UNIT 6 – TRAFFIC IMPACT ASSESSMENT (TIA)

Traffic impact assessment (TIA) is a technical analysis of traffic problems and

safety issues relating to specific development. The chief objective of TIA report
is to identify whether a particular development project will have an impact on the
safety and efficiency of adjacent roads.
TIA is a technical appraisal of the traffic impact and safety implications relating to
a development. It provides information on the projected traffic expected from a
proposed development and evaluates the impact of proposed development on
the roadways in the immediate proximity of the proposed development.
In order to reduce the traffic congestion there is a need of traffic impact analysis
(TIA) on critical locations of the road network. The traffic impact analysis is a
useful tool for early identification of potential traffic problems and shall play an
important role for finding the practical solution.

Requirements of a Traffic – Impact Assessment

1. The planners and designers of the BRT system need to ensure that the
system will work and that the possible adverse impacts on the general
traffic are mitigated, or at least quantified and understood by all involved.
2. The authorities and/or departments within the authority that are
responsible for the road network who need to approve the plans will often
require the quantification of all transport-related impacts.
3. In many countries the environmental management legislation requires all
impacts of new developments to be quantified and mitigated.
4. The people, property owners and business owners could be affected by
the proposed BRT will require details of the impacts and how they will
affect their lives, properties and businesses.

Bus Rapid Transit (BRT) is a high-quality bus-based transit system that delivers
fast, comfortable, and cost-effective services at metro-level capacities. It does
this through the provision of dedicated lanes, with busways and iconic stations
typically aligned to the center of the road, off-board fare collection, and fast and
frequent operations. Because BRT contains features similar to a light rail or
metro system, it is much more reliable, convenient and faster than regular bus
services. With the right features, BRT is able to avoid the causes of delay that
typically slow regular bus services, like being stuck in traffic and queuing to pay
on board.
TRAFFIC IMPACT ASSESSMENT REPORT

The assessment helps determine whether the proposed development project

requires necessary changes in the existing infrastructure or public transportation
services. Without a clear picture of the type of traffic movements or their scale,
timing, and location, there is a risk that these traffic movements may lead to safety
concerns and unforeseen congestion where the development connects to the
road. This post highlights some of the important aspects of TIA to help applicants
propel in the right direction.

Moreover, the report paves the way to investigate and develop traffic
management plans that help minimize traffic congestion. The TIA considers not
only traffic impacts such as road network efficiency and safety, but also the
impacts on all road users including public transport users, pedestrians, cyclists.
The TIA considers both impact on operations and physical impacts on transport
infrastructure

The Primary Objective of TIA

TIA, is an essential part of the Statement of Environmental Effects that must be

added to the Development Application. The chief objective of TIA report is to
enable Council, and State Government make decisions whether the proposed
development can be approved with several conditions or entails severe
consequences that warrant council refusing the application.

Documents Required for Submission

As part of the Development Application, the TIA report should be submitted to the
Council along with any associated traffic modeling files required to properly
assess the TIA. important documents required for the submission include:
 Current status of transportation
 Development details
 Methods used to estimate traffic generation
 The traffic generation summary table
 Traffic distribution across the area and assignment
assumptions and associated traffic volume figures
  Traffic safety risks assessment
 Public transport impacts assessment
 Pedestrian and cyclist impact assessment
 Intersection assessment inputs, which include traffic volume,
intersection layouts, signal phasing data, and details of any
additional traffic infrastructure works implemented to
mitigate development impacts.
 A brief account of proposed construction work as part of the
development.
 Other details and assumptions investor find relevant for
reviewing the consultant’s assessment methods and outputs.
The Bottom Line

Preparing a comprehensive Traffic Impact Assessment report is a complex

process. You need professional assistance to understand the gravity of the
project and the need for an in-depth TIA report. Whether you are looking for traffic
impact scope in Sydney, Melbourne or any other city in Australia, if your project
has potential to generate additional traffic, the best way to go about the
development application is leverage the expertise of experienced traffic
engineers.

Simplifying a little bit, a road, just like anything else that carries or contain other
things, has a certain limit of capacity. Usually, the unit of measure is vehicles per
hour (or per day). When traffic volume approaches the capacity, or exceeds it,
then we have what we call congestion, more commonly known as “traffic jams.”
Of course, the goal of traffic management is to do everything so that the capacity
is not exceeded. That is also the goal of transport planning (which is not
synonymous with traffic management!). In the analogy of a glass being filled with
water, we see to it that the glass does not overflow.
Take a look at an existing street with an existing traffic flow. Let’s assume further
that the traffic volume is half (or 50%) of its capacity. Then we say that the VCR
(volume-capacity ratio) is 0.50. Now, suppose a 50-story residential
condominium is built along that street with, say, 1,000 units. Further, let’s
suppose that 20% of the future owners of the condo units will own cars. Then, we
know that after the condo units are built and sold, there will be 200 more cars
which will use that street especially in the morning when people go to work, and
in the evening when people go home. So, the volume of vehicles using the street
will increase but the capacity will remain the same, thus, the VCR will increase.
Let’s assume 0.55.
Suppose another condo is built with exactly the same size. For simplicity, we can
predict the VCR will increase to 0.60. A third condominium built along the same
road will increase the VCR to 0.65. If we continue, warning bells will start ringing
in the transport planners mind when the VCR’s, exceeds 0.85 – this is actually
approaching congested conditions. This will slow down traffic and increase travel
time. Eventually, for VCRs of 1.0 and above (it’s possible), gridlock or bumper-to-
bumper traffic occurs. And the government is tempted to say no to the 7th or 8th
condo projects.
The problem here really is one of fairness. When do we allow and when do we
deny? The 7th and 8th applicants will be denied simply because they applied
later. If they applied first, they would have been allowed. It all boils down back to
the land use and transport planning issue. Land use should have assumed
already future traffic contributions. Transport planners should have considered
already the trips generated at full land utilization. Provisions for more efficient
transport modes and technology should already be in place. Traffic impact
assessment is primarily the job of the government. Projects will prepare theirs but
within the overall TIA framework of the government.
Steps in Implementing an Impact Assessment
1. Select the Project(s) to be Assessed.
2. Conduct an Evaluability Assessment.
3. Prepare a Research Plan.
4. Contract and Staff the Impact Assessment.
5. Carry out the Field Research and Analyze its Results.
6. Disseminate the Impact Assessment Findings.

