Traffic Impact Study Guide new

TRAFFIC IMPACT
STUDY GUIDE
Jan 2024 - Rev00
Contents
1 Introduction ...................................................................................................... 7
1.1 When is Traffic Impact Study required ............................................................... 7
1.2 Traffic Impact Study categories ........................................................................ 8
2 Traffic Impact Study process - steps....................................................................... 10
2.1 Pre-Scoping statement ................................................................................. 10
2.1.1 Approach to Government agencies ........................................................... 10
2.1.2 Scope proposal of study area .................................................................. 11
2.2 Production and Approval of scoping statement ................................................. 14
2.3 Submittal of Draft study report ...................................................................... 15
2.4 Submittal of Final report ............................................................................... 16
3 Structure of a Traffic Impact Study Report .............................................................. 17
3.1 Executive summary...................................................................................... 17
3.2 Project description (Chapter 4) ....................................................................... 17
3.3 Site access, Internal circulation, Parking, Pedestrian, and public transport (Chapter 5) 18
3.4 Trip generation (Chapter 6) ........................................................................... 18
3.5 Development Traffic Impact Analysis method (Chapter 7) .................................... 18
3.6 Conclusions & Summary (Chapter 8) ............................................................... 18
4 Project description ............................................................................................ 19
4.1 Location and Zoning compliance .................................................................... 19
4.2 Architectural/Conceptual master plans............................................................. 20
5 Site access, Internal circulation, Parking, Pedestrian, and public transport ...................... 21
5.1 Site access................................................................................................. 21
5.2 Parking demand supply assessment and Circulation analysis ................................. 22
5.2.1 Demand and Supply assessment .............................................................. 22
5.2.2 Stacked Parking ................................................................................... 23
5.2.3 Service and Emergency Vehicles ............................................................... 23
5.2.4 Visitor parking ..................................................................................... 23
5.2.5 Ambulances parking.............................................................................. 24

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5.2.6 School/College bus parking ..................................................................... 24
5.2.7 Bicycle parking (where necessary) ............................................................. 24
5.2.8 Motorcycle parking (where necessary) ....................................................... 24
5.2.9 Taxi/drop-off: (where necessary) .............................................................. 24
5.2.10 Garbage collection provision (where necessary) ........................................... 24
5.2.11 Internal circulation and Swept path........................................................... 25
5.3 Pedestrian provisions ................................................................................... 25
5.4 Public transport provisions ............................................................................ 26
6 Trip generation................................................................................................. 27
6.1 Assessment of Linked trips ............................................................................ 28
7 Development Traffic Impact Analysis Method .......................................................... 29
7.1 Traffic Impact Study Level 1 (TIS L1) ................................................................ 29
7.2 Traffic Impact Study Level 2 (TIS L2) ................................................................ 29
7.2.1 Current Year - Traffic surveys .................................................................. 30
7.2.2 Current Year analysis method – Background traffic ...................................... 31
7.2.3 Analysis method (Opening and Interim years) .............................................. 31
7.2.4 Operational analysis method (Opening and Interim years) .............................. 31
7.2.5 Microsimulation analysis (VISSIM Software)................................................. 32
7.2.6 Mitigation measures .............................................................................. 32
7.3 Traffic Impact Assessment (TIA) ...................................................................... 32
7.3.1 Current Year analysis method - Traffic surveys and Background traffic .............. 32
7.3.2 Strategic analysis method (Opening and Interim/Ultimate years) ...................... 32
7.3.3 Microsimulation analysis method (Opening and Interim/Ultimate years) ............. 33
7.3.4 Operational analysis method (Opening and Interim/Ultimate years) .................. 34
7.3.5 Mitigation measures .............................................................................. 34
7.4 Software suits ............................................................................................ 35
8 Conclusion and Summary ................................................................................... 37
8.1 Developer contribution (where necessary) ........................................................ 37
9 Standard Administrative and Quality Procedures ...................................................... 38

9.1 Incomplete traffic impact studies .................................................................... 38
9.2 Amendments to approved traffic impact studies. ............................................... 38
9.3 Delays in project commencement year ............................................................. 38
9.4 Quality standards of traffic impact studies ........................................................ 38
Annexure#A Check Lists................................................................................ 40
Annexure#B Typical Table Formats................................................................... 44
Annexure#C Junction Assessment Guide Notes .................................................. 47
Annexure#D Microsimulation (VISSIM) modelling Guide Notes ............................... 49
Annexure#E Measure of Effectiveness .............................................................. 52
Annexure#F Mitigation Hierarchy Notes ............................................................ 58

