1.

PREAMBLE

1.1 New development invariably results in additional generated trip that affects the
traffic condition of the existing road network. Each new development, or
redevelopment, will result in new traffic loads on the existing road network. Unless
such new loading is properly studied and addressed, the road network will
degenerate in capacity and efficiency, thus resulting in congestions and other
negative impact on the environment. A common method that is used to address
such problem is the TRAFFIC IMPACT ASSESSMENT (TIA). It is a systematic and
scientific process whereby impact of the new generated traffic is assessed and
mitigation measures prescribed. TIA provides a common platform on which both
the Developer and the Approving Authority work hand in hand to ensure that
development of towns and cities is controlled in an orderly manner.

1.2 The guidelines contained herein are the current best practice in the work process
of TIA in Malaysia. They are, of course, subject to amendments and
modifications from time to time, resulting from the experience of their usage and
improvement through time. This document should serve as the standard reference
material for developers, TIA practitioners and the approving authorities. For ease
of reference, the term “this Guideline”, wherever it appears herein, means this
whole document inclusive of the Appendices.

2. OBJECTIVES OF THIS GUIDELINE

The objectives of this Guideline are:

i. To achieve uniformity in the practice of TIA in the country;

ii. To set the best practice of TIA;
iii. To standardise the preparation of TIA reports; and
iv. To provide a basis for approving authorities in assessing and apportioning a
developer’s contribution to road infrastructure improvements.

3. INTRODUCTION

3.1 TIA is an important process used to determine the impact of traffic generated from
a proposed development project (upon its full completion) on the surrounding road
and transportation systems. It identifies the need for mitigation measures to ensure
a reliable and efficient road network system in reducing congestion, as well as to
maintain or improve road safety. Although TIA does not replace area-wide or
regional transportation study, they provide the authorities, planners and developers
a framework in making critical land use and site planning decisions regarding traffic
and transportation issues. Local Authorities may also use TIA as basis for assessing
and apportioning a developer’s contribution to road improvements.

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 3.2 Traffic should be one of the major considerations in the planning of new
developments or upgrading of existing developments. TIA should start at the early
planning stage of a project, even before embarking on it, or to ascertain the
suitability of its location. Early participation of the Traffic Engineering Consultant
will contribute towards the preparation of a more responsive and cost-effective
development plan. The developer should have TIA undertaken prior to submitting
his development project plan to the Approving Authority. He needs to communicate
with the Approving Authority to obtain specific TIA requirements, so as not to
overlook its importance in the justification of the development project.

3.3 In achieving sustainable development goals, TIA also provides the necessary
technical input to other relevant reports such as Environmental Impact Assessment,
Social Impact Assessment, Development Plan (Structure and Local Plan),
Transport Master Plan and the Road Safety Audits.

4. SCOPE OF TIA

Setting the scope for TIA allows for appropriate consideration of the data to be collected,
area to be studied and methodology to be adopted.

The scope of a TIA should contain at least the following key elements:

i. Definition of the study area/boundary.

ii. Determining existing traffic pattern, which includes primary and secondary data
collection.
iii. Information on land use and development in surrounding area of project.
iv. Trip forecasting with sequential steps of trip generation, trip distribution, modal split
and trip assignment.
v. Analysis of impacts of projected generated traffic in area of study.
vi. Mitigation measures for all negative impacts, including the safety of all road users.

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5. TIA AND THE LEGISLATION

5.1 Road Transport Act 1987, Act 333

“Construction of access and drains and laying of public utility

installations to existing road

Section 85.(1) No person shall:-

(a) construct any access road (including paths, driveways or other means
of access, whether public or private) to join any road:
(b) construct a drain to join a drain constructed alongside a road;
(c) carry out any works of any description in, upon, over or under any road,

unless plans containing details of the layout thereof (including such particulars
as may be prescribed) have been submitted to and approved by the Minister
charged with the responsibility for works in relation to a Federal road, or the
appropriate authority in relation to a road other than a Federal road, and the
Minister or the appropriate authority, as the case may be, may refuse such
application or allow it on such conditions as he or it may impose.”

And,

“Subsection (8) The Minister or the appropriate authority, as the case may be,
may make rules to regulate and control the carrying out or construction of any
works referred to in subsection (1).”

Note: From the above Road Transport Act, the submission would have to be
made and approval sought from the appropriate approving authorities
before any connections or changes to an existing road system can be
made. TIA is one of the reports that will assist the authority concerned in
considering and approving the application and may be imposed as a
requirement by the Approving Authority, together with the Developer’s
submission.

5.2 Town and Country Planning Act 1976, Act 172

Application for Planning Permission states that:

“Section 21(1) An application for planning permission in respect of a

development shall be made to the local planning authority and shall be in such
form and shall contain such particulars and be accompanied by such
documents, plans, and fees as may be prescribed.

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Section 21(3) Where the development involves the erection of a building, the
local planning authority may give written directions to the applicant in respect of
any of the following matters, that is:

(g) any other matter that the local planning authority considers necessary for
purposes of planning.

Development Proposal Report

Section 21A (1) In addition to the documents and plans required to be submitted
under subsection 21(1) for planning permission, the applicant shall submit a
Development Proposal Report which shall contain the following:

(g) such matters as may be prescribed by the local planning authority.”

Note: From the above Town and Country Planning Act 1976, a Developer, in
submitting their application for planning permission, must include in their
submission a document called Development Proposal Report. This Report
is required under section 21A of the Town and Country Planning Act
1976 (Act 172). Under subsection 21(3)(g), the Local Authority may
require a TIA to be submitted together with the application. This Guideline
will assist the Local Planning Authority in determining when a TIA is
required and the details of the report to be submitted.

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6. BASIC TIA PROCESS AND RESPONSIBILITIES

6.1 The general process in which TIA is involved in the application for Planning
Permission is depicted in Figure 1.
6.2 TIA study shall only be carried out by Traffic Engineering Consultant.

