LEARNING OUTCOMES

● Familiarity with TIA components such as data collection, traffic analysis, impact
assessment, and mitigation measures.
● Understanding of the typical process of conducting TIA.
● Become aware of the contents of a TIA.

ABSTRACT

Traffic impact assessments are becoming increasingly important as a planning

tool to anticipate demand on the transportation network and to lessen any adverse
effects. Additionally, as funding for public facility and infrastructure investments grows,
understanding traffic implications becomes even more crucial. TIAs are essential for
spotting potential traffic issues early on and helping to identify a workable solution.

INTRODUCTION

The interdependence of land use and transportation is one of the core principles
of transportation planning. The level of accessibility offered by the current transportation
system has an impact on the pattern of land use. Any new development generates or
attracts travel, which in turn generates new travel demands. Therefore, there is a need
to upgrade the existing transportation infrastructure, either through the construction of
new infrastructure or the improvement of operational conditions. These enhancements
raise the appeal of the site and boost its accessibility to the nearby activity hubs. This
encourages further growth, and the cycle repeats. This process continues until an
equilibrium is reached. To ascertain the potential effects of development on the
transportation and traffic systems and to reduce the adverse effects, traffic impact
assessments (TIAs) are carried out. The type, scale, and location of the development
determine the TIA's complexity and range of detail.

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 In other words, to determine if the transportation infrastructure can handle the
extra trips a project will create, traffic impact assessments are necessary for any
planned land development, redevelopment, or rezoning project. Traffic Impact
Assessments give important information regarding land use and planning decisions to
developers and municipal stakeholders. We go through the value of traffic impact
assessment and how collaborating with an accomplished group of engineers and
environmental experts may aid in creating or enhancing transportation infrastructure.

TRAFFIC IMPACT ASSESSMENT (TIA)

To better understand, evaluate, and mitigate any identified traffic and

transportation issues related to the proposed development, a traffic impact analysis
report is created. This is an analysis of the traffic effects of developing new activities
within a geographic area. It projects, describes, and makes suggestions for how to
reduce these effects. In the region of the planned development project, traffic is widely
defined as the movement of people and goods by all surface transportation modes,
including cars, public transportation vehicles, trucks, pedestrians, and non-motorized
traffic.

The general procedures for all forms of transportation modeling, which include
but are not limited to the following, are followed in the creation of a traffic impact
analysis:

● Data Collection
● Trip Generation
● Trip Distribution
● Traffic Assignment
● Level-of-Service Analysis
● Report Preparation and Presentation

A TIA is typically included in an environmental report (Negative Declaration or

Environmental impact report), although it may also be needed separately for a

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development that is being considered. A TIA is a crucial tool for assessing how a
planned land development project will affect transportation. It points out the necessity of
any transportation system upgrades to ease congestion, maintain and enhance safety,
and offer site access and impact reduction for the project.

Why do you need Traffic Impact Analysis?

The amount of data and complexity of traffic impact studies varies according to
the type, size, and location of a development project. Though, the goal of each Traffic
Impact Assessment is the same. Traffic Impact Studies review:

● Site conditions.
● The proposed development.
● Site access and circulation.
● How trips generated by the development will affect roads and intersections.

In addition to assessing the effects of a specific set of developments, traffic

impact studies can offer information on more general development plans and actions
that have an impact on the patterns and traits of community growth. Key reasons for
conducting traffic impact studies include:

1. Identifying potential transportation infrastructure problems. Traffic Impact

Studies forecast the additional traffic associated with a development and identify
potential problems that might influence development decisions. In large
communities, these assessments help plan for multimodal transportation,
including public transit.
2. Determining improvements to accommodate the development. A Traffic
Impact Study helps reduce the negative effects the proposed development could
have on the neighboring community. It ensures the transportation network can
accommodate the expected traffic increase.
3. Ensuring safe and reasonable traffic conditions. Safety is a top priority for
any land development project. A Traffic Impact Study helps ensure safe and

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 reasonable traffic conditions once the development is complete. This protects the
community's substantial investment in its street system. The study may also
recommend geometric or operational roadway improvements.

GUIDELINES FOR TRAFFIC IMPACT ASSESSMENT

The Guidelines are intended to establish minimum requirements for the conduct
of traffic impact assessments (TIAs). They outline and discuss the recommended
contents of a TIA and are intended to assist reviewers of TIAs as to the completeness
and substance of TIAs undertaken for projects.