Abbreviations
UPDA: Urban Planning and Development Authority
RPDD: Roads Planning and Design Directorate at Ministry of Works
MTT: Ministry of Transport and Telecommunications
TISL1: Traffic Impact Statement Level 1
TISL2: Traffic Impact Statement Level 2
TIA: Traffic Impact Assessment
TTN: Traffic Technical Note
TS: Traffic Study
ATC: Automatic Traffic Count
TMC: Turning Movement Count
HCM: Highway Capacity Manual
LOS: Level of Service
RoW: Right of Way
GFA [Gross Floor Area]
The GFA is the gross floor area of a building (in square metres) is the sum (in square metres) of the
area of each floor level, including basements, mezzanines, corridors, lobbies, stores, and offices
that are within the principal outside faces of exterior walls. If ground level area or part thereof,
within the principal outside faces of the exterior walls is not enclosed, this GFA is considered part
of the overall area of the building. However un-roofed areas and un-enclosed roofed-over areas,
except those contained within the principal outside faces of exterior walls, should be excluded from
the area calculations.
For purposes of the trip generation calculation, the GFA of any parking garages within the building
should not be included with the GFA of the entire building. Except for buildings containing
enclosed malls or atriums, gross floor area is equal to gross leasable area.

GLA [Gross Leasable Area]
The GLA is the total floor area designed for tenant occupancy and exclusive use, including
basements, mezzanines, or upper floors. The GLA, expressed in square metres, is measured from
the centre line of joint partitions and from outside wall faces. For purposes of the trip generation
calculation, the floor area of any parking garages with the building should not include within the
GLA of the entire building. In addition, consideration should give to any leasable space that is
unoccupied, the GLA should be adjusted accordingly. GLA is the area for which tenants pay rent,
it is the area that produces income. For smaller self-standing retail stores and smaller shopping
centers, GLA usually equals GFA.

1 Introduction
The purpose of this guide is to assist developers and consultants in determining when a traffic
impact study is necessary and to provide common and basic technical guidance to consultants
about what it should include. It is intended to be an easy-to-use outline that can be adopted in
preparing the traffic studies.
A traffic impact study is a technical appraisal of the traffic and safety implications of a particular
development. The study is part of the preliminary planning stage, and its outcome is critical for the
overall development design. The study must be prepared by a pre-qualified independent traffic
consultancy firm. UPDA will share the list of pre-qualified traffic consultancy firms on the request
of developers and the same list can be found on UPDA website.
It is particularly important that the traffic impact study remains an objective assessment of the
traffic impact of the development and not to be treated as way forward for a developer getting
planning and building approval. If there will be future traffic problems resulting from the proposed
development (either directly caused by the development or by the level of detail in the area) then
this needs to be objectively presented in the traffic impact study. The traffic impact study should
investigate ways to mitigate the development impact despite high congestion levels within the
study area. The information provided in the traffic study report should enable the UPDA and
concerned authorities (RPDD, MTT) where necessary to assess the development impact on its
surrounding infrastructure and transportation systems mobility.
Similarly, the traffic impact study should address all issues related to off-site parking and internal
circulation. Also, the integration between the development and the surrounding road network is
important. The traffic study, as a minimum, should follow the standard format and structure that
is listed in the relevant sections of this guide, The format covers key issues to be addressed in
determining the impact of a development. This document is a guide only and each development
needs to be assessed on its merits in accordance with applicable planning requirements.
1.1 When is Traffic Impact Study required
The Urban Planning and Development Authority is responsible for ensuring that urban development
projects are carried out in a sustainable and efficient manner. As part of this mandate, UPDA has
implemented a requirement for planning and building permit applications for developments that
would generate a significant number of additional trips to be accompanied by a Traffic Impact
Study. Therefore, a traffic study will begin based on the results of the status of planning
applications. If the outcome of the planning process identifies the need for a traffic Study, the
developer shall hire a pre-qualified traffic consultant to conduct the study.