Commencement of development planning

Engage consultants, including Traffic

Developer
Engineering Consultant

Preparation of preliminary site layout plan

Carry out TIA Traffic Engineering Consultant

Review and modify site layout plan where Developer/Traffic Engineering Consultant/
necessary Town Planner

Finalise TIA report Traffic Engineering Consultant

If layout plan is modified

Include in Development Proposal
Report for submission to Approving
Authority for Planning Permission
If only mitigation
Developer to modify
measures are modified
layout plan or mitigation
measures where
necessary

Not
Evaluation of TIA acceptable TIA report returned to Developer
report by Approving with queries or comments by
Authority Approving Authority

TIA approved by Approving

OK
Authority

Figure 1: TIA Process

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6.3 TIA APPROACH

There are four (4) main stages involved in the TIA process, namely Data
Collection, Analysis of Existing Traffic Conditions, Forecasting of Future
Traffic Demand, and finally Evaluation of Future Traffic Conditions as
illustrated in Appendix 1.

6.3.1 Stage 1 - Data Collection

The data collection stage begins with a comprehensive review of

literature study, covering all documents and technical reports
pertaining to all existing and proposed developments surrounding
the development area. This includes the relevant Local Plan and
Structure Plan, Infrastructure and Transportation Plans, and all other
related documents, particularly those that highlight strategies on traffic,
population, highway and land use developments.

Details of the full development schedule and any other relevant plans,
drawings and information are to be collected from the client.
Consultations have to be carried out with the local authority and
relevant bodies responsible for any adjacent development projects to
gather necessary information concerning the overall development
surrounding the proposed project site. The Consultant has to engage
with the local authority so as to ascertain the status of surrounding
developments, which may have a bearing on the TIA.

A site visit has to be carried out to determine existing traffic

conditions, taking note of existing traffic and pedestrian issues
and problems, and obtaining detailed current information on the
surrounding road network, junctions and land uses.

The Classified Count (CC) involves the recording of the number

of vehicles, in 15-minute intervals, at mid-block sections and turning
movement counts at junctions, according to the following five (5)
classifications:

• Cars (which includes taxis and small vans)

• Lorries & Large Vans (Heavy 2-axles)
• Lorries with 3-axles & above
• Buses
• Motorcycles

The CC survey is to be conducted at peak hours that is determined

based on 12 or 16 hours traffic count as specified in Section 10.2.2.

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6.3.2 Stage 2 – Analysis of Existing Traffic Conditions

All relevant data collected in Data Collection Stage is to be used in

Stage 2, which is analysis of the existing traffic data. Upon data
processing, the existing traffic distribution patterns can be identified.
The relationship of the traffic pattern and land use development
pattern is also determined at this stage. The understanding and
establishment of the existing traffic pattern is vital for forecasting
future traffic demand.

6.3.3 Stage 3 – Forecasting of Future Traffic Demand

In forecasting the future traffic growth in an area, it is a function of

demography which involves the planning variables such as population
growth, employment supply, vehicle ownership, committed and future
property developments and future road network.

The future trip generation is calculated based on the above inputs

and empirical trip rates which is established by the Highway Planning
Division, Ministry of Works Malaysia and other relevant studies. In
forecasting the future traffic, it is necessary to determine the design
year for which the analysis of future traffic is to be undertaken.
(Traffic growth to be referred to Section 10.3.2)

Traffic generated from the proposed and adjacent developments are

overlaid on the design year traffic forecast to produce the total traffic
volume for the Impact Analysis Year (IAY).

6.3.4 Stage 4 – Evaluation of Future Traffic Conditions

Subsequent to Stage 3, Stage 4 involves the evaluation of future traffic

conditions.

Road link and intersection capacities have been assessed to

determine whether the envisaged road network would be able to
accommodate the traffic demand. Based on the traffic flow forecasts,
recommendations have been made on the number and locations of
ingress/egress points required to service the full development and the
form of access intersections required. Possible locations for access
points on to the existing road network need to be suggested, taking into
account the intersection spacing standards so as to provide an efficient
traffic circulation.

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7. PARTIES INVOLVED IN TIA

7.1 The main parties involved in the TIA Process are: (1) the Developer, who is
the owner of the development or re-development project, or any party
appointed by the owner to carry out the project on their behalf; (2) the
Approving Authority, who can be the local authority or the respective road
authority; and (3) the Traffic Engineering Consultant.

Role of Developer

7.2 Developer shall be responsible for engaging a Traffic Engineering Consultant

to carry out the TIA for their development or re-development. Each new
development or re-development proposal, which is expected to generate added
vehicular trips exceeding the trigger level or, in any case deemed
necessary by Approving Authority (refer to section 9.2), shall require a TIA
report to be submitted together with the planning permission application.

7.3 Developer shall liaise with Approving Authority at the early stage of planning
the development in order to ensure that the type and scale of the proposal is
suitable for the site under consideration. They must also liaise with road and
transport authorities to demonstrate the traffic planning for the development
and to identify any possible adverse traffic impacts. This process of early
consultation with the approving authority is likely to save time and costs and
so that planning permission application could progress more speedily.

7.4 Traffic Engineering Consultant should be appointed by Developer at the

planning stage of the project so that professional inputs with regards to traffic
issues can be used by the planners/architects to develop the preliminary
site/layout plans. This is important as it will avoid the undesirable situations
where traffic requirements are incorporated in the plan only as an after-thought.

7.5 Developer shall not influence or interfere with the professional work of the
Traffic Engineering Consultant. Developer shall implement the infrastructure
improvement and mitigation measures as required by Approving Authority.

Role of Approving Authority

7.6 The term “Approving Authority” in this Guideline refers to the local authority or
the road authority, or both, whichever is applicable according to the situation.
Each authority has its own power to control and regulate according to the law.

7.7 Approving Authority has a regulatory role in the TIA process in relation to land-
use planning, and roads and transport infrastructure development. It should
encourage pre-application discussions with the Developer or Traffic
Engineering Consultant to steer the TIA study, identify the Study Area,
including giving direction on sources of information, good practice advice, and
clear guidance on what the Developer or Traffic Engineering Consultant may
be expected to provide in accordance with transport strategy of the authority.