Based on an initial assessment of transportation impacts, traffic generation, and

parking generation, the consultant will decide whether it is necessary to produce a TIA.
For traffic generation purposes, the threshold may be interpreted as 100 or more
brand-new vehicle trips during the morning. or P.M. as determined by the project, peak
hour. The criterion for parking generation is the absence of one or more parking spaces
due to the project. Or when a project might affect a busy or accident-prone area, or
where unique site access and safety concerns exist.

Any sort of development, including residential, commercial, office, industrial, or

mixed-use projects, might be the subject of an analysis. Before any changes to land use
zoning, subdivision maps, site plans, or new roadways are approved, a developer often
needs to file a TIA. A traffic operations analysis may be required by the City/Municipal
Planning and Development Office (CPDO or MPDO) to solve local transportation
concerns if a TIA is not necessary.

Step-by-Step Process

Figure 1 illustrates the sequential steps involved in conducting a TIA study for a
development project in accordance with the TIA procedure. As each step of the
procedure is connected, it is essential to follow them all. Furthermore, it is crucial to fully
understand the scope and timing of the development at the first stage in order to
establish the amount of work to be done and the order in which it will be implemented.

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 It is critical to identify the specific data required for the traffic effect analysis
phase during the data gathering stage. Among the data needed for the analysis are an
inventory of the current transportation facilities, the current developments in the area,
the future developments, and the future transportation enhancements in the area. It is
recommended that the analytical methods used and the outcomes' presentation be
simple to understand. This is crucial, especially for local government organizations who
will assess the TIA study's findings. Eventually, a traffic management strategy is created
to include the indicated traffic mitigation measures. Also included in the traffic
management plan are the following:

(a) institutional plan,

(b) costing,
(c) implementation, phasing and other information that may be required.

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Who May Prepare and Evaluate Traffic Impact Assessment?

Impact assessment may be performed by a transportation engineer or planner

who has been certified as qualified to prepare a TIA by the Environmental Management
Bureau (EMB) and the National Center for Transportation Statistics (NCTS) of
University of the Philippines. Certification requires that the person or persons
undertaking the TIA have an adequate background to conduct the study. Adequate
background is defined as a person holding at least a master's degree in transportation
or its equivalent in terms of training and professional experience.

Similarly, the same minimum qualifications must be true of the city or municipal
TIA evaluator(s). These evaluators may comprise a committee formed by the local
government to review and/or evaluate the traffic impact of development proposals.

THE CONDUCT OF TRAFFIC STUDIES

Current Practices in the Philippines

The Institute of Transportation Engineers recommends a checklist of

requirements for traffic impact analysis (ITE, 1991). These served as the foundation for
the 2001 Philippine guidelines. A scaled-down report may be produced because a TIA's
recommended contents are quite extensive and might not be practical in some
circumstances, such as when a developer has a limited budget. Seven (7) factors that
are judged crucial or at the very least important in the performance of traffic impact
analysis may be the focus of a compact TIA. These include the following:

(a) Definition of the impact area;

(b) Characterization of baseline traffic;

(c) Estimation of traffic generation attributed to the project;

(d) Formulation of traffic management plan;

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 (e) Access points and routing analysis;

(f) Parking requirement analysis; and

(g) Formulation of implementation mechanisms for recommended

countermeasures.

The above components can be considered as the minimum contents of a TIA.

These are components that the EIA Review Committee, which will be tasked with
assessing the overall effects of a project, may require. It is this committee that will
recommend the granting of an ECC and hence approve the implementation of a project.

1. Determination of Scope of Work

1.1 What should be covered in a TIA?

The Local Traffic Management Authority, in coordination with the City/Municipal

Engineering Office and the Office of the City/ Municipal Planning and Development
Coordinator, will determine the scope of work for a TIA. A session with the preparer of
the TIA document needs to be held in which the scope of the TIA will be agreed upon.
This is usually referred to as a “scoping” session. Upon approval of scope of work, the
consultant hired by the project proponent may proceed with the work and prepare a TIA
report. During the work, the consultant should discuss any new issue with city/municipal
officials and staff.