The figure below illustrates a typical planning process flow.
Individual developments can range from very large scale with either a single land use (for example,
retail) or a range of land uses, (for example, mixed use residential/commercial/ retail) down to the
development of a single dwelling or small shop. Therefore, ‘one-size fits all’ assessment process
would not be effective.
Traffic Impact studies estimate development trips in vehicles (traffic) by their size, type, and density.
The estimated development trips/vehicles during the peak hour or adjacent road peak hour are
considered as one of the quantifiable factors to define scope and scale of the traffic study.
The level of complexity and scope increases proportionally with the increase in estimated trips.
While determining a traffic study category level, UPDA also consider project-specific details such as
its location, existing neighbourhood road network operation levels and anticipated future growth
in its immediate vicinity. Therefore, the UPDA have the right to determine the category level of the
TIS study.
To effectively assess the traffic impact of a development project, a three-level category assessment
process was implemented. This process involved evaluating the estimated critical peak hour
development vehicle trips and linking them to the scope and scale diversity of traffic impact studies.
1.2 Traffic Impact Study categories
A basic three-level category assessment process was followed by linking threshold limits of
estimated critical peak hour development vehicle trips to the scope and scale diversity of traffic
impact studies. By following this process, a more accurate evaluation of the traffic impact could be
achieved.
The first category level of assessment is Traffic Impact Study Level 1 (TISL1). Generally, this study
is required when the development is expected to have a low overall impact on the surrounding
land uses and transport infrastructure. Quantitatively, this is for developments that generate trips
within the threshold limits of 100 to 250 trips during a critical peak hour.

The second category level of assessment is Traffic Impact Study Level 2 (TISL2). Generally, this
study is required when the development is expected to have a moderate overall impact on the
surrounding land uses and transport infrastructure. Quantitatively, this is for developments that
generate trips within the threshold limits of 251 to 500 trips during a critical peak hour.
The third category level of assessment is Traffic Impact Assessment (TIA). Generally, this study
is required when the development is expected to have a high overall impact on the surrounding
land uses and transport infrastructure. Quantitatively, this is for developments that generate trips
within more than 500 trips during a critical peak hour.
This is further illustrated in the figure below.
Individual developments/Subdivisions/Master layout

level of traffic impact study
Low Impact Moderate Impact High Impact

(100-250 vehicle trips (251-500 vehicle trips in (>500 vehicle trips in
in peak hour) peak hour) peak hour)
TISL1 TISL2 TIA

Traffic Impact Study Traffic Impact Study Traffic Impact
Level1 Level2 Assessment
In addition to the basic categories mentioned above, two other types of traffic studies, Traffic
Technical Note (TTN) and Strategic Traffic Studies (STS) are considered based on their scope
and scale which are not same to above three levels of assessments. Their respective details are
available in the following section.

2 Traffic Impact Study process - steps
The traffic Impact study preparation process begins with an initial communication to UPDA from a
pre-qualified traffic consultant appointed by the developer and follows the following steps.
• Pre-scoping statement
o It establishes an initial exchange of information from the pre-qualified traffic
consultant to UPDA and RPDD where necessary.
• Scoping Statement submission
o It is formal submission from the consultant to the UPDA via email for TISL1/TISL2
and report submission for TIA.
• Draft study report submission
o First draft of traffic impact study report submission for all categories of studies
• Final Study report submission
o Final traffic impact study report with observations/comments from UPDA and RPDD
where necessary.
The figure below illustrates the process steps:
Pre-scoping Scoping Draft Final Study

stage statement studyreport report
2.1 Pre-Scoping statement
This is the formal initial process that establishes communication with the UPDA. It has following
sub steps.
• Liaison with other government agencies like RPDD, MTT as per UPDA recommendations
• Scope proposal of Study area
2.1.1 Approach to Government agencies
Initial approaches should be made to the relevant Government agencies as per UPDA
recommendations by the pre-qualified traffic consultant proposing to undertake the Traffic Impact
Study. These approaches should be made to the relevant officers within the Government Agencies.
As a minimum, approaches should be made to the Transport Planning Section of UPDA.