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7.8 The TIA report will provide Approving Authority with the relevant input, relating
to traffic situation forecast and mitigation measures, for Authority’s
consideration of Developer’s application for planning permission approval.
Where appropriate, Approving Authority may use information in the TIA report
as a basis for determining the cost sharing of future infrastructure
improvements between developers.

7.9 Where an Approving Authority does not have in-house capacity to evaluate the
TIA report, it may engage an independent Traffic Engineering Consultant to
evaluate or review the reports on its behalf.

Role of Traffic Engineering Consultant

7.10 Traffic Engineering Consultant can be a Professional Engineer with Practising

Certificate (PEPC) or a team of specialists in a firm led by a qualified PEPC.

7.11 Traffic Engineering Consultant who has been commissioned by the Developer
to carry out the TIA shall act independently and professionally, without
interference or influence from any party. Traffic Engineering Consultant shall
directly or indirectly look after the interests of the general public and the local
community.

7.12 Traffic Engineering Consultant shall evaluate the planning and design of the
project in promoting sustainable modes of transportation. Optimisation of
road capacity by means of traffic management measures should be carefully
studied and taken into consideration.

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8. CRITERIA FOR THE APPOINTMENT OF TRAFFIC ENGINEERING CONSULTANT

8.1 Qualifications

Traffic Engineering Consultant to prepare and submit the TIA report shall possess
the following qualifications:

(a) A qualified Civil Engineer specializing in traffic/ highway/ transport engineering

who is registered with the Board of Engineers, Malaysia as a PEPC;

(b) have minimum of six (6) years’ experience in civil/ traffic engineering, of which
a minimum of three (3) years’ experience in TIA; and

(c) have attended a formal training course in Traffic Study/TIA e.g.: Course on
TIA, Traffic Study, Trip Generation Manual, Traffic Engineering Software and
others that are organised by the Board of Engineer Malaysia (BEM), Public
Works Department Malaysia (PWD), or other approved by BEM/PWD such
as the Highway Planning Division Ministry of Works, Malaysian Highway
Authority (MHA), Institute of Engineers Malaysia (IEM), Institute of Higher
Learning, Malaysia and Road Engineering Association Malaysia (REAM).

8.2 Registration of Traffic Engineering Consultant Firm

The Traffic Engineering Consultant Firm must be registered with the Ministry of
Finance (MOF) under the Traffic Study (Kajian Trafik) code (340202) or the
Transport Network (Kajian Rangkaian Pengangkutan) code (340201) whichever is
applicable or whatever relevant to traffic engineering as required by MOF.

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9. REQUIREMENT FOR TIA

9.1 General

It is necessary to know when a traffic impact assessment is required. This is

because not all developments will cause significant impact on their surroundings,
especially those in the rural areas. Generally, the criteria for warranting a TIA are
as follows:

i. When a development generates a specified number of peak hour

trips;
ii. When a development generates a specified number of daily trips;
iii. When a development contains a specified number of dwelling units
or specified built-up floor area;
iv. When development occurs in a sensitive area; or
v. When the Appropriate Authority considers it necessary under unusual
situation.

9.2 Criteria and Triggers Levels

The criteria and their corresponding trigger levels for warranting a TIA shall be:

No. Criteria Trigger Levels

Peak Hour Trip Generation 150 added vehicles per hour
1.
(Commuter peak) (2-Way)
Off-Peak Hour Trip Generation
200 added vehicles per hour
2. (Generator peak occurs at the
(2-way)
off-peak period)
3. Size of residential development 200 dwelling units
45,000 sq.ft.
4. Size of Commercial development
(gross floor area)
May impose
5. Requirement of Approving
specific trigger
Authority
levels as deemed
necessary

Table 1: Criteria and Trigger Levels Warranting

Note: Trip Generation Rates shall be based on the Malaysia Trip Generation
Manual published by the Highway Planning Division of the Ministry of
Works, Malaysia. The sample calculation of Trip Generation is shown
Appendix 2.

Criteria 1 to 5, Table 1 must be tested, and if any of the said criteria for the
proposed development reaches the prescribed trigger level, then a TIA study is
required However, in specific cases as in criteria 5 where the Approving Authority
deems fit or necessary, TIA may be imposed, even if the trigger level has not been
reached.

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10. GUIDELINES FOR PERFORMING TIA

10.1. THE GENERAL APPROACH

10.1.1 Traffic impact assessment must be performed professionally, always with public
interest in mind. There must not be any predetermined objectives for which
results, and analyses are biased towards. The main objective of a TIA is to have a
professional evaluation on the potential impacts the proposed development may
have on the transportation and traffic infrastructure in its vicinity. In the event of
negative impacts being forecast, the Traffic Engineering Consultant must then
propose the most appropriate mitigating measures to achieve the requirements
stated in Section 11.

10.1.2 The steps required in a TIA are generally as follows (refer Appendix 1):

• demarcation of the Study Area (to consult and obtain approval from
the Approving Authority)
• evaluation of the existing traffic condition of the road network within
the demarcated study area; (Stage 1 & Stage 2)
• acquisition of information on the proposed and adjacent development;
(Stage 3)
• estimation of the trips that will be generated upon completion and full
occupation of the development; (Stage 3)
• distribution and assignment of the generated traffic; (Stage 3)
• analysis of the traffic and transportation condition of the study area
upon completion and full occupation of the development; (Stage 4)
• proposal of measures to mitigate the negative impacts; and (Stage 4)
• production of the TIA report.

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10.2. ANALYSIS OF THE CURRENT SITUATION OF THE STUDY AREA

10.2.1 The analysis of the current situation in the Study Area is important as it will serve
as the base-line situation for determining the impacts of the proposed development.
The base-line analysis should cover issues listed and elaborated in Table 2.