The TIA covers many aspects of different projects that will affect the transportation
network of the City or Municipality, mainly the project surroundings. The various projects
can be broadly characterized into the following items:

● Project Alternatives
● Transportation Improvements
● Geometrics and Queueing
● Traffic Safety
● Site Circulation and Parking

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 ● Alternative Transportation Modes (including facilities related to transit,
bicycle and pedestrian travel)
● Transportation Demand Management
● Neighborhood Traffic and Parking Management
● Funding
● Others

The level of detail of the traffic study to be required shall be determined by

project type and size in accordance with the criteria in Table 5.1-1. The extent of the
study area may be enlarged beyond the urban block in which the project is located (200
meters radius), or decreased depending on special conditions as determined by city
planning and engineering staff and officials.

1.2 Analysis Time Period

The analysis time period shown in the Table below shall include both the morning and
afternoon weekday per hours, except:

● If the project is expected to generate no trips or a very low number of trips during
either the morning or evening peak periods, then the requirement to analyze one
or both of these periods may be waived by the City Traffic Engineer
● Where the peak hour traffic in the study area occurs during a different time period
than the normal morning or afternoon peak hour travel periods (for example,
mid-day), or occurs on a weekend, or if the proposed project has unusual
peaking characteristics, these additional peak hours shall also be analyzed.

The peak hour of the generator also shall be analyzed where its value exceeds
the number of trips generated by the development during the peak hour of the adjacent
national road or major arterial road.

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1.3 Seasonal Adjustments

The traffic volumes for the analysis hours shall be adjusted for the peak season, if
appropriate, in cases where seasonal traffic data are available and approved by the
DPWH or MMDA regional traffic engineer.

Table 5.1-1 Criteria for Determining Study Requirements

Analysis Development Study Horizon Minimum Study Area

Category Characteristic d a c

1 Small-scale Not required No TIS required

development, e.g., a
single-family residential
building

1. Site access
2 Small development, with Opening year
driveways
traffic generation of 100
2. Adjacent
to 500 peak hour trips
signalized
intersection and/or
major un-signalized
street intersections

1. Site access
3x Moderate, single phase Opening year
2. All national roads,
500 – 1,000 peak hour
5 years after signalized
trips
opening intersection and/or
major un-signalized

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 street intersections
within 5,000 meters

1. Site access
3y Large, single phase > Opening year
driveways
1,000 peak hour trips
5 years after 2. All national roads,
opening b signalized
intersection and/or
10 years after major un-signalized
opening street intersections
within 1-km

1. Site access
3z Moderate or Large, Opening year of
driveways
multi-phase each phase
2. All national roads,
5 years after signalized
opening b intersection and/or
major unsignalized
15 years after street intersection
opening within 1-km

a Assume full occupancy and build out

b Not required if traffic impacts of the project is fully mitigated 10 or 15 years

after opening with existing conditions plus 5-year programmed
improvements

c An enlarged study area may be required by the City for certain projects,
like a shopping mall

d The number of trips shall include all trips made to the site, i.e. pass-by and
diverted link trips

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1.4 When Should Transportation Impact Analysis be Prepared?

A TIA should start in the earliest planning stages of a project, including site
selection. This would assist in the preparation of a more responsive and cost effective
site plan.

In lieu of other locally preferred thresholds, it is suggested that a TIA be

conducted whenever a proposed development will generate 100 or more new peak hour
vehicle trips to or from the site. A cross sampling of data collected by the Institute of
Transportation Engineers (ITE) in the United States shows that the following situations
or thresholds that commonly trigger a requirement for a traffic impact analysis:

● When a specified amount of development area is being rezoned

● When development contains a specified number of dwelling units or given
developmental area
● At the judgement or discretion of the staff
● When development will occur in a sensitive area
● When financial assessments are required and the extent of impact must be
determined

Developers should have a TIA undertaken in advance of submitting a project to

the City Planning and Development Coordinator and the Sangguinang Panglunsod /
Sangguiniang Bayan, communicating with the agency to obtain specific TIA
requirements.

A TIA is typically appropriate for the following local processes:

● Zoning and rezoning application

● Land subdivision application
● Environmental assessment
● Site plan approval

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 ● Special-purpose districts
● Development agreements
● Changes to general and/or specific plans
● Annexations

1.5 What Issues does a Transportation Impact Analysis Need to Address?

Once the consultant who will prepare the TIA has been hired by the developer, it
is important that a meeting be held involving the City staff, the developer, and the
consultant preparing the TIA to determine issues that need to be addressed which
would include the following:

● What are the transportation improvements needed to serve the traffic generated
by the new development?
● How much will the improvement cost be and who will pay for them?
● Will the new project impact traffic on any existing residential streets and how will
those impacts be mitigated?
● Will the new development aggravate any existing safety hazards or create new
ones and, if so, how can those hazards be corrected?
● Can the proposed development be served by public transportation and does the
design encourage ridesharing?
● Is the design of the development friendly towards bicyclists and pedestrians who
need to access the development or who need to pass through or by the
development?