The consultant request should be accompanied by the official document referring to the required
category level of traffic study, applied trip generation rates, concept plans for the development and
its usage details, and proposed study area.
The next section provides guidance on the scope proposal according to category level of traffic
study.
On their part, UPDA and RPDD will provide relevant traffic impact study requirements and planning
information to the Consultants. As well it is expected that the following information if available
can be provided to the Consultant.
• Existing/Proposed Road layout plans and strategies for the area (including restricted access
roads, if any)
• Existing traffic information (automatic classifier counts, intersection movement counts) and
Accident data, where necessary
• Previous traffic studies for other developments in the vicinity of the proposed development
• Current or proposed land use zoning in the area
• Current/Previously approved strategic transport model for the area and the growth factor
where necessary
• Current information on the expected traffic and parking generation of similar types of
development in Bahrain
• Other relevant traffic information such as signal stage diagram in electronic format
• If trip or/and parking generation rates are not available for a specific land use type, relevant
surveys should be conducted as part of traffic studies. At this stage the consultant is
expected to liaise with the UPDA for such requirements, if any.
2.1.2 Scope proposal of study area
The consultant should primarily propose the study area and obtain the consent of the UPDA prior
to the commencement of the study. As stated above, the study area varies depending on the type
of study. The proposed study area should be clearly demarcated with intersections and
highways/corridors by analysis years where necessary. Typically, the study area should include the
following according to type of study.

TISL1 study area to be covered include, as a minimum
• proposed development Site

• development internal circulation (various types of vehicle parking demand and supply
analysis, parking bay dimensions, aisle widths, swept path analysis) and the ramps
assessment, if any,
• Site access and frontage; The frontage means the route of a direct connection between the
site and the existing/proposed road corridor/link. This study will cover the frontage side of
the development and potentially on the opposite side of the road as well.
• site specific issues.
The development may be part of a master plan or subdivision for which a traffic impact Study has
already been undertaken. If this is the case, the study should extract the relevant information and
revise or expand it as appropriate.
TISL2 study area to be covered include, as a minimum
• proposed development Site

assessment, if any,
• Site access and frontage; The frontage means the route of a direct connection between the
site and the existing/proposed road corridor/link. This study will cover the frontage side of
the development and potentially on the opposite side of the road as well.
• the site(s) likely to be affected by the site-specific issues.
• immediate development access junctions
• major junctions nearby subjected to its congestion levels and the road links near the
development site specific issues.
TIA study area to be covered include, as a minimum
• proposed development site

assessment, if any,
• Site access and frontage; tentative individual plot access for master layout studies, the
frontage means the route of a direct connection between the site and the existing/proposed
road corridor/link. This study will cover the frontage side of the development and potentially
on the opposite side of the road as well.
• the site(s) likely to be affected by the site-specific issues.

• immediate development access junctions
• junctions/intersections and links in the area wide network surrounding the development.
Strategic Traffic Studies (STS) is usually applicable when a highway corridor or public transport
system service line is proposed/upgraded as per their committed development schemes.
This is a high-level study to appreciate benefits and quantify the impact of the proposed/upgraded
corridor improvement on the surrounding land use and its connectivity to the surrounding network.
• Respective Request for Proposals (RFP) covers the scope and methodology of the study.
• The study typically includes both strategic and microsimulation modelling of multiple
scenarios.
Traffic Technical Note (TTN) is usually required if the development is part of the Master Plan or
Subdivision involving fresh amendments for which a Traffic Impact Study has already been
undertaken. It will be prepared based on recommendations given by UPDA in the planning
applications.
In brief, it is a comparative analysis method of producing the proposed amendments to that of

earlier approved studies/master layout. Therefore, the extent of the study area remains the same
as that of the earlier approved study, if not, the consultant will be informed after consultation with
the UPDA.
• This is a high-level study to assess and appreciate the initial impact of the development
modification on the surrounding road network.
The following table provides a guide on the typical extent of study area by type of study.
Type Of Extent of Study area guide

Study
TISL1 Development Internal Circulation and Parking, Site access and Frontage
Development Internal Circulation and Parking, Site access, Frontage, and

TISL2
Immediate junction(s)/link(s)
Development Internal Circulation and Parking, Site access, Frontage, and Area
TIA
wide surrounding network (junction(s)/link(s))
General Notes: Depending on the location of the development and its surrounding area congestion
levels, UPDA reserve the right to extend the proposed study area.