Category Data
Land use - Current land-use (type and density) in vicinity of area
- Estimated increase in land-use activity and size
- Anticipated development projects and planned completion
dates, type and its density
- Information pertaining the proposed development
- Information from structure and local plans

Demographics - Information on current and future demographics patterns (to

include socio-economic information)

Traffic - The current traffic volume (daily and peaks rates)

Volume - The traffic volume from several previous years (to get the
trend of changes)
- Turning movements at junctions
- Traffic volume fluctuation according to time and season.
- Traffic volume forecast from other reliable source(s)

Transportation - The current road characteristics (road type, width, number and
System direction of lanes, exit and entry points, internal circulation,
access control)
- Road hierarchy and the controlling authority
- Traffic signal locations, coordination and timing
- Local and regional plans
- Public transport service and usage
- Parking information
- Road furniture
- Other relevant information

Other Traffic - Origin and destination information

Data - Modal split information
- Road accident record

Table 2: Data Required for the Base-line Situation Analysis

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10.2.2 Peak hours travel activities in the Study Area have to be identified. It is during
these peaks that traffic impacts are studied. A 16-hour survey shall be carried
out, usually from 6am to 10pm. In less busy areas, especially where there are
minimal night activities, a 12-hour survey may be acceptable. From either the
12-or 16-hour survey, the peak hours are identified for the junction survey.
(Note: 12 or 16 hours survey may be carried out concurrently with the junction
survey if peak hours has been pre-identified). The survey should be conducted
on a typical working weekday.

10.2.3 However, for proposed development with retail component having a gross floor
area of 100,000 sq.ft. or more, an additional survey should be carried out
during weekend.

In places of interest where the weekend experiences heightened traffic activity

consistently such as tourist hotspots, shopper’s or marketer’s haven, additional
traffic survey will have to be carried out on a Saturday, Sunday or Friday (for
certain states).

In places where there is no significant rise in traffic activity throughout most of

the year except for the occasional school holidays, major festivals, religious
festivities or one-off season of irregular travel pattern where traffic becomes
abnormal, then the traffic survey shall be carried out on a normal workday.

Traffic survey on the occasional heavy traffic days as mentioned above or on

other major occasions, if it needs to be carried out, will only be done so based
on the specific purpose for which it is intended.

10.2.4 Prior consultation on the date of survey(s) and its duration must be obtained
from the Approving Authority.

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10.3. TRIP GENERATION

10.3.1 Definitions of Terms Used Herein (Refer to Appendix 3 for TIA

Milestone)

Base Year (BY) The calendar year in which the TIA Study is carried out.

Submission Year The calendar year in which the Developer submits his
(SY) Development Proposal Report to the Approving Authority
for Planning Permission.

Completion Year The calendar year in which the proposed development

(CY) is fully completed and operational. If the project is
divided into phases, CY refers to the year the final phase
is completed and operational.
Impact Analysis The calendar year when the development’s impacts are
Year (IAY) compared to the base case impacts for offsets
determination purposes.

(a) IAY is to be 10 years after the projected CY.

(b) If CY is more than 10 years from SY (for staged
development), in addition to (a), IAY shall include an
interim analysis for the CY.

Designated (1) All points of connection between the development and

Locations the existing road network; and
(2) Sections of existing road, junctions and locations of
traffic conflict which are identified by the Approving
Authority in the existing network for traffic impact
analysis. [In doing so, the Approving Authority shall
take into consideration; (a) the routes which will be
used by the generated traffic to and from the project;
and (b) the diminishing impact of the generated traffic
as it spreads over the road network].

Baseline Traffic The current traffic volume without development traffic in

the Base Year.

Baseline Traffic The traffic condition (LOS) in the IAY at designated

Conditions in locations of the road network within the demarcated Study
IAY Area, taking into consideration only the Non-Site Traffic
growth in the network from SY to IAY, excluding the effect
of the generated traffic from the development.

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 Development The traffic conditions (LOS) in IAY at designated
Impacted Traffic locations of the road network within the demarcated Study
Conditions in IAY Area, taking into consideration both the Non-Site Traffic
growth from SY to IAY in the network as well as the Site-
Traffic generated from the development in IAY.

Minimum traffic The Level of Service (LOS) as shown in the Table in

condition (LOS) Section 11 for each of the Designated Locations to be
after mitigation achieved at IAY with mitigation measures.
measures

Table 3: Definitions of Terms

10.3.2 Reliable estimates of the increase in traffic trips that will be caused by the
proposed development is one of the key parameters that will determine the
quality of the TIA. Generally, there are two categories of increased trips: NON-
SITE TRAFFIC and SITE TRAFFIC. Each of these will be dealt with below.

10.3.3 Non-Site Traffic

10.3.3.1 Non- Site Traffic includes all through trips of which neither the origin nor
the destination is in the development site. This is usually the case for a
development located by an existing main road. In order to estimate the future
through traffic in the existing main road, a historical trend in traffic volume
changes that occur on that road is needed. The average annual growth is
usually applied to the current volumes to estimate the future traffic volume for
the IAY.

10.3.3.2 Generally, the main source of this information is the latest “Road Traffic
Volume Malaysia” (RTVM), published annually by the Highway Planning
Division of the Ministry of Works. RTVM, however, does not include traffic data
of roads under the jurisdiction of local authorities and rural roads (to be
replaced with minor road). Information for such roads is usually unavailable,
unless there is an initiative by the relevant road authority to collect them. The
Traffic Engineering Consultant should make necessary enquiry with the
relevant road authority for possible availability of such information. Where such
data is absolutely not available, or the available data is more than two years
old, a traffic count shall be conducted, and an estimated growth rate applied.
The basis of estimating the growth rate shall be made known in the TIA report.

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 10.3.3.3 It is important to establish as reliable as possible the baseline network traffic
condition (i.e. considering Non-Site Traffic only) for the Submission Year
(SY) and that for the Impact Analysis Year (IAY). This IAY baseline traffic
condition would represent the future scenario “without” the proposed
development (i.e. with Non-Site Traffic only). This scenario will be compared
against a future scenario “with” the proposed development (i.e. with Non-Site
Traffic and Site Traffic taken together) to determine the impact due to the
proposed development.

10.3.3.4 The IAY baseline network conditions may be extrapolated by applying past
growth rates (i.e. growth based on past trends) over the existing baseline
traffic conditions. This approach assumes that the pattern and the rates of
traffic growth in the Study Area in future are similar to those of the past years.
In the absence of a computerized traffic model which could account for both
spatial and temporal variation, this approach of extrapolation may be
accepted.