2. Data Collection

2.1 Data Collection Requirements

During the data collection phase, it is essential to identify which primary and
secondary data are needed to complete the TIA. These can range from the inventory of

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existing transportation facilities and current developments within the site vicinity to
future physical and transportation systems.

Data for use in the TIA must be within a one-year period. Data for main road
traffic volumes, local street traffic volumes, intersection traffic volumes, and traffic
collisions may be available from the DPWH-TEC or other agencies. Part transportation
impact analyses approved development traffic plans, transportation improvement
project plans, specifications, and estimates can also be available for review.

The TIA should include provisions for initial data gathering through surveys if the data
are not readily available.

Data needed for TIA

Detailed traffic engineering research requires data that represent the current
situation. This forms the basis for comparing proposed alternatives and for future
traffic forecasting. During the planning phase of the project, we needed to collect
data focusing on connectivity and traffic distribution throughout the day.
Classified vehicle turning movement counts at all the major intersections;

● These counts are categorized into 15-minute intervals and should be run
for at least 2 hours (preferably 3 hours) during each typical peak time of
the day.
● If you anticipate significant problems during peak shopping on Saturday or
Sunday, you should also count these peak periods.
● Counts must be classified by type, i.e., cars, buses, paratransit, trucks,
pedestrians, and bicycles;
● Turning-movement counts at the major accesses along the corridor with
similar requirements for the counts as outlined above;
● Link-volume counts (between major intersections) are classified by vehicle
type on all the major routes in the proposed BRT corridors and also along
important parallel routes.
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2.2 Turning Movement Counts

Turning movement counts shall be obtained for all existing cross-street

intersections to be analyzed during the morning and afternoon peak periods and the
peak hour of the generator.

2.3 Daily Traffic Volumes

The current and projected daily traffic volumes shall be presented in the TIA
report. Available daily traffic count may be obtained from DPWH and extrapolated a
maximum of 2 years.

Traffic volumes estimates from other approved developments within the study
area which are expected to occur during the study horizon years should be obtained
from the local traffic management authority and presented in the TIS reports.

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2.4 Accident Data

Traffic accident data shall be obtained from the police or local traffic management
authority, for the most current three-year period available.

2.5 Roadway and Intersection Geometrics.

Roadway geometric information shall be obtained including roadway width,

number of lanes, turning lanes, vertical grade, location of nearby driveways, and lane
configuration at intersections.

2.6 Traffic Controls Devices

The location and type of traffic control devices shall be identified.

Travel Demand Forecasting

Travel Demand Forecasting is the process used to predict travel behavior and resulting
demand for a specific future time frame, based on assumptions dealing with land use,
the number and character of tripmakers, and the nature of the transportation system.

Trip Generation

The decision to travel for a given purpose is called trip generation. These generated
trips from each zone are then distributed to all other zones based on the choice of
destination. This is called trip distribution which forms the second stage of travel

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demand modeling.Trip generation rates from other previous studies may be used for
selecting trip generations rates, when no data source is available, primary surveys will
have to be conducted for similar uses.

Trip Distribution and Assignment

Projected trips shall be distributed and added to the projected non-site traffic on the
road system. The specific assumptions and data sources used in deriving trip
distribution and assignment shall be documented in the TIS.

Capacity

Capacity is defined as the maximum number of vehicles, passengers, or the like, per
unit time, which can be accommodated under given conditions with a reasonable

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expectation of occurrence. Some of the observations that are found from this definition
can be now discussed. Capacity is independent of the demand. It speaks about the
physical amount of vehicles and passengers a road can afford.

Level of service

A term closely related to capacity and often confused with it is service volume. When
capacity gives a quantitative measure of traffic, level of service or LOS tries to give a
qualitative measure. A service volume is the maximum number of vehicles, passengers,
or the like, which can be accommodated by a given facility or system under given
conditions at a given level of service.