2.2 Production and Approval of scoping statement
The consultant shall prepare a short note/report depending on the type of study. Scoping statement
submission procedure for TISL1, TISL2 and TTN is via email to UPDA and Scoping statement report
to be formally submitted for TIA and STS Studies.
The master layout and individual developments should consider promoting the sustainable modes
when planning the infrastructure. Further, master layout and individual developments positioned
within the premises of Ministry of Transport and Telecommunications (MTT) proposals/projects and
producing estimated quantum of peak hour trips not less than 3500, requires their engagement
since the commencement of the study.
The scoping statement typically should consist of the following.
• Brief description of the development

o Description on any existing uses or changes of use, if applicable.
o Provide an architectural plan.
o Describe the proposed development land uses and their quantities (for example,
retail floorspace, number of dwellings) as per UPDA land use Table formats
(Annexure#A Check Lists).
o Verification that the development complies with current zoning requirements and
planning conditions; if any, the deviations of the proposed development with
zoning and corresponding built-up area should be documented in the scoping
statement.
• A copy of letter/system application copy describing the level of study required for UPDA
and Summary of the information obtained from relevant agencies.
• Site Access and Parking
o Provide an architectural plan /describe the vehicle access arrangements to the
development.
o Internal circulation layout along with parking demand and supply information
• Development Traffic
o Trip generation rates and Trip quantum summary table
o Proposed percentages of linked trips, if applicable
• Study area extent
o Existing Situation
Traffic surveys intended to be carried out, including traffic movement counts on
existing roads and existing similar developments.
o Junctions/Links/Area wide committed plans/Intersection layouts/traffic controls
o Appropriate years of Assessment
o Any other information relevant to the planned study approach.
• The approach intended to assess the traffic impact. This will include the intended modelling
approach, including software to be used.
• Queue analysis Method:
o Development containing one or more drive-thru facilities requires a queuing
analysis. The analysis method and surveys to be agreed with UPDA at this stage.
• The history of traffic accidents and any issues relating the road safety should be reported
at this stage, where necessary.
UPDA may ask the consultant to revise the scoping statement if the submission requires more
clarification and details. It is mandatory to obtain the approval of the scoping statement from
UPDA before the starting of the surveys, modelling analysis of the study.
Scoping statement submission procedure for TISL1, TISL2 and TTN is via email to UPDA and Scoping
statement Report to be formally submitted for TIA and STS studies.
2.3 Submittal of Draft study report
The Consultant will submit a Draft report to the UPDA. The Draft study will comply with the
requirements set out in these guidelines by type of study and follow the structure as described in
relevant sections. The scope of the study will be as defined in the approved scoping statement.
Spreadsheets or database files containing the traffic & parking generation calculations and any
surveys conducted should also be provided with the draft (MS Excel and pdf formats). Electronic
copies of all the relevant software files used in the traffic analysis (e.g., VISUM, VISSIM,
SIDRA/SYNCHRO files etc.) shall be submitted by the consultant according to the type of study.
After the review by UPDA and relevant authorities (RPDD, MTT) where necessary, comments on
the Draft report will be forwarded to the Consultant. If necessary, a meeting shall be arranged
between those responsible for the preparation of the traffic study and the relevant officers from
the Government Agencies. At this meeting the issues with the Draft report will be discussed, and
a way forward agreed upon. The Consultant will submit in writing the results of this meeting, in
which they will detail what changes will be made to the Draft report.
Consultants are advised to submit the Final traffic study report with all the relevant files (soft and
hard copies) once the issues are resolved.

2.4 Submittal of Final report
The consultants are advised to submit the following:
• A final report and its Appendices in PDF format (soft/hard copies as required).
• Electronic copies of the relevant software files, as stated above, of the study.
• Spreadsheets or database files containing the traffic & parking generation calculations and
any surveys conducted should also be provided.
• Development master layout and proposed/amended road and junction layouts
(*dwg/*.dgn) along with swept path analysis files.
• If the final report meets the requirements of UPDA and other relevant authorities (RPDD,
MTT) where necessary, it will be approved.
The following chapters provide guidance on the structure of Traffic Impact study report contents.
Annexure#A Check Lists provide guidance on the list of items to be included in each phase of the
study submission.

3 Structure of a Traffic Impact Study Report
The basic structure of a traffic impact study report is expected to be common for all traffic studies.
However, the contents of each chapter are a guide only and their details and inclusion will depend
on the level of study category and nature of development as well as on relevant planning
conditions. The relevant chapters provide more detailed information.
3.1 Executive summary
This will be a summary of the expected impact of the proposed development. This summary is
designed to be read by those not familiar with the technical side of traffic engineering and
planning. It shall contain, at a minimum, the following information:
At a minimum, it shall contain the following information:
• Location of the study site with respect to the study area roadway network.
• Description of the proposed development including types, sizes of all land uses,
construction phasing (if applicable)
• A summary of development traffic, parking supply and demand and the access strategy.
• Discussion of the principal findings of the analysis including existing traffic conditions,
• Opening/interim years levels of service with and without proposed development along with
the mitigation measures, if any.
3.2 Project description (Chapter 4)
The chapter includes the brief overview description and background of the proposed development
as follows:
• Location and Zoning compliance

• Development usage details.
• Any relevant history or information about the project.
• The project objectives and its deliverables.
• Full set of architectural/conceptual master plans for proposed development.

3.3 Site access, Internal circulation, Parking, Pedestrian, and public
transport (Chapter 5)
This chapter describes the details to be assessed as a part of internal circulation, parking,
pedestrian, and public transport facilities.
• Site Access
• Parking demand supply assessment and circulation analysis.
• Internal circulation and swept path analysis
• Public transport and Pedestrian provisions
3.4 Trip generation (Chapter 6)
This chapter details the process for estimating the amount of traffic generated by a development
by its land use type and trip rates grouped by development phases, if any as agreed upon with the
UPDA at the scoping stage.:
• Proposed development trip generation by peak hours and current trip generation where
necessary. Trip generation surveys of other similar developments in Bahrain, if carried out.
• Development trips quantum by different future periods (for a staged development).
• Evaluation of linked trips, if applicable.
3.5 Development Traffic Impact Analysis method (Chapter 7)
This chapter describes analysis methodology and development impact assessment process details
by its traffic study categories.
• Traffic Impact Study Level1 (TISL1)

• Traffic Impact Study Level2 (TISL2)
• Traffic Impact Assessment (TIA)
• Software Suits.
3.6 Conclusions & Summary (Chapter 8)
The Conclusions and Recommendations section of the report should include a summary of all
findings from the assessment.
• Objective assessment summary and recommendation of internal layout and external impact
on road network and Recommendations for the improvement of roads in the study area
if the developer’s contribution is necessary while mitigating the adverse impact of the development
on its surrounding road network it should be included here.

4 Project description
The chapter includes the brief description and background of the proposed development as
follows. It is in addition to the project objectives and goals along with the expected deliverables
and this approach is essential to share an understanding among all project stakeholders, ensuring
a unified direction towards accomplishing the project's objectives.
4.1 Location and Zoning compliance
The report should include the approved/proposed (or as in the planning approval) zoning plan for
the development site and its surrounding areas. This section will summarize a suitable location plan
and its compliance with the area wide zoning maps. If the site does not conform to the current
zoning, the report should include those supporting documents.
Detailed description of the proposed development to be provided. Where the site is occupied by
existing landuse, the area of the landuse and its usage should also be described. The description
should as far as possibly categorize the different uses of the components of the development in a
tabular form providing gross and net floor areas, Floor Area Ratio, Number of floors, land use
specific details such as number of doctors, if it is a clinic, number of students, for schools, etc.
along with the parking areas. For example, the following should be provided:
• Residential: the intended use of these dwelling units by stating their number i.e., private
dwellings, rental properties, furnished apartments, holiday homes etc.
• Retail: the type of retail intended by gross/net floor area e.g., supermarket, hypermarket,
specialty shops, fast food restaurants, food halls, normal restaurants etc.
• Office: development by floor area/ Number of offices e.g., normal private office,
investment banks, government departments etc.
• Commercial: development by floor area i.e., service station, retail bank, insurance
company, travel agency, movie theatres etc.
• Hotels: Detail description of the development size, number of rooms by type and likely use
of ancillary development associated with the accommodation. This will include club and
conference facilities. It will be particularly important for the study to specify whether these
ancillary developments will be intended for persons other than hotel patrons.
• Education: the level of education being catered for by the development will need to be
established. Also, whether it will be a private or public institution will affect the distribution
and modal split of trips. The gender of the users and classroom units by grade should also
be specified in the report.

• Healthcare Development: Important factors like the intended use of the facility for public
or private patients, number of doctors/staffs per shift, number of beds etc... Also, whether
the facility is a medical Centre, private medical suites (doctor or dentist) or a hospital
without patient clinics etc.
• Industrial Development: The expected size and type of each of the expected users of the
industrial areas should be specified clearly in the report. Uses could be as diverse as
factories, concrete bathing plants, warehouses, and storage or labour camps, etc.,
4.2 Architectural/Conceptual master plans
A full set of architectural/conceptual master plans for the proposed development to be provided.
This will be of a scale which can be readily interpreted.
Full-scale plans of the proposed parking areas, showing the layout of parking spaces, column
footprint, circulation aisles, driveways, and ramps (if any) to be enclosed. The minimum scale for
the plans of parking and driveway areas is 1:250.

5 Site access, Internal circulation, Parking, Pedestrian, and
public transport
This chapter describes the details to be assessed as a part of internal circulation, parking,
pedestrian, and public transport facilities. It is essential to include a site layout plan the following
details as a minimum with all necessary road sign markings, foot path dimensions, pedestrian
crossings, bay dimensions, aisle widths, random labels for bay number to guide the total number
of spaces provided in the facility, service vehicle/garbage vehicle bay locations, designated disabled
parking bay locations, drop-off facilities, if any.
5.1 Site access
Acceptable site accessibility and traffic circulation within the development and links to be carried
out. Vehicle access between the proposed land use site and the road network should be controlled
in a manner appropriate for the function of the road and its access management category. Any
permitted access-egress points should be designed to ensure the operational efficiency and safety
of all the road users including the non-motorized users like pedestrians and cyclists is not
compromised. Therefore, it is imperative that the design of the permitted access should consider
the volume and type of traffic generated by the proposed development.
The analysis and report should consider the need to restrict any movements such as right turn, left
turns, IN/OUT at a specific access point or during specific time periods.
The transport performance objective of the proposed development should ensure that:
• For new access arrangements direct to a site - Provision should be made for all access
arrangements to operate safely and efficiently into the future with an acceptable level of
service.
• For existing road infrastructure – Any potential adverse impact of the proposed landuse
development on road safety and operational efficiency should be identified and if
necessary, the consultants should investigate the mitigation measures within practical
limitations, the level of safety and operational efficiency that would have existed without
the development.
• For the non-residential developments (or mixed-use developments), the report should
include the access arrangements and on-site loading or unloading facilities for service
vehicles.
• For residential developments, the report should include access to the site for rubbish
collection and emergency vehicles.

• For educational developments, the report should include access to the site for
school/college bus and its loading and unloading at designated pick-up and drop-off points.
• For health facilities, the report should include access to the site for ambulance and its
designated pick-up and drop-off points.
• For industrial areas, the report should include access to the site for high good vehicles and
its designated parking bays.
• The emergency vehicle access provision should be considered for all land use types.
5.2 Parking demand supply assessment and Circulation analysis
Expected parking demand, supply and utilization must be studied and designed complying with
the standards to ensure proper operation of the proposed parking facilities within the development.
Parking lots should be provided within walking distance of the relevant land use service facility
unless special transport facility is made available to the public to access the facility from the parking
spaces provided. A shortage of parking (both on-site and off-site) is not necessarily detrimental to
the success of a proposed development. It is but one of many issues that need to be considered in
determining development proposals.
5.2.1 Demand and Supply assessment
The following to be taken into consideration while assessing the adequacy of the proposed
development parking provisions in accordance with the Bahrain Building Regulations for Cars,
Service/delivery vehicles and Visitors vehicles. It needs to be acknowledged that providing parking
which complies with the Bahrain Building Regulations does not necessarily result in an adequate
parking provision. The typical table format for presenting the demand and supply analysis is placed
in Annexure#B Typical Table Formats for reference.
• When calculating the required parking for the development the consultant should select
the appropriate units for relevant landuse type such as area for office, number of
classrooms for school as per the Bahrain Building Regulation.
• The calculated parking spaces (rounded upwards to the nearest integer) to be compared
with the actual parking spaces provided within the development premises.
o When dealing with a combination of different types of developments, the total
spaces required should be determined by adding the individual components and
rounding upwards to the nearest integer.
o The study report should clearly state if the development does not provide adequate
parking spaces. The report should provide a plan of the proposed car parking and
internal circulation with a minimum scale of 1:250. This plan should indicate the