10.3.3.5 Where the IAY baseline network conditions can be derived from a
computerised traffic model of the study area, method as given in 10.3.3.4
should not be used. A well-developed and correctly validated traffic model
would be used to project the IAY baseline network conditions. The pattern of
travel demand may be estimated by zone (spatial variation) and by time
period (temporal variation), such as morning peak, evening peak and off-peak
periods.

10.3.4 Site Traffic

Trip Generation

10.3.4.1 Site Traffic refers to the traffic generated by the proposed development.
It is estimated by means of trip rates or trip regression equation, which
relates estimated volume of generated trips to one or several independent
parameters. The trip rate or trip equation varies with the type and size of the
development as well as with different periods of a day and week. The
estimated trips are in units of vehicle trips. Impacts and mitigating measures
are based on the worst condition at peak periods. The estimation of peak
hour trips is, therefore, particularly important.

10.3.4.2 The independent parameters are; the number of units of dwelling, commercial
or public/institutional buildings for the proposed land use; total floor area;
gross leasable floor area (GLFA); total development area (usually used for
large development) and other (e.g. number of staffs, number of residences,
number of students, etc.). The values for these parameters should be
extracted from the proposed development plan.

10.3.4.3 Trip rates are simple ratio of trips per unit of selected parameter (e.g. trips
per unit of semi detached house), while trip equations are regression
equations which relates the two values. Such equations are derived from
actual surveys carried out for trip generation analysis.

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10.3.4.4 Site Traffic is the estimated number of additional trips produced and attracted
by the proposed development. Irrespective of the number of phases the
development will be implemented, Site Traffic shall be estimated for the full
completion of the development.

10.3.4.5 The most current version of The Malaysian Trip Generation Manual
(MTGM) published by the Highway Planning Unit of the Ministry of Works,
Malaysia, shall be used as the main reference for trip generation rates. If the
site condition differs from that in MTGM, then it is necessary to collect data at
sites of similar condition to produce trip generation rates and accepted by
Approving Authority.

10.3.4.6 Equations provide more accurate estimates and must always be used if
available.

10.3.4.7 The vehicular trips need to be converted into passenger car equivalent
(pcu) values before the subsequent steps of trip distribution and trip
assignment can proceed. The pcu/vehicle conversion factors for various type
of vehicle are given in Table 4. For any conversion factor which is not
available in the Table, the Traffic Engineering Consultant can select a
suitable factor by making reference to other authoritative sources. Such
reference sources must be declared in the TIA report.

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 Equivalent Value in pcu
Type of Vehicle
Two Lane Multilane Traffic Signal
Expressways (1)
Highways (1) Highways (1) Design (2)
Cars/Small 1.00 1.00 1.00 1.00
Vans/Utilities
Lorries (with 2 1.44 1.58 1.47 1.19
axles)/Large Vans
Large lorry, 1.83 1.76 1.95 2.27
trailers, heavy
vehicles with 3
axles and more
Buses 1.93 1.65 1.66 2.08

Motorcycles 0.96 0.84 0.63 0.22

Table 4: PCU Conversion Factors

Reference: 1) Highway Capacity Manual 2011, Malaysia

2) Highway Capacity Manual 2006, Malaysia

Trip Distribution

10.3.4.8 Each trip has two ends; an origin and destination, or commonly called an O-
D pair. In the trip generation process, only the number of trip ends in the proposed
development is estimated, i.e. the number of trips produced (out-going) by the
development and the number of trips attracted (in-coming) to the development
are calculated. Trip ends are connected form of trip interchanges or O-D pairs.
Trip distribution models are formulated to predict zone-to-zone trip interchanges.

10.3.4.9 In a traffic model, the results of trip distribution process would take the form of a
zone-to-zone trip matrix of O-D pairs for the Study Area. It provides the number
of trips originated from a particular traffic zone and how many of these trips are
distributed to all other zones in the Study Area. Traffic modeling can take the form
of a sophisticated computer model or a simple model using manual computation.

10.3.4.10 In manual computation, the trip distribution stage would involve the estimation of
how the trip ends so generated by the proposed development are to be
distributed to the different access routes associated with the development. Both
the out-going trips and the in-coming trips have to be considered, forming two–
way trip interchanges with these access routes. A common approach is to
distribute these trip ends proportionally to the observed traffic volumes on these
access routes. The basis of this approach is to distribute these trip ends
proportionally to the traffic volume on that route. In other words, it is assumed
that an access route with a higher traffic volume would tend to channel more
access traffic to the development than one with a low traffic volume.

19
10.3.4.11 In performing trip distribution with computer, a common basis for converting zone-
to-zone trip productions and trip attractions into trip interchanges is the Gravity
Model. The Gravity Model rests on two principal assumptions:

(a) A trip produced in one zone is more likely to be attracted to another

zone which has a higher number of trip attractions;

(b) Similarly, a trip produced in one zone is also more likely to be attracted to
another zone which is closer to it (which is analogous to Newton’s law of
gravity, hence the name Gravity Model).

For computer modeling, there are several propriety software packages available
in the market. The Traffic Engineering Consultant must obtain the agreement of
the Approving Authority on any particular software which he intends to use.

10.3.4.12 Computer traffic modeling shall be employed for any proposed development that
has a Gross Floor Area (GFA) of 1.8 million sq. ft. or which generates a two-way
traffic volume of 3,000 vehicle trips per hour or more. For a proposed
development the GFA or generated traffic of which both fall below the respective
threshold, however, manual computation can be accepted.

Trip Assignment

10.3.4.13 At this stage, the total volume of trips produced by and attracted to the
proposed development, and their directions of flow would have been determined.
The subsequent step is the assignment process whereby the generated trips are
assigned to the road network in the study area. This process is essential before
assessment of impact on the road network in the study area can be carried out.
The aim of assigning the generated trips is to estimate the volume of traffic in the
IAY at affected roads and junctions.

10.3.4.14 Trip assignment models are formulated to predict the number of trips using
various routes and, hence the traffic on the links and intersections of a road
network. They help to determine, for a particular set of trip interchanges or O-D
pairs, which set of links or roadways within the road network in the study area will
be used to reach the desired destinations. The assumption for most assignment
or route choice models is that people will choose the route which offers the
shortest travel time (or, incurs the least cost of travel). In accordance with this
principle, trip interchanges may then be assigned onto the set of routes which
may become attractive as alternatives). For the use of computer software for trip
assignment, clause 10.3.4.12 applies.