GUIDELINES ON PREPARING TRAFFIC IMPACT ASSESSMENT REPORTS

1. Typical Contents of the Traffic Impact Assessment (TIA) Report
1.1 The TIA report should contain at least the following information which
may be changed or revised (subject to TD’s latest requirements and
guidelines):
a) the name of the Agency which the road opening work belongs to;
b) a serial number of the work for reference;
c) data of submission;
d) the name of works agency, i.e., the contractor;
e) the name and telephone number of the contact person for the
TIA
f) description of the works including the proposed program and
phasing of the works;
g) existing street inventory within the Study Area;
The Study Area should be large enough to include all significant
impacts of the proposal. At a minimum, the area should include the
adjacent traffic signal-controlled intersections or the area of
influence that the proposed road opening works may have an
impact on the existing road networks. The existing street inventory
with the Study Area should be recorded in detail. This usually
includes street name, number of lanes and lane widths, direction of
traffic flows, road markings and traffic aids, geometric and
characteristics at critical intersections, existing site access points,
right of way and pedestrian facilities.
h) existing traffic conditions;
Traffic counts should be carried out to obtain traffic flow figures for
the TIA. The count should be carried out at the critical peak period.
The signal phasing and timing at signalized intersections and the
public transport services affected should be included. Pedestrian
count should also be required if existing pedestrian facilities are
severed.
i) forecast traffic conditions (if necessary);
The existing traffic conditions can be used for the traffic analysis for
road opening works which will be completed within six months from
the submission date of the TIA report. For road opening works
beyond such period, the future traffic conditions should be
estimated by using growth factor method based on historic volume
information and existing counts. The Annual Traffic Census Reports
published by TD can be used for such purpose. The forecast future
traffic conditions can then be applied to the different stages of the
implementation of the temporary traffic management measures.
j) proposed traffic management measures for each stage;
Appropriate temporary traffic management schemes should be
devised for the implementation of the road opening works. The
various aspects in paragraph 3 below should be followed in
proposing traffic management measures.
k) traffic analysis for each stage;
The traffic analysis should be carried out for the most critical peak
period and for different stages of the road opening works. The
 following items need to be assessed:  volume/capacity ratios (v/c
ratios) of the roads  reserved capacities (R.C.) of the road
junctions  design flow/capacity ratio (DFC) of priority junctions and
roundabouts The calculation of the v/c ratios, reserve capacities
and DFC should be carried out in accordance with the Transport
Planning and Design Manual (TPDM) Volumes 2 and 4.
l) consultation (optional); and
The parties which have been consulted on the proposal should be
included here. Examples are the client departments, the HKPF, the
public transport operators, District Office etc. Consultation with the
Traffic and Transport Committee of the concerned District Boards is
normally not needed for minor, projects but maybe required at the
request of TD or the District Office.
m) recommendation.
Summery findings and recommendations of the TIA should be
given. It should include a recommended traffic scheme and detailed
plans showing the proposed road opening works and the traffic
management measures for each stage of the works.
2. Procedures
2.1. Subject to TD’s latest requirements, in general one copy of the TIA report
should be submitted to the relevant regional office of TD, the HKPF, and the
Traffic Control Division (TCD) of TD if the proposed works is within the Area
Traffic Control areas.
2.2 The regional office of TD can reject the TIA or approve it with or without
conditions. A copy of such notice will be sent to the applicants within reasonable
period, normally three weeks from the date of receiving the TIA report for simple
cases. For complicated cases, TD may need to liaise with the applicant or other
parties and the process will take longer. TD will notify the applicant if the process
takes longer than six weeks.
3. Issues to be taken into account in preparing traffic management measures:
a) Lighting, signing and guarding of road works
The Code of Practice for the Lighting, Signing and Guarding of Road Works
should be followed.
b) Pedestrian arrangement
Adequate and safe pedestrian crossing facilities and temporary diversions should
be provided.
c) Access arrangement
Existing ingress/egress and other vehicular rights of way which may be affected
by the project may need to be maintained. Recommended temporary access
designs may be required.
d) Parking
Extent of on street parking spaces or other off street parking facilities affected by
the works should be identified and consideration should be given as to whether it
is necessary to provide alternative parking spaces under the project to
supplement the loss of existing provisions.
e) Public transport arrangements
Adequate public transport services should be maintained. Schemes of
temporary routing and stops should be agreed with the concerned transport
operators and TD in advance.
f) Servicing arrangement
Extent of existing loading/unloading provisions affected by the works should be
identified and consideration should be given as to whether alternative provisions
is required.
g) Special event arrangement
If there is any special event, such as Race Days, or concerts etc. Then the
adequacy or otherwise the deficiencies of the road networks affected by the road
opening works should be analyzed and checked and taken into account.
h) Safety consideration
Due consideration should be given to the safety aspect of all the proposed
temporary schemes and measures towards all road users and pedestrians