Types of facilities

● Uninterrupted flow - flow of traffic in which there are no obstructions to the

movement of vehicles along the road. Freeway is one example for this type of
facility. In a freeway, when a vehicle enters a freeway, there is no need for the
vehicle to stop anywhere till it leaves the freeway. There are three sections in a
freeway - basic unit, weaving section and ramps(on/off). Vehicles will be entering
the freeway through ramps. Ramps used for entering the freeway are called
on-ramps and those used for exiting the freeway are called off-ramps. Freeways
generally have 4, 6, or 8 lane alignments. Multi lanes also provide uninterrupted
flow.

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 ● Interrupted flow - it refers to the condition when the traffic flow on the road is
obstructed due to some reasons. This is experienced in signalized intersections,
unsignalized intersections, arterials etc. At signalized intersections, there will be
some kind of active control and the vehicle will have to stop or sometimes to
reduce its speed and the flow of traffic is interrupted. Thus the capacity is defined
in terms of control delay ie sec/veh.

Highway capacity

Highway capacity is defined by the Highway Capacity Manual as the maximum hourly
rate at which persons or vehicles can be reasonably expected to traverse a point or a
uniform segment of a lane or roadway during a given time period under prevailing
roadway, traffic and control conditions.

● Traffic conditions: It refers to the traffic composition in the road such as the mix
of cars, trucks, buses etc in the stream. It also includes peaking characteristics,
proportions of turning movements at intersections and the like.
● . Roadway characteristics: This points out to the geometric characteristics of
the road. These include lane width, shoulder width, lane configuration, horizontal
alignment and vertical alignment.
● Control conditions: This primarily applies to surface facilities and often refer to
the signals at intersections etc.

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Factors affecting level of service

The level of service can be derived from a road under different operating characteristics
and traffic volumes. The factors affecting level of service (LOS) can be listed as follows:

● . Speed and travel time

● Traffic interruptions/restrictions
● Freedom to travel with desired speed
● Driver comfort and convenience
● Operating cost

Mode Choice
The allocation of person and vehicle trips to a particular travel mode occurs in the mode
choice model. Using the level of service characteristics of each available transportation
system, the model ‘chooses’ a mode of travel for each trip based on the relative
attractiveness of each competing mode.

Fare Collection System

The fare collection system, or AFC or ticketing, includes the distribution of travel
documents, their subsequent validation, and fare payment. It can be combined with
access control based on turnstiles. An important component is the follow-up processing
of obtained data, its evaluation, optimisation of connections, and interconnection with
any related systems.

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3.Traffic Impact Analysis (contents)

3.1 TIA Format

I. Executive Summary: A brief overview of the key findings and recommendations

of the TIA.
II. Introduction: An introduction to the proposed development project and the
purpose of the TIA.
III. Study Area and Methodology: A description of the study area, including the
location of the proposed development, and a description of the data collection
and analysis methodology.
IV. Existing Transportation Conditions: A description of the existing transportation
network in the study area, including traffic volumes, speed limits, and level of
service at key intersections and roadways.
V. Traffic Projections: A forecast of the traffic volumes that will be generated by
the proposed development, including the expected mode of transportation.
VI. Impact Assessment: An analysis of the potential impact of the proposed
development on the existing transportation network, including an evaluation of
the level of service at key intersections and roadways, and an assessment of
pedestrian and bicycle access.
VII. Mitigation Strategies: Recommendations for mitigation strategies to reduce the
negative impact of the proposed development on the transportation network,
including changes to the proposed development, and transportation demand
management strategies.
VIII. Conclusion: A summary of the key findings and recommendations of the TIA.
IX. Appendices: Supporting data, such as traffic counts, maps, and detailed
analyses, are included in the appendices.

3.2 TIA Formulation

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1. Data Collection: This involves collecting information on the proposed development,
including the type of development, the location, and the expected traffic generated by
the development.

2. Traffic Analysis: This involves analyzing the existing traffic conditions in the area
surrounding the proposed development site. The analysis typically includes traffic
counts, traffic speed measurements, and traffic flow analysis.

3. Traffic Projections: This involves forecasting the traffic volume that will be
generated by the proposed development. This is typically done using traffic modeling
software, which takes into account factors such as land use, trip generation rates, and
mode of transportation.

4. Impact Assessment: This involves evaluating the potential impact of the proposed
development on the existing transportation network. The assessment typically includes
analyzing the level of service (LOS) at key intersections and roadways, identifying
potential congestion hotspots, and evaluating the impact on pedestrian and bicycle
access.