10.3.4.15 For developments which are relatively small in scale, the volume of traffic
distributed in accordance with the section Trip Distribution above may be
assigned directly onto roads in the study area to obtain the total traffic volume
on the affected roads in IAY. (As these road link are, in general, located in the
close vicinity of the proposed development, the assumption here is not about
optimized travel times as route choices as in a typical traffic model, but more
on the availability of access routes and their relative popularity as an access
choice).

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 10.3.4.16 For the purpose of traffic impact analysis, modal split between private and
public transport shall not be considered. In other words, there shall be no
reduction in the project generated traffic due to the anticipated usage of public
transport. However, this rule does not apply to integrated public transport hub
development and Transit Oriented Development (TOD). A TOD is a mixed-use
residential or commercial development designed to maximize access to public
transport. It must contain specific features to encourage transit station or
simultaneously with the development of a new transit station which will become
operational when the proposed TOD is completed.

10.4. NETWORK CONDITIONS AND IMPACT ANALYSIS

10.4.1 Impact Analysis

10.4.1.1 The traffic impact caused by the proposed development is defined

as the negative change in the LOS indicated by the comparison of the
Baseline Traffic Conditions in IAY against the Development Impacted
Traffic Conditions in IAY.

10.4.1.2 Unless otherwise agreed between the Traffic Engineering Consultant

and the Approving Authority, the computation of LOS shall be based
on the recommendations of the latest version of the HIGHWAY
CAPACITY MANUAL published by TRANSPORTATION RESEARCH
BOARD of The National Academies of USA, with appropriate
modifications given in the latest version of the Highway Capacity
Manual (HCM) Malaysia published by the Highway Planning Division,
Ministry of Works, Malaysia.

10.4.1.3 The traffic impact shall be examined at each and every one of
the designated locations. These designated locations shall include:

(1) All points of connection between the development and the road
network, and

(2) Sections of existing or future roads, junction and locations of

traffic conflict in the study area that have been identified and
agreed prior to the study by the Approving Authority and Traffic
Engineering Consultant.

10.4.1.4 For each individual intersection, LOS of each lane group of all
approaches shall be presented individually. Overall LOS of an
intersection, though useful as an indicator of the overall performance
of that intersection, is not relevant in TIA study. Apart from the LOS,
the respective degree of saturation (v/c ratios) as well as the maximum
queue lengths and delay shall also be computed and presented. (refer
to notes below)

21
10.4.1.5 LOS of junctions and mid-block shall be analysed individually. When
a segment (the one-directional distance from one signalized
intersection to the next) of a road is less than 300m, the adjacent
junctions shall be analysed together, taking into account the mutual
influence of the junctions and paying particular attention to queue
lengths.

10.4.1.6 Junction analysis can be undertaken using any software accepted by

the Approving Authority. Typically, this software needs to be able to
analyse prevalent traffic conditions in existing scenario prior to it being
used to analyse future traffic conditions.

10.4.1.7 The traffic impact swept path analysis especially for traffic circulation
within site shall be conducted, if required by Approving Authority.

10.4.1.8 Traffic simulation modelling shall be provided by the consultant if

required by Approving Authority.

Notes:

LOS provides an indication or measure of the operational condition of the

facility concerned. A range from “A” to “F” is applicable; LOS “A” represents
an excellent level of operational condition, while LOS “F” an undesirable,
exceedingly congested and failed situation.

Volume/capacity ratio (v/c ratio) or degree of saturation gives a measure

of the level of utilization of the facility. It indicates how much spare capacity
or how saturated the facility has become.

Queue length computation provides information on the length of storage

lane which helps to avoid one traffic movement from obstructing the other
at an intersection.

Delay in the LOS Module is the average controlled delay. LOS is directly
related to the average controlled delay which is estimated for each of lane
group and average for approaches and the intersection as a whole.

Where dedicated storage lane for vehicles queuing for turning is not
available or inadequate, one possible mitigating measure is to re-compute
the LOS with the turning vehicles sharing lanes with the through traffic.

22
10.5. MITIGATION MEASURE

10.5.1 Where the analysis shows that there will be negative impact, mitigation
measures must be proposed to upgrade the road facilities at that location
so as to achieve the requirements set out in Section 11 of this Guideline.
This proposal, as decided by Approving Authority, with the indicative costs
of land acquisition, design and construction of mitigation measure which
shall be borne by the Developer, shall be included in the submission for the
Planning Permission.

10.5.2 In developing mitigation measures, possible improvements in relation to

site access, geometry, traffic signal timing, new facility, traffic management
and other operational issues should be investigated.

10.5.3 When reasonable improvements cannot sufficiently mitigate the resulting

impacts from the development, a review of the proposed development in
terms of project size, land use, development density or plot ratio should be
carried out, with a view to lessen or reduce the level of such impacts to
within the acceptable level.

10.5.4 In the case where the IAY baseline traffic conditions (from the “without
development” scenario) is already lower than LOS E, then it is an indication
that the existing network cannot sustain additional traffic load from any new
development. In such a case, the Traffic Engineering Consultant should
advise the developer to reconsider the proposed development until such
time or situation when the existing transport network may be upgraded, and
the traffic conditions have improved to a level higher than the
acceptable level. Otherwise, the Developer would have to undertake the
upgrading works himself.

10.5.5 A conceptual design drawing of the upgraded facilities shall be presented

in suitable paper size as required by Approving Authority. The preliminary
design shall be prepared by the Civil and Structural Engineer based on the
conceptual design presented in the TIA Report. The preliminary design shall
comply with the relevant standards published by Approving Authority.

10.5.6 The drawing shall show the boundaries of land required, indicating
additional land to be acquired where necessary.

10.5.7 The Traffic Engineering Consultant shall submit design calculations

together with the drawings to demonstrate that the requirements of Section
11 of this Guideline can be achieved by the mitigation. This includes a re-
computation of the traffic condition of the Designated Locations after
incorporating the proposed mitigation measures.