number of car parking spaces provided within the development, highlight all
parking facilities and number each parking space.
• Where the on-site parking provision is deemed to be inadequate, alternatives, such as and
contributions for off-site parking provision elsewhere must be explored, if not balancing
the development type and quantum with the parking provisions to be explored
5.2.2 Stacked Parking
Where stacked parking spaces are proposed, these will generally not be considered as contributing
to the required parking.
• In residential developments a stacked parking space can only be providing an additional

parking space for a dwelling unit. The space in front of the stacked parking space being
the primary space for that unit.
• For hotel developments stacked parking spaces can only be considered where it is
demonstrated that a valet parking system will be used. Care must be taken in this case to
ensure that satisfactory pick-up and drop off areas are provided for the valet service.
5.2.3 Service and Emergency Vehicles
Provision must be made for service and delivery vehicles. The spaces should be in a convenient
location and appropriate for the type of delivery service vehicles expected to generate.
• The number of service bays required for a development depends on the size and nature of
the development. Guidelines for designing off-street parking facilities provide guidance on
the required service vehicle parking and bays to be provided based on the specific landuse.
• Service area requirements for residential buildings may be waived in cases where visitor
parking spaces are available to trucks and delivery vans.
• The layout should show emergency vehicle access (Fire engine) to the development
indicating how emergency access will be kept free from blockages (from other vehicles for
example)
5.2.4 Visitor parking
One visitor parking space is required for every 5 to 7 dwellings. In future, this requirement may be
relaxed for buildings located near public transport, or where short-term unit leasing is expected.

5.2.5 Ambulances parking
For hospitals and clinics, the provisions must be made for Ambulance and its emergency access
must be free from blockages.
5.2.6 School/College bus parking
Educational facilities should include a travel plan which seeks to reduce car use and promote the
usage of school bus. The Pickup and drop off facilities within the site may be necessary on the
grounds of safety. There should be ample space for the parking and the manoeuvring of buses
within the site. Furthermore, on-site parking provision and pickup and drop-off facilities should be
monitored for safety and to be as per the arrival and departure travel plan.
5.2.7 Bicycle parking (where necessary)
The security and protection of bicycles parked within or near a development must be provided for
in the parking design. It is recommended that cyclists can secure the frame and two wheels of a
bicycle to a fixed, secure stand, preferably with the cyclist's own lock and chain. The parking facility
must cater for all types of bicycles.
5.2.8 Motorcycle parking (where necessary)
With the proliferation of motorcycle delivery vehicles in recent times motorcycle parking spaces
provisions should be clearly identified for the necessary developments.
5.2.9 Taxi/drop-off: (where necessary)
Adequate spaces/bays should be provided for taxis to stand while waiting for passengers from
hotels, shopping centers or big multi-storey residential flat buildings greater than 10 floors.
Adequate spaces/bays should be provided for drop-off/pick-up facilities for schools, hospital, and
some office buildings for public services.
5.2.10 Garbage collection provision (where necessary)
The study should determine whether these bins will be placed inside the development or adjacent
to a public street for mechanical collection.
• Where bins are proposed to be placed on-street for collection then they should be placed
adjacent to straight sections of road, or at a cul-de-sac head. Bins should not be placed in
private drives but placed at the edge of the drive.

• Specific spaces should be allocated for bins to be placed for collection. These spaces should
not be on the outside of parking spaces or use space which would otherwise be designated
as on-street parking spaces.
• Access roads should allow the vehicles the ability to move in a forward direction, collect
waste and then leave in a forward direction. Adequate turning facilities should also be
provided. Turning circle considerations should allow for steering errors and overhangs
(allowance of 1 meter being acceptable).
• The bins should be placed close to where the collection vehicles will be able to stop. The
turning circle on public roads to accommodate waste collection vehicles shall be a minimum
of 17 meters.
• