to the following:
1. Warrants for a left turn signal at the opening
2. Approach speed of the opposing vehicles
3. Gaps in opposing traffic
23
 DUR TIA GUIDELINES IDMC
4. Storage space at the median opening
5. Queuing and delay to the vehicles
6. Distance from the nearest intersection
7. Spacing between median openings

4.2.6.6 On-Site Circulation and Parking

Internal circulation should provide access to all areas in a manner easily understandable to the
drivers. Internal roadways should be marked and signed in accordance with recommendations
of the Ghana Highway Design Standards. Consideration should be given to service and
delivery vehicles and emergency vehicles in site design.

24
 DUR TIA GUIDELINES IDMC

4.3 MITIGATION AND MANAGEMENT PLAN

4.3.1 Mitigation Measures

Where adverse impacts are identified the developer should define and properly specify
mitigation measures. The following steps should be followed:
Step 1:
Such measures should be incorporated into the design. Mitigation measures should incorporate
both physical and operational considerations.
Step 2:
Mitigation should address the phasing and timing of implementation as well as the executor of
the specified measure.
Step 3:
Finally where an agency is cited for the responsibility of implementing mitigation, a confirmation
should be incorporated of the agency‟s preparedness to carry out the task.
The under listed are some recommended mitigation measures.
Road way Improvements
a) Construction of by pass
b) Improve the riding quality of access and service road
c) Realign street
d) Improve sight distance
e) Widen road way
f) Improve intersections
g) Add acceleration or deceleration lanes
h) Add traffic signal
i) Add median and modify interchange design
Access management Techniques
a) Increase driveway spacing from intersections
b) Relocate driveways and intersections
c) Reduce the number of driveways
d) Develop a service road system
e) Share access with adjacent land
Operation improvements
a) Change signal timing
b) Improve signal progression
c) Reduce peak hour trips
d) Encourage use of staff buses

25
 DUR TIA GUIDELINES IDMC
Site plan and landuse techniques
a) Reduce project size
b) Modify project phasing
c) Increase driveway queuing
d) Revise internal circulation
e) Use directional signs and pavement markings
f) Redesign ratio of operation on non operation parking
g) Encourage mix development that may provide trip reduction advantages

4.3.2 Traffic Management Plan (TMP)

The Traffic Management Plan (TMP) is an implementation plan for mitigation, and
enhancement measures, which are recommended in the TIA. It acts as an abridged operational
manual for the project during the implementation and operation phase of the project and sets
out in practical terms, how the mitigation measures proposed in the TIA should be
implemented. The TMP presents in detail how these measures should be operated, the
resources required, and the schedule for implementation. The contents of the plan should
include the following:
1. Implementation Schedule/Phasing: - The schedule or phasing should indicate the
timing of the work plan as to when the protection measures are to be installed and or
be operational.
2. Manpower Requirements - The management, technical and support staff and any
resources required implementing the protection measures.
3. Monitoring - Due to uncertainties involvement, continuous monitoring including field
observations/sampling/analyses must be carried out in order to assess the effects.
(i.e. defining various responsibilities, parameters and locations.).
4. Cost of Implementation – The plan should provide indicative costs and budget
estimates for implementing each of the mitigation measures proposed in the TIA.

26
 DUR TIA GUIDELINES IDMC

5 REVIEW PROCESS
In reviewing a TIA, the DAs should apply one or more of the following indices in the
assessment;
SITE
a) Accessibility to site boundary
b) Nature and use of adjoining roads
c) Nature of entrance and exist to plot
d) Nature of development within boundary of plot
e) Transport / traffic provision within vicinity of plot (crossing, signals, bus-stops, junctions,
traffic light etc)
f) Identify whether adjoining developments might reduce or increase conflict between users
and various modes
g) Identify opportunities for improving pedestrian, junction and crossing improvements
h) Location of communal parking or public bus stop within walking distance of plot
i) Type and quality of public transport
j) Whether there are parking controls in the vicinity of plot
k) Level of on- site parking restraints
SCALE & USE
a) Timing of operation
b) Density and mix of uses: (Mixed-use developments can pose special problems for
preparing TIA. Mixed-use development may lead to less car use. Calculating catchments
parking needs and trip generation to mixed-use developments will require judgments as
to the likelihood of the attraction of the facilities provided on the site.
c) Sphere of operation (origins of client and whether locals are more likely to use facilities)
d) Clientele (car access)
ACCESS
a) Whether scheme provides realistic choice of access
b) Accessibility and Impact on alternative modes
c) Whether proposal will impact on safety or increase risk of accidents or perception of
personal security. Some activities will attract significant peak pedestrian flows, which will
require special design and generous provision of space, for example, bus, rail stations;
educational establishments leisure activities theatres, cinemas, night clubs, sports
stadia. Etc. This requires adequate pavement widths, dropped kerbs, avoidance of steep
inclines, seating at regular intervals etc.
d) Pedestrian Crossings
e) Pedestrian crossings should be planned as an integral part of the development. There
are several types (e.g. Zebra, Pelican, Puffin): the appropriate choice will depend upon
27
DUR TIA GUIDELINES IDMC
local circumstances such as accident risk. People carrying luggage or push-trucks
should also benefit from improvements to pedestrian facilities. Crossings should either
be raised or include dropped kerbs. Improving personal security should be given high
priority
f) Whether changes will occur in access to adjoining transport infrastructure, local area or
community severance
PARKING
a) Adequacy
b) Circulation and arrangement
c) Protection and Segregation
DATA STATUS
a) Quality
b) Consistency. Not contradicting general data
c) Appropriate
d) Clarity of presentation

28
 DUR TIA GUIDELINES IDMC

6 IMPLEMENTATION AND ENFORCEMENT

6.1 GENERAL

The effectiveness of the management of mitigation measures will depend largely on the
enforcement capacity of the responsible agencies and Departments of the DA.

Physical mitigation measures approved in the permit should be enforced by the Works
Department. The traffic management related operational measures should be enforced and
monitored by the Road Agency.

The enforcement provisions set out in section 52 of the Local Government Act, Act 462, 1993
shall be fully applicable to these Regulations.

6.2 SANCTIONS

Any person who fails to comply with directives contained in this guideline for the preparation
and implementation of TIA shall commit an offence and is liable on summary conviction to a
fine not exceeding……..million cedis or imprisonment for a term not exceeding….year or to
both.

6.3 DEVELOPERS CONTRIBUTION

Where in the view of the Statutory Planning Committee, financial contribution is required of the
developer for the purposes of implementing mitigating measures, it shall in consultation with the
DA, require the developer to provide for it. The following shall be the developer‟s contribution:

1. To restore capacity of links/intersections as shall be agreed by the Road Agency;

2. The Statutory Planning Committee should set up a mechanism of cost sharing for
developers who adversely impact on the capacity of a link/intersection.
3. Road Agencies to bear cost of maintenance of public facilities constructed to standards
of MRT. However the Road Agencies should be involved in the supervision of the
works.
The DAs should negotiate cost sharing for mitigation measures using the following parameters
1. Significance or strategic nature of development
2. Balancing internal project benefit with social benefits
3. Mitigation within the city traffic policy
4. Mitigation imperative even without the project
Proponents should estimate cost of mitigation and assign benefits to assist in the negotiations
for cost sharing.

29
 DUR TIA GUIDELINES IDMC

7 SCHEDULES

7.1 SCHEDULE 1: TIA FORM 1. DEVELOPMENT INVESTIGATION FORM

Request No………………………………………….Date………………………….……………………
1. Name of Applicant………………………………………………………..…..………………….
2. Address……………………………………………………………………………………………
3. Tel………………………………………………………………………………………………….
4. ..Contact Person……………………………………………………………….…………………
5. Type of Development (Category) /Use: Residential; Commercial; Mixed Use; Industry;
Light Industry; Education; Health; Civic and Cultural; Recreational; Open Space; Others;
6. Details Of Development (List Proposed Activities). ………………………………………….
………………………………………………………………………………………………………….
………………………………………………………………………………………………………….
7. Description of Activity (Operation)
…………………………………….…..…………..…………………………………….…………
…………………………………………………………………………………….……….………
8. Location of Development (Attach site and Block Plan)……………………….....................
……………………………………………………………………………………………………..……
………………………………………………………………………………………………………….
9. Name(s) / Adjoining Roads)………….……………………………………..…………………..
………………………………………………………………………………………………………….
10. Size of Plot………………………………………………… …………………………………….
11. Is location near watercourse or wetland…Yes……………No…………..…………………..
If yes give brief description………………………………………………………………………….
…………………………………………………………………………………………………………
12. Size of Development (Gross Floor Area)……………………………………………………..
13. Number of floors (Height)………………………………………………………..……………..
14. Expected Client (Patronage)
Turnover of people………………………………………………………………………………
Turnover of cars………………………………………………………………………………….
Turnover of Buses……………………………………………………………………………….
Turnover of Trucks………………………………………………………………………………
15. Freight and Expected Deliveries per Day……………………………………..………………
16. Parking Provision………………………………………………………………………………..
Name and Signature of person completing the form:………………………………………………..
……………………………………………………………………………………………………………..

30
 DUR TIA GUIDELINES IDMC
A. Guide for Completing Development Investigation Form

Item 1, 2, 3, & 4, NAME OF APPLICANT, ADDRESS, TEL, CONTACT PERSON

(Use the actual name and address of the developer or owner of the property. If an agent is
submitting the application on behalf of a developer, indicate the agent‟s name and address as
contact. It is advisable to add a contact phone number)
Item 5. TYPE OF DEVELOPMENT (CATEGORY)
(Select and underline the appropriate standard development category. If listed category does
not apply state development under „others‟.
Item 6 DETAILS OF DEVELOPMENT
(List every activity that is to be undertaken within the development).
Item 7 DESCRIPTION OF ACTIVITY (OPERATION)
Provide more information on the scope and intensity of activity to be undertaken eg for a bank,
information on whether the bank is a local branch of the bank, bank with specialised services
and head quarters bank etc. For hotels indicate the number of rooms, sitting capacity for
restaurants, conference halls etc. State time within which the activity will take place
Item 8 LOCATION OF DEVELOPMENT
Indicate street and plot number, attach site and block plan at the appropriate scale. The block
plan should indicate entry and exit to the site from the street. Give the name of a major land
mark e.g. Plot no 142 Abotsi Street, East Legon; located 200 metres to the left of Mensvic Hotel
Item 9 NAME (S) / OF ADJOINING ROADS)
Indicate the names of streets abutting property. For corner plots indicate both road names
stating the direction of the road eg South Liberia road south of plot and Barnes Road West of
plot. Use names on site.
Item 10 SIZE OF PLOT.
Indicate dimension of plot. All sides of irregular plots should be indicated. Compute the total
area of the plot.
Item 12 LOCATION NEAR WATER COURSE.
Give a brief description of the nature of the watercourse or wetland.
Item 13 SIZE OF DEVELOPMENT (GROSS FLOOR AREA)
Compute the floor area of the development. For multi storey structure, compute as the
summation of floor area of all the floors of the development.
Item 14 NUMBER OF FLOORS/HEIGHT
Indicate the vertical height of proposed development. E.g. two storeys or six meters
Item 15 EXPECTED CLIENT (PATRONAGE)
Give an estimate of the expected number of people, cars, buses and trucks that are to be
attracted to the development.
Item 16 FREIGHT AND EXPECTED DELIVERIES PER DAY
State the expected delivery and time of supplies to the development

31
 DUR TIA GUIDELINES IDMC
Item 17 PARKING PROVISION
State the number of parking lots provided for the development.

B. Preliminary Development Investigation Response Form

Your preliminary development investigation request, No……… dated……. has been received
and duly processed by this office, acting as secretariat of the District Planning Committee.
In accordance to directives of the……District Assembly and in conformity to the LI 1630, you
are required to submit the following report(s) to support your detail architectural and structural
drawings.

Selection Category of Report Investigation Contact Agency

Lands Title Clearance Report Applicant or Agent a) Lands Commission
b) Land Title Registry
Soil investigation Consultant Geological Survey
Structural integrity and Consultant Geological Survey
structural detail Report
Fire prevention and engineering Consultant Ghana Fir Service
drawing and report
Traffic Impact Assessment Consultant a) Road Agency
a) Access and Parking b)Metro/District
b) Traffic Impact Assessment Planning Committee
c) Strategic Impact Assessment c) EPA

Hydrological Engineering Consultant Hydro Services

drawing and report Department of MWH
Rezoning Report Consultant Town Planning
Department

Change of Use Report Consultant Town Planning

Department
Environmental Impact Report Consultant Environmental
Protection Agency

You may call at this office for any other clarification of issues in relation to your application

Secretary
(….. Planning Committee)

32
 DUR TIA GUIDELINES IDMC

7.2 SCHEDULE 2: TABLE OF CONTENT/STRUCTURE OF TIA

The Traffic Impact Study report should document the purpose, procedures, data sources,
assumptions, findings, conclusions and recommendations of the study. It should be concise
and complete. The report should be organized in a logical sequence and methodically take the
reader through the entire process of the Traffic Impact Study. It should be kept in mind that the
report might be of interest to the decision makers and other non-technical people. Hence, clarity
should not be sacrificed.
The report format presented below provides a uniform framework that will facilitate both the
preparation and the review of the report. Any major departures from this standard format should
be agreed upon at the initial meeting and mentioned in the subsequent memorandum of
understanding. It is not intended to be an exhaustive list of items. Many items may not apply to
any particular proposed development, and need not be included in the report. It is also possible
that items not listed may be applicable to a particular site.

TABLE OF CONTENTS
Listing of all the chapters and major sections:
1. INTRODUCTION AND SUMMARY
Executive Summary
Each Traffic Impact Study report should begin with an executive summary. It should be a one-
page or two-page document to facilitate examination by the reviewing agency. It should contain
the salient features of the study and should summarize the study purpose, and its conclusions
and recommendations. Letters, memorandum and reports under 10 pages do not need an
executive summary.
 Purpose of report and study objectives
 Site location and study area
 Development description
 Principal findings
 Conclusions/Recommendations
2. PROPOSED DEVELOPMENT (Site and Nearby)
a. Site location And Description
b. Land use and intensity
c. Site plan (copy must be legible)
d. Operation and management
e. Development phasing and timing
3. STUDY AREA CONDITIONS
a. Study area
 Area of significant traffic impact (including road segments, intersections and
33
 DUR TIA GUIDELINES IDMC
driveways)
 Market area
b. Land use
 Existing land use
 Anticipated future development
c. Site accessibility
 Existing and future area roadway system
 Site circulation
 Access geometrics
4. ANALYSIS OF EXISTING CONDITIONS
a) Physical characteristics
 Roadway characteristics
 Traffic control devices
 Transit service
 Pedestrian/bicycle facilities
 Existing transportation demand management
b) Traffic volumes
 Daily, morning and afternoon peak periods (one hour for each peak period), and
others as required
c) Level of service
 Morning peak hour, afternoon peak hour, and others as required
d) Safety related deficiencies
e) Data sources
5. PROJECTED TRAFFIC
a) Site traffic forecasting (Horizon /Assessment year)
 Trip generation
 Trip distribution
 Trip assignment
 Parking-projected
 Construction traffic
 Mode split (if applicable)
 Pass-by traffic (if applicable) etc
b) Non-site traffic forecasting (each horizon year)
 Projections of non-site traffic.
c) Total traffic (each horizon year)
6. TRAFFIC AND IMPROVEMENT ANALYSIS
a) Site access
b) Level of service analysis
34
 DUR TIA GUIDELINES IDMC
 Without project (including programmed improvements for each horizon year)
 With project (including programmed improvements for each horizon year)
c) Roadway improvements
 Improvements by the Roads Department or others to accommodate non-site
traffic
 Additional alternative improvements to accommodate site traffic
d) Traffic safety
 Sight distance
 Acceleration/deceleration lanes, left-turn lanes
 Adequacy of location and design of driveway access
e) Pedestrian considerations
f) Speed considerations
g) Traffic control needs
h) Traffic signal needs (base plus 5-year horizon)
i) Transportation demand management
7. INTERNAL PROJECT SITE CIRCULATION (IF APPLICABLE)
a) Conflict points
 Vehicle/vehicle
 Vehicle/pedestrian
 Sight distances
 Building access delivery points
 Drive-through lanes
b) Design features
 Widths of internal circulation roadways
 Parking dimensions
c) Other features
 Fire lanes
 Delivery truck circulation/truck docks
 Access to waste containers
8. CONCLUSIONS & RECOMMENDATIONS
a) Roadway improvement
b) Phasing
c) Site access
d) Internal site circulation
e) Transportation demand management actions (if appropriate)
f) Others
9. APPENDICES
10. FIGURES AND TABLES
35
 DUR TIA GUIDELINES IDMC
List of Appendices
A number of typical exhibits should be included in a Traffic Impact Study. Because, the exhibits
actually needed, will vary from study to study, list all the tables and figures included in the
report by page number. Tables and figures may be identified by letter or by number, according
to the consultant‟s preference.
Appendices
a) Traffic counts
b) Capacity analyses worksheets
c) Traffic signal needs studies
Figures And Tables
The following information should be provided:
a. Site plan
b. Existing transportation system(s)
c. Existing and future area development
d. Existing peak hour turning volumes
e. Future transportation system
f. Estimated site traffic generation (daily and peak period)
g. Directional distribution of site traffic (daily and peak period)
h. Site traffic (peak period)
i. Non-site traffic (peak period)
j. Total future traffic (peak period)
k. Protected levels of service including existing, horizon year non-site and
l. Total horizon year (with site development) conditions
m. Recommended improvements
Report Certification
Traffic Impact Studies shall be certified and stamped by the consultant who prepares it.

36