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11. TRAFFIC CONDITION TO BE ACHIEVED AFTER MITIGATION MEASURES

BASELINE TRAFFIC MINIMUM TRAFFIC CONDITION

CONDITION IN IAY ** (WITH DEVELOPMENT) AFTER
MITIGATION MEASURES IN
IAY ***
(LOS)
(LOS)
A C
B C
C C
D D
E D (exception E) *
F D (exception E) *
* See sections 11.3 and 11.4 below.
** BASELINE TRAFFIC CONDITION IN IAY refers to traffic condition
without development in IAY.
IAY means Impact Analysis Year.
IAY is to be 10 years after the projected CY.
*** These requirements are applicable to road segments and each
element of the intersections individually.
See section 10.3.1 for definition of terms.

Table 5: Minimum Traffic Condition After Mitigation Measures

11.1 Traffic condition in the existing road network affected by the impact of the traffic
from the new development will invariably become inferior to the Baseline Traffic
Condition in IAY. Mitigating measures are supposed to restore the level of service
of the existing roads to their baseline conditions. The minimum traffic condition to
be achieved after mitigation measures are in place shall be as shown in the Table
5 above.

11.2 For roads with Baseline Traffic Condition in IAY at LOS A, B or C, the minimum
traffic condition after mitigation measures shall have LOS C. Otherwise, the
minimum Baseline Traffic Condition in IAY for LOS D after mitigation measures shall
have LOS D unless required by Approving Authority to have better LOS. LOS D is
considered to be the lower bound level at which roads operate satisfactorily.

11.3 Where the Baseline Traffic Condition in IAY is at LOS E, the target mitigated LOS
shall also be D. However, where site condition is very restrictive and the Approving
Authority is convinced that the highest LOS achievable after mitigation measures
is level E, the Approving Authority may consider allowing an exemption of the
LOS D requirement.

24
 11.4 Where Baseline Traffic Condition in IAY is at LOS F, it indicates that the existing
road network, or part of it, is already below acceptable operating condition. New
traffic should not be allowed to enter the road network. In general, the
Approving Authority should not consider approving any new development that will
cause further negative traffic impact to the existing network unless the developer
can demonstrate that he/she can, and undertakes, to upgrade the existing roads to
achieve results as in the table above.

12. VALIDITY PERIOD OF TIA STUDY

If the time lapse between the dates of TIA study and its submission is more than two (2)
years, the TIA must be updated to reflect the latest traffic conditions of the locality. Not
withstanding the abovementioned time lapse, the Approving Authority may ask for an
updated TIA whenever it deems necessary.

13. TIA REPORT

13.1 Report Contents

The final TIA Report shall contain at least the items listed below. The Traffic
Engineering Consultant shall have the liberty to modify or include further items
where deemed necessary.

No. Item Description

1. Report Cover • Project title

• Client name
• Consultant name
• PEPC stamp and signature
• Date of submission

2. Executive Summary • Brief description of proposed

development
• Summary of traffic impact analysis
• Brief description of proposed
mitigation measures and the extent
they can mitigate the impact

3. Introduction • Description of proposed development

• Traffic impact study methodology

25
4. Defining the study • Scope of study
area/boundary • Records of discussion and agreement
with Developer and Approving Authority
• Description of road network within the
agreed area of study
• Map of road network in area of study

5. Determining existing traffic • Description of traffic generators in and

around the study area
• Identification of other developments with
planning approval but not yet
implemented
• Identification of committed transportation
projects in the study area.
• Identification of designated links and
intersections
• Examination of historical data (including
traffic accident)
• Volume survey of current traffic flows
in designated links and intersections
within the study area
• Survey of pedestrian flows at critical
locations.

6. Land use study • Description of current planning policies of

the Approving Authority for the site of
the proposed development including
parking standards
• Description of current usage of the site
proposed development
• Description of land use of the
proposed development, including
site area and development
phasing
• Breakdown of types and units of building
in the proposed development
• Site and layout plans

7. Trip Generation • Computation of trip generation (non-site

traffic and site traffic)
• Estimation of trip generation for peak
hours (with weekday and development
peak if necessary)
• Justification of the values used
• Computation of peak traffic volume, i.e.
combination of Site and Non-Site traffic

26
 • Specification of trip attraction by phase
(if appropriate)
• Justification for methodology adopted for
trip distribution and assignment
• Estimation of traffic growth rate over
time for both Site and Non-Site traffic

8. Impact Analysis • Description of capacity analysis

technique
• Details of traffic impact analysis result
• List of locations where mitigation of traffic
impact needs to be addressed

9. Mitigation Measures • Description of proposed mitigation

measures
• Preliminary plans of mitigation measures
• Details of computations and analysis
showing that the mitigation criteria as
given in Section 11 of this Guideline
have been met

10. Conclusion

13.2 Submission Checklist

Submission checklist of TIA report is shown in Appendix 4.

27
 APPENDIX 1: THE TIA APPROACH

Background Study & Literature

Review (Proposed Land Use
Developments On The
Development Site)

Networks Review and Field Study Traffic Data

Inventories of Present Land Use Survey
STAGE 1
Data Collection

• Traffic Identification of Existing Data Processing

distribution Traffic Conditions and STAGE 2
pattern Adjacent Land Use Analysis of
• Network and Pattern Existing Traffic
junction Conditions
operations

Identification of Future Traffic Identification of

Pattern Appropriate Trip Rates By
• Traffic Growth Various Land Uses (Trip
• Committed and Future Generation)
Development
• Future Road Network

Future Year Road STAGE 3

Network & Trip Forecasting Future
Generation Traffic Demand

Revise Proposed
Future Traffic Land Use
Demand Development
NO

Option YES Availability of

Testing better solution?

Traffic impact to road network

• without proposed
development
• with proposed development

NO
Is LOS
OK?
STAGE 4
YES Evaluation of
Future Traffic
Recommendation Conditions
28
 APPENDIX 2: SAMPLE CALCULATION OF TRIP GENERATION

Project: Proposed Development of 18 Storey (322 Unit) Medium Cost Apartment and 17 Storey
Low Cost Apartment (96 Unit)

Development Area = 9,932 sq. mtr. (2.45 acre)

Proposed Development Component(s):

No. Type of development Plot area No. Of unit

Medium Cost Apartment – 1 Block

1. 900 sq. ft. / unit 322 unit
18 Storey With 4 Storey Car Park Podium
Low Cost Apartment
2. 700 sq. ft. / unit 96 unit
17 Storey With 1 Storey Car Park
217.55 sq. mtr.
3. Surau (In Building) 1 unit
(2,341 sq. ft.)
545.1 sq. mtr.
4. Public Facilities (In Building) 1 unit
(5,867 sq. ft.)

5. TNB Tower (Double Chamber) - 1 unit

16.67 sq. mtr.

6. Trash Depo 1 unit
(179 sq. ft.)

29
Land use and the corresponding trip generation equations

Sub- Out
Code Peak Hour Equation/ rate Variable Pcu In (%)
Categories (%)

AM Peak Hour y = 0.3415x +

0.91 26 74
of Generator 28.8758
Flat, Apartment, 01 01 Dwelling
Condominium 05/06/07 Units
PM Peak Hour y = 0.3302x +
0.91 60 40
of Generator 30.8344

AM Peak Hour
y = 0.69x 0.81 37 63
of Generator
Low Cost Dwelling
01 01 20
Housing Units
PM Peak Hour
y = 0.74x 0.78 57 43
of Generator

Total generated trips by the development

AM Peak Hour PM Peak Hour

Type of
No. Unit Vehicle Pcu In Out Vehicle Pcu In Out
development

Medium cost
1 322 139 126 33 93 137 125 75 50
apartment

Low cost
2 96 66 54 20 34 71 55 32 24
apartment

Total 180 53 127 180 106 74

Source: Malaysian Trip Generation Manual (MTGM) 2010 published by the Highway Planning
Unit of the Ministry of Works, Malaysia. If the site condition differs from that in MTGM,
then it is necessary to collect data at sites of similar condition to produce trip generation
rates and accepted by Approving Authority.

30
 APPENDIX 3: TIA MILESTONES

BY SY CY IAY

Base Year Submission Year Completion Year Projection Year

(e.g. 2017) (e.g. 2018) (e.g. 2020) (e.g. 2030)

•
• Proposed
development
Submission of
Development
• Proposed development fully • Forecast the traffic
completed and operational. impacts 10 years upon
project information Proposal Report
(Development (TIA Report) to • Projected traffic volume with
completion.
location, type, Approving 3 scenarios: • Projected traffic volume
component, Authority for with 3 scenarios:
a) Without development
density, planned Planning
(Non-Site Traffic only)
completion date, Permission a) Without
b) With development (Non-
etc.) for the base Approval. development
Site Traffic + Site
(current) year. (Non-Site Traffic
Traffic)
* Note: only) – known as
c) With development and
• Data Collection mitigation measures
Baseline Traffic
(Traffic count, road Validity period of Condition in IAY
characteristics, TIA Report is 2 • Assessment and mitigation b) With development
average annual years from the for access, intersection (Non-Site Traffic +
traffic growth rate, date of TIA study delay, road link capacity, Site Traffic)
etc.) in BY. If more than and transport infrastructure. c) With development
2 years, the TIA and mitigation
* Note: measures
• Existing/Current
Report must be
Traffic Condition
updated to reflect
the latest traffic
- Project completion period • Assessment and
(AM Peak, PM (inclusive of time taken for mitigation for access,
conditions of the Planning Permission Approval
Peak) – known as locality.
intersection delay, road
Baseline Traffic to be obtained and actual link capacity, and
Condition construction works) is transport infrastructure.
assumed to be 2 years &
commencement of project
immediately after Planning
Permission Approval obtained
in SY. However, if project
completion period is expected
to be more than 2 years, this
will have to be determined and
reflected accordingly in the
TIA Report.
- For staged developments,
traffic impact must be
assessed during operational
year for each stage.

31
 APPENDIX 4: SUBMISSION CHECKLIST FOR PLANNING APPROVAL

Project Title:
Traffic Consultant Firm:
Submitting Person (PEPC):
Date:

No. Checklist Yes No Remarks

1. Cover letter by PEPC.

2. Three (3) copies of TIA report according to report outline.

3. Softcopy of TIA report in PDF format with presentation

slides.

*4. Softcopy of proposed improvement traffic and road

infrastructure of development site and its surrounding in
AutoCAD drawing format.

*5. Three (3) sets of hardcopy plan of item 4 above.

6. TIA report
To be and
revise all plans
based endorsed
on item 10.5.5by PEPC.

7. All report covers and plans must carry the declaration as

below;

“I hereby certify that these works have been undertaken

by me in accordance with sound engineering practice and
that I take full responsibility for the proper performance of
the same.”

*8. Plan 1

a. Table showing Components of Development, Plot

Ratio, Density, Total Gross Floor Area, Modal Split
and Annual Growth; and

b. Traffic study coverage area and survey location of

junction and mid-block.

32
 *9. Plan 2

a. Ingress and egress traffic distribution and

assignment pattern plan showing existing, upon
completion with and without development and
improvement, and future traffic projection; and

b. Trip generation for the proposed development.

*10. Plan 3

a. Comparison table of Level of Service (LOS) on

junction analysis showing existing, 10 years upon
completion with and without development and
improvement, and future traffic projection; and

b. Junction analysis plan.

*11. Plan 4

a. Comparison table of Level of Service (LOS) on mid-

block analysis showing existing, 10 years upon
completion without improvement and with
improvement, and future traffic projection; and

b. Mid-block analysis plan.

*12. Plan 5

a. Existing traffic and road arrangements of

development site and its surrounding;

b. Proposed improvement traffic and road of

development site and its surrounding;

c. Linkage to public transport facilities and

infrastructure;

d. People facilities like pedestrian walkway, pedestrian

bridge, underground pedestrian passage, bicycle
track; and

e. Transit Oriented Development (TOD).

Note:
* - Optional item subject to requirement by Approving Authority.

33