5. Mitigation Strategies: This involves developing strategies to mitigate any negative

impacts identified in the impact assessment. Mitigation strategies may include changes
to the proposed development, such as altering the site layout or reducing the amount of
parking, as well as transportation demand management strategies such as carpooling,
transit incentives, and bike-share programs.

6. Report Preparation: This involves documenting the findings of the TIA process in a
report. The report typically includes a description of the proposed development, the data
collection and analysis process, the impact assessment, and the proposed mitigation
strategies.

4. Traffic Impact Mitigation

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Mitigation Measures

For every significant impact, the TIA must identify and discuss mitigation
measures that will be addressed by the proposed development. The TIA may identify a
mitigation measure or develop a range of mitigation measures for each impact to
improve the performance of the transportation system. Mitigation measures shall be
specific and feasible actions that will actually improve adverse transportation conditions.
The mitigation measures shall improve conditions or correct capacity deficiencies to
acceptable levels of service (performance standard). An effective mitigation measure
shall adequately avoid, minimize, rectify, reduce over time, or compensate for an
impact. It shall be consistent with local plans and policies. If the mitigation measures do
not reduce impacts to less than significant, an environment impact report may be
required.

ANALYSIS OF MITIGATION MEASURES

A. Identification of mitigation measures

Mitigation measures can be categorized into two broad groups, land use-related and
transportation-related.

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1. LAND USE MEASURES

I. Land-use planning measures

Land-use planning is a very useful tool to guide the development of a city and to
attain the desired land-use pattern. The most commonly used planning tools include

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master plans, strategic/structure plans and local area plans. These plans should be
formulated by adopting integrated land-use and transportation planning strategies to
address transportation-related issues. Though this is not a new concept, owing to a lack
of resources it has not always received sufficient attention.

The following are some of the land-use planning measures which are in current use in
many countries:

i. Land-use and transportation coordination;

ii. Regional and local plans;

iii. Land-use policy planning;

iv. Development of analytical tools.

II. Land-use growth management measures

Land-use growth management measures are intended to control the density of

development so that trip generation by different land uses remains within the capacity
limits of the existing infrastructure. These measures limit the growth of traffic congestion
through controlling the land use by imposing traffic-related conditions for real estate
development.

The following are the most commonly used techniques for land-use growth
management in many developed, as well as some developing, countries.

i. Land-use zoning regulations

Zoning regulates the use of land by defining the purposes for which the land can
be used and what can be built on that land. Some zoning ordinances apply “bulk”
control over land and buildings with the aim of controlling the density of population and

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the generation of traffic. Zoning regulations are usually passed by local authorities,
although in some countries provincial or central governments retain the power to
approve zoning regulations;

ii. Performance zoning laws

Performance zoning augments traditional zoning laws by establishing incentives

for local developers when they buy land in low density areas, as opposed to restricting
land use by traditional density and usage-control measures;

iii. Phased development

This regulates the timing and geographical distribution of development by tying it

to existing municipal infrastructure and services. Each project can be ranked based on
its proximity to other facilities such as public transportation, retail services, and utilities.
The permission for development is granted based on the ranking of the projects, with an
annual limit on commercial development permits;

iv. Areas of critical planning

This is an attempt to protect mainly coastal areas and other unsafe land. Critical
area programs are comprehensive, combining many different techniques to determine
the impact of a prospective development. The goal of critical area planning is to strike a
balance between development pressure and resource conservation.

2. TRANSPORTATION MEASURES

I. Traffic-Related Measures

i. Improvements within the site

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 The main improvement measures that can facilitate the smooth flow of traffic within a
project site are discussed below.

a. Access improvements - These improvements facilitate the traffic flow entering or

leaving a site. Potential improvements may include the widening of entrance and exit
points, and providing bays (exclusive lanes) for turning movements.

b. Internal circulation improvements - These measures facilitate the traffic flow

within the site. Proper pavement markings must be made and signs put in place to ensure
the safety of operations. The radii of curves should be sufficient to accommodate the
turning of large vehicles, while bridges and other landscaping elements should be able to
withstand the stress from heavy vehicles.

c. Demand management methods - Demand management measures are applied

to reduce the number of vehicles using the road network to go to the site and using its
internal network and parking space. Cooperation with the transit authority for the rerouting
of buses to pass by the site, and programmes for matching commuters, as well as
incentives for ride sharing (for example, bonuses, free parking, special permission to park
closer to the entrance, and so forth), have good potential for reducing the number of on-site
vehicles.

d. Adequate parking arrangements - These can reduce conflict points within the
site and also reduce the accumulation of vehicles at access points. The provision of
adequate signs is valuable in managing vehicles in the parking area. Parking layouts
should allow sufficient space for the manoeuvring of heavy vehicles, and vertical
clearances should be sufficient for over-sized vehicles.

ii. Road network capacity improvements

Various measures for improving the capacity of an existing road network can be
adopted. The major ones are discussed here.

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 a. Intersection improvements - Intersection operation may be improved by
redesigning signal phasing, cycle length, coordination of timings, and so forth. In some
cases the intersection geometry could be changed by including additional lanes, widening,
shifting central reservation, and so forth.

b. Arterial road improvements - These include the provision of pedestrian

crossings, making U-turns possible, providing walkways and other supplementary facilities.
In addition, arterial roads would have to be equipped with proper traffic signs and lane
markings to guide drivers.

c. Expressway interchange improvements - If the site is close to an expressway

facility, new access ramps may be introduced or existing ramps improved, together with
proper channelization in the merging and weaving areas.

II. Pricing/Financial Measures

Roadway infrastructure improvements are costly and therefore many

municipalities and city administrations are not in a position to fund infrastructure
improvements to facilitate the traffic generated by new developments. Thus, in many cities,
pricing/financial measures have been introduced to levy charges to cover the costs of such
improvements. Some of the pricing/financial measures in use are described below:

i. Impact fees

These are charges paid by developers to cover the additional cost of capital
improvements required by new developments. In many cities this is a prerequisite for
obtaining a permit for a new development;

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 ii. Negotiated development agreements

Cooperative agreements for infrastructure provision have been made between

developers and local authorities or communities. In contrast to impact fees, negotiated
agreements are made on a case-by-case basis, giving the developer and the city authority
an opportunity to determine the acceptable level of cost-sharing for the required physical
improvement measures. This approach is increasing in popularity, as it provides an
alternative to the more traditional regulatory approach of zoning laws;

iii. Impact exactions

Impact exactions are charges (land and/or fees) imposed on developers for public
improvements made necessary by new developments as a condition for regulatory
approval of the development. They can be in the form of obliging the developer to purchase
the land required for improvements, or to bear the cost of construction for necessary
improvements. Authorities may also require developers to install, at their own expense,
improvements such as pedestrian crossings, streets, transit/bus stops, pavements, kerbs
and gutters, and other physical elements;

iv. Shared fundings

Network improvements are funded through schemes of shared funding from public and
private sector contributions;

v. Private sector contributions

In some cases, voluntary donations or contributions to improve the road network system
are made by the private sector.

B. Evaluation of mitigation measures

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The mitigation measures described in the previous section are regarded as a set of
actions that may be employed to achieve some or all of the following policy objectives:

1. Reduction of congestion;

2. Reduction of points of conflict at access points;

3. Achievement of a smooth flow of traffic within the site;

4. Control of unmanageable traffic loads;

5. Improvement in the level of service of the road network;

6. Improvement of road safety;

7. Reduction of environmental degradation;

8. Improvement of quality of life for residents, pedestrians and visitors

References:

JICA Report. (n.d.) SSTRIMM Traffic Management Manual. JICA Report, Part V, 2-19.
Cover (jica.go.jp)
Fatt, JL. (2021). Traffic Impact Assesment (TIA) - A Pre-Requisite for Project Approval.
IPM Professional Services. Retrieved from Traffic Impact Assessment (TIA) - A
Pre-Requisite for Project Approval - TIA to evaluates and minimize traffic impacts
(ipm.my)

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Fahee, M.I. (2012). A Frame Work for Traffic Impact Analysis. nternational Journal of
Engineering, Economics and Management, 1(1), 5-6. (PDF) A Frame Work for Traffic
Impact Analysis (researchgate.net)

Hokao, K., & Mohamed, S. S. (n.d.). TRAFFIC IMPACT MITIGATION FOR NEW
DEVELOPMENTS: A WAY TO REDUCE TRAFFIC CONGESTION IN MAJOR CITIES.
redpgv.coppe. Retrieved from
http://redpgv.coppe.ufrj.br/index.php/pt-BR/informacoes/banco-de-estudo-de-impactos/7
44-traffic-impact-mitigation-for-new-developments-a-way-to-reduce-traffic-congestion-in-
major-cities/file

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