TRAFFIC IMPACT ASSESSMENT PRACTICE IN PAKISTAN: CASE STUDY OF LAHORE

Z. Abbas, G. A. Anjum* and A.Nazir**

MNS University of Engineering & Technology, Multan
*
University of Engineering & Technology, Lahore
**
Lahore Development Authority

ABSTRACT
Prior to 2007, there was limited awareness of traffic impacts of proposed developments in
Pakistan. Traffic Impact Assessment (TIA) has recently been introduced only in Punjab and is
yet to be institutionalized. The Model Building and Zoning Regulations 2007 require that Traffic
Impact Assessment (TIA) should be conducted for specified non-residential buildings. This
paper deals in explaining current TIA practice in Lahore by using both primary and secondary
data and compare it with international practice and standards. The paper concludes with
limitations in current TIA practice in Lahore and suggests improvements in regulations,
procedure and standards.
Keywords — proposed developments, traffic impact assessment, practice and standards
INTRODUCTION
Pakistan is world’s sixth most populous and is yet to be institutionalized. TIA of
country with an estimated population of about proposed developments is not requisite in
196 million in 2014. The urban share of its Sindh, Khyber Pukhtunkhwa and Balochistan.
population is about 40 percent at an annual TIA was first introduced in Model Building and
rate of urbanization of 2.68 % (website Zoning Regulations of Punjab for
accessed on 11-01-2014). With this Development Authorities in 2007.
increasing urban population, more land is Implementation of TIA is in growing stages
required to meet the needs of living, and faces many complications and flaws here
education, health, employment, services, in Pakistan. This research paper deals in
retail and recreation. It will cause trips to and explaining current TIA practice in Lahore and
from these developments in the imminent compare it with international practice and
years and shall add traffic to already standards. Moreover, the limitations in current
congested transportation network. As a result practice of TIA are discussed with possible
level of service on the roads will start improvements. Finally, the lessons learned
declining. There is an ultimate need to and clarifications developed are expected to
perform traffic related studies such as impact be a basis for planners to make TIA practice
of new developments on transportation effective for our cities.
system.
MATERIALS AND METHODS
In developed countries government agencies
This research paper aimed to provide a better
are responsible for performing traffic impact
understanding of traffic impact assessment
assessment (TIA) and they have clear
practice in Pakistan with particular focus on
guidelines, standards and institutional
limitations in current TIA practice in Lahore.
framework for implementation of such studies.
To understand the current TIA practice in
However in developing countries like
Lahore, it was necessary to look at the
Pakistan, it has been introduced just recently
following questions:
1- What are the international standards and
practice of performing TIA?
2-What are the differences and/or limitations
in current TIA practice in Lahore when
compared internationally?
In order to address the above questions,
information gathered through primary and
secondary sources. The secondary sources
included; traffic impact study guidelines of
various countries, research thesis done by
different scholars on the TIA practice, TIA
reports prepared by various consulting firms
and interviews with Traffic Engineering and
Planning Agency (TEPA) and Lahore
Development Authority (LDA). The field
surveys were designed to collect primary
data. The survey of selected land uses was
conducted in different LDA schemes and trip
generation by each land use was noted
accordingly to compare it with international
standards. Consultants, academicians,
government officials and experts in the field of
transportation planning were consulted
through interview guides in order to get
deeper understanding of issues. Moreover,
personal observations were also made to
ascertain the validity of collected data.
Traffic Impact Assessment (TIA)
Traffic impact assessment (TIA) is a powerful
tool for engineers and planners to determine
the possible effects of a project on the
transportation and traffic system (F. Regidor
and R. Teodoro, 2005). Traffic Impact
Assessment (TIA) is a study of proposed
development project which discusses impacts
of that development project, may have on
existing transportation system and provide
measures to mitigate the negative impacts.
International TIA Practice
Traffic Impact Analysis (TIA) is becoming
more common as a planning tool to foresee
demands on transportation network and to
mitigate any negative impacts of proposed
developments (Edwards, 2000). Developed
countries like United States of America,
United Kingdom, Canada, Australia, New
Zealand etc. are very dedicated to provide
their citizens traffic free environment or a kind
of green environment. The governments are
aware of the negative impacts of new
developments on existing transportation
networks. They have clear guidelines,
standards and institutional framework for
implementation of such studies. Some
developing countries like Malaysia, Singapore
and India etc. are also practicing TIA,
considering it as an essential requirement for
the development projects. TIA practice in
some of developed countries is illustrated
here.
TIA Guidance Document
Developed countries like United States,
Canada, UK, Australia, Hong Kong etc. have
worked out clear guidelines for performing
TIA. In United States, Institution of
Transportation Engineers (ITE) manual is the
main source for traffic engineering and
transport planning in the country. North
American countries are also using these
standards (Weller, P. 2007).In Canada most
of the cities or Provinces have devised their
own guidelines like Traffic Impact Assessment
Guidelines of Alberta Infrastructure and
Transportation, Niagara Falls Guidelines for
the Preparation of Transportation Impact
studies and Site Plan Review etc. For
performing TIA in UK, number of documents
prepared by different authorities are available
as guidelines like Planning policy guidance
note 13, Transport Assessment and
Implementation guide prepared by Scottish
Executive in 2005, Transport Assessment
best practice guidance document 2006 and
Guidance on Transport Assessment 2006 etc.
(Weller, P. 2007). The legal authority
controlling development impacts in Singapore
is Land Transport Authority (LTA). They have
published Guidelines for conducting traffic
impact assessment (Land Transport Authority,
2003) for developers and transport
professionals. These guidelines provide all
information required for performing TIA in
Singapore. John Patient, director Sustainable
Transportation Planning (Asia) Ltd. has
prepared summary of the development
planning regime and methodology of transport
assessment in Hong Kong (Weller, P. 2007).
Guide to traffic generating developments
version 2.2, 2002 prepared by New South
Wales Road and Transport Authority (RTA) is
used in Australia for conducting TIA. Each
state in Australia has its own planning
authority however RTA guide is used across
Australia.
Threshold for Conducting TIA
Most of the developed countries have based
threshold for conducting TIA on number of
trips rather than development size. Different
thresholds are used across the Unites States
as a basis of conducting TIA e.g. daily
development trips, peak hour development
trips, site area being developed, dwelling
units or development gross floor area. The
general threshold should be for developments
anticipated to generate at least 100 inbound
or outbound trips (Edwards, 2000).
According to Niagara Falls, Canada
Guidelines 2011, “In general a transportation
impact study should be conducted whenever
a proposed development will generate more
than 100 additional (new) peak hour, peak
direction trips to or from the site during the
adjacent roadway’s peak hour or the
development’s peak hour. A transportation
impact study may also be required even if
there are less than 100 peak hour, peak
direction trips in case of critical traffic
conditions”. In UK, the guidelines give
thresholds (not absolute values) for typical
land uses that set out which type of study
should be conducted (Weller, P. 2007).The
threshold for conducting TIA in Singapore is
defined in guidelines for residential land use
based on number of units, for retail,
commercial, industrial and educational land
use based on gross floor area, for medical,
hotel and recreational land uses based on
number of parking spaces (Land Transport
Authority, 2013). In Hong Kong and Australia
threshold for performing TIA is not given in
the guidelines.
Trip Generation Rates
In United States and most of the other
countries, Institute of Transportation
Engineer’s (ITE) Trip Generation Manual is
prime source of data and methods for
estimating vehicle trips in conducting Traffic
Impact Analysis (NCHR Report 758, 2013).
Most of the developed countries and some of
the developing countries like Australia, UK,
New Zealand and Dubai etc. have devised
their own trip generation rates. Different
thresholds are used across the Unites States
as a basis of conducting TIA e.g. daily
development trips, peak hour development
trips, site area being developed, dwelling
units or development gross floor area. The
general threshold should be for developments
anticipated to generate at least 100 inbound
or outbound trips (Edwards, 2000). In
Canada, trip generation rates are calculated
by trip generation surveys from similar
development in the city which have similar
operating characteristics as the proposed
development. ITE Trip Generation rates are
also used provided that differences in the site
nature and size are accounted for (Niagara
Falls, Guidelines 2011). IN UK, The
suggested sources of trip generation rates are
TRAVL (Trip Rate Assessment Valid for
London) and TRICS (Trip Rate Information
Computer System) data bases (Milne, A. et al
2009). Each state in Australia has its own
planning authority however RTA guide is used
across Australia. A complete checklist of
issues that need to be addressed in TIA and
data for the calculation of traffic generation,
including trip generation rates for a variety of
land uses are described in RTA guide. In
Singapore, Trip generation rates based on
survey of similar development(s) agreeable to
LTA are used in as per these guidelines (LTA,
2013). Foreign trip rates are not considered to
be suitable in Hong Kong because of the
considerable differences in mode split
between Hong Kong and other countries.
Within Hong Kong itself, trip generation rates
vary significantly according to a number of
factors, including proximity to public transport,
household income and car ownership. For
transport impact assessments, consultants
generally undertake trip generation counts at
similar existing developments (Weller, P.
2007).
Approving Authority
In developed countries, local governments
related city transport authorities are
responsible for review and subsequent
approval of TIA reports. In United States,
traffic impact studies are reviewed by
departments and agencies (a) responsible for
operating the roadways and/or (b) planning
and implementing roadway improvements
that are likely to be impacted by the proposed
development (Weller, P. 2007). In Canada,
the traffic impact studies are reviewed by City
Planning & Development, Traffic & Parking
Services and Municipal Works Engineering.
Transit (or transport or transportation) is
mostly of the domain of local government,
with some coordination by the provinces. In
UK, Traffic impact studies are reviewed by
local planning authorities like TfL and Mayor
has the power to direct a local planning
authority to refuse planning permission on
referred applications or to take over the
application for determination himself (TfL
Guidance document, 2010). In Singapore,
Land Transport Authority (LTA) is responsible
for review of TIA reports and subsequent
action in Singapore with aim to place motorist
and public transport commuters at the heart
of their transportation system (Land Transport
Authority, 2013). In Australia, If a
development site is adjacent to a Council's
owned road than a Council (Local
Government), or otherwise, if a development
has access to a State governed road than a
State Authority such as RMS NSW, or
VicRoads VIC, or DTMR QLD, of Main Roads
WA, etc are responsible to analyze and
accept or reject TIA reports.
Background Traffic Volumes
Developed countries regularly update and
maintain the traffic data for research and
planning. In United States background traffic
volumes are calculated from historical trends
from existing data or Model data. In UK,
National Model or traffic flow data is used for
estimating background traffic volumes. In
Hong Kong Annual Traffic Census Report is
available for the purpose. Assessment of
historical trends estimates background traffic
volumes in Australia (Weller, P. 2007). Traffic
volumes may be acquired from the City,
Region or previous transportation impact
studies undertaken in the study area for
Canada. Traffic forecast models, regression
analysis or 2% annual growth rate is used for
estimating background traffic volumes
(Niagara Falls, Guidelines 2011). In
Singapore generally 2 to 3 % annual growth
factor is used for estimating background
traffic volumes (Land Transport Authority,
2013).
Traffic Impact Assessment Practice in conducting surveys e.g. parking survey,
Pakistan manual classified counts, travel time/ delay
studies and trip distribution studies etc. As
In developing countries like Pakistan, the
suggested by TEPA LDA, Lahore in its
concept of TIA is just recently introduced and
guidelines that for the purposes of traffic
is yet to be institutionalized. TIA is not a
study reports the trip generation rates
mandatory requirement in three provinces of
suggested by the Institute of Transportation
Pakistan namely Sindh, Khyber Pukhtunkhwa
Engineers (ITE), USA are being used. After
and Balochistan. TIA was first introduced
doing analysis of important junctions and
through Model Building and Zoning
roads in the form of Intersection Capacity
Regulations, 2007 for development authorities
Analysis and / or Traffic Warrant Analysis,
in Punjab which require that Traffic Impact
Consultant compiles the data in report as per
Assessment (TIA) should be conducted for
prescribed format given by TEPA. Consultant
specified non-residential buildings.
submits the same report to TEPA. TEPA has
Traffic Impact Assessment Practice in no update traffic counts available and report
Lahore scrutinized based on contents and
Presently, building control in Lahore is being compatibility as per checklist provided by
practiced by three different authorities that TEPA and finally issues NOC to the
include Lahore Development Authority (LDA), Consultant.
City District Government Lahore (CDGL) and From the study of various TIA reports
Defense Housing Authority (DHA) with their prepared by well known consultants, it is
own by-laws for building control and observed that none of the reports suggests
enforcement. Traffic Impact Assessment is a any mitigation measure/ improvement in the
mandatory requirement for the approval of proposed plan whereas no one has been
multi-storey and commercial buildings. rejected so for (Ayesha, N. 2012).
Currently, it is being practiced in Town
Consultant submits the NOC and copy of TIA
Municipal Authorities (TMA) and Lahore
report to the builder. The builder submits the
Development Authority (LDA).
copy of NOC in LDA for getting approval of
According to section 10.3.3 (h) of LDA building plan. LDA officials consider NOC as
Building and Zoning Regulations 2008, “The merely one of the requirement and approval
perspective builder shall conduct a Traffic of building plan is granted without imposing
Impact Assessment study for the construction any condition for improvement in road
project if the project falls within any of the network. A flow chart of current TIA practice in
following conditions. The builder shall acquire Lahore is given in Fig-1.
a NOC from the traffic engineering agency:
i. Non-residential building having plot
area of 4 kanals (1673 m2) or above.
ii. Non-residential buildings having 5
storey and above.”
Due to unawareness, builders come to know
about TIA after getting objections from LDA.
For conducting TIA builder appoint a
Consultant. Consultant hires students for
 In developed countries TIA is the requirement
for developments having potential of

Average
Total Average
Vehicle
Occupied No. of Trip Rate
Site Trip
GFA Storeys (vph/KSF
Ends
(KSF), X GFA)
(vph), T
Allama
4.64 3 82 17.66
Iqbal Town
Gulberg 4.59 2 160 34.84
M.A. Johar
4.50 3 101 22.44
Town
Average 4.58 114 24.97

Average Rate suggested by ITE 11.15

generating more than 100 trips and located
along roads linked with public transport
TIA – Regulatory Requirement
for Approval of Building Plan network.
Appointment of Consultant by the Three KFC Restaurants were selected in
Builder
- Traffic Count Survey three LDA Schemes Allama Iqbal Town,
- Parking Survey
- Trip Generation Analysis Conduct of Survey Gulberg and M.A. Johar Town and trip
- Intersection Capacity Analysis
generation by each building was noted
Preparation of TIA Report
accordingly. Results in Table-1 shows that
Processing of TIA Report
- Checking parking spaces more than 100 trips generated by a restaurant
provided for cars and motorcycles.
Submission of Report to Builder /
- Assessing requirement as per land
use given in by-laws. TEPA
require TIA as per ITE standard whereas
there is no requirement as per building
Issuance of NOC by TEPA
regulations in Lahore.

Submission of NOC to LDA

- No consideration of proposed Table-1: Number of trips generated by

no. of working employees.
Approval of Building Plan by LDA
- No consideration of multiple
land use.
restaurants in three LDA schemes
Fig – 1: Current TIA Practice in Lahore Source: Authors own construct
Source: Authors own construct
FOOD CHAIN
RESULTS AND DISCUSSION
T = Avg. Vehicle Trip Ends

180
In developed countries TIA is conducted 160
140
routinely. However in developing countries
120
like Pakistan it has been introduced just 100 f(x) = − 42.75 x + 310.09
recently and not getting the desired results. R² = 0.01
80
Some limitations in the current TIA practice 60
4.48 4.50 4.52 4.54 4.56 4.58 4.60 4.62 4.64 4.66
are described here. X = KSF Gross Floor Area

Applicability of Criteria for Requirement of

TIA

Fig – 2: Actual trip generation rate vs. ITE trip
generation rate for restaurant
Source: Authors own construct
Results of Regression Analysis
Regression Analysis is performed to assess
the strength of relationship between average
vehicle trip ends and thousands of gross floor
area. R value comes out 0.072 which shows a
weak or no relationship between these two
variables. In Fig-2, R2 value of 0.0059 shows
that only 0.59 % of variance in average
vehicle trip ends can be explained by
thousands of gross floor area. However, p-
value of 0.954 is much greater than normal
alpha level of 0.05.
Traffic Impacts of Proposed Developments
before 2007
There was no TIA regulation in Punjab before
2007. TIA was introduced in 2007 through
Model Building and Zoning Regulations which
means that no traffic impacts of proposed
developments were considered before 2007.
TIA for Development Authorities
As per Model Building and Zoning
Regulations, 2007 TIA is mandatory for
development authorities only. There is no
Table – 2: Comparison of some TIA practice aspects in Pakistan with few developed Countries.
Features United States Canada United
Kingdom
provision of traffic impact studies in
regulations for the common districts of
Punjab.
Traffic Engineering Agency
As per Model Building and Zoning
Regulations, No Objection Certificate from
traffic agency of concerned development
authorities is needed. There is no traffic
agency in Punjab except TEPA, LDA in
Lahore. However, the regulation does not
cover the situation where traffic agency does
not exist.
Threshold for Conducting TIA
The criterion for conducting TIA is for non
residential buildings only. Further the criterion
is for development size and not the number of
trips generated by proposed land use.
Applicability of ITE Standards
There is no study carried out in Pakistan that
can provide a basis for estimating traffic
generation rates of similar buildings being
planned to be constructed in our cities.
Therefore, as suggested by TEPA LDA,
Lahore in its guidelines that for the purposes
of traffic study reports the trip generation
rates suggested by the Institute of
Transportation Engineers (ITE), USA are
being used.
A paper presented by Zaheer, et al. (2014)
found that “ITE standards are not applicable
in Pakistan because trip generation is site
specific in nature”. Finally a comparison of
some TIA practice aspects in Pakistan with
few of the developed countries is given in
Table-2.
Hong Kong Australia Singapore Pakistan
 Guidance ITE manual is Each City has its Guidance on Transport New South Land No.
Document used (not a own Guideline Transport Planning and Wales RTA Transport
legal Document Assessment Design Manual guide used Authority
document) (draft) mostly Guide

Guideline Yes. Checklist Yes. Checklist Yes. Yes. Checklist Yes. Yes. Checklist TEPA Checklist
Methodology Checklist about contents of
TIA report

Threshold for Yes. Yes. Yes. Not in Not in Yes. Yes. Model
conducting guidelines. guidelines. Building & Zoning
TIA Regulations. Not
a valid threshold.

Trip ITE Trip Surveys of TRICS Surveys of New South Surveys of ITE trip
Generation Generation similar database. similar Wales RTA similar generation rates
Rates 9th edition. Developments developments. guide. development. are used, but not
and ITE rates valid.

Background Historical Traffic forecast National Annual Traffic Assessment Generally 2 t 3 Contd.
No background
Traffic trends from models, model or Census report of historical % annually. data available.
existing data regression traffic flow and using trends.
or Model analysis or 2% data. growth factor.
data. annual growth
rate

Study Area Land use No. No. No. No. No. Non-residential
Limits types / buildings with
development development
sizes size.

Assessment of Cumulative. Cumulative Cumulative. Cumulative. Cumulative. Cumulative. Individual.

Individual or
Cumulative
Developments

Approving Road and Local Mayor (Local Traffic Local or Land Traffic
Authority Planning Governments Planning Engineering (TE) State Transport Engineering &
Agencies with City Authorities) Division of Planning Authority Transport
transport Transport Authorities (LTA) Planning Agency
authorities Department (TEPA)
(TD)

Source: Authors own constructed. (Some data used from Land Transport New Zealand Research
Report 327, 2007).
CONCLUSIONS AND RECOMMENDATIONS
Traffic Impact Assessment (TIA) is a valuable
tool for engineers and planners to determine
possible effects of a proposed development on
transportation system. In Pakistan, there is
little awareness about conducting TIA. As
discussed above, TIA practice in Lahore is
superficial and is mare eyewash. To make TIA
practice effective the following point must be
considered:
 The regulation must consider the whole
province rather than only development
authorities.
 There is a need to change the threshold
for conducting TIA. It should be based on
number of trips generated by proposed
land use rather than development size of
only non residential buildings.
ITE standards are not applicable in our
cities therefore; there is a need to
establish our own city specific trip
 generation standards applicable to our  The process for implementation of agreed
cities. mitigation measures should be checked
 As there are no approved TIA guidelines, steadily over time to evaluate its
TIA reports are not standardized. TIA effectiveness.
guidelines must be developed for the
whole province by involving all
stakeholders.
 Development Authorities should establish
traffic engineering agency like TEPA in
LDA. The process must involve
Communication & Works Department in
case of provincial roads and State
authorities like NHA if development site
access to state roads.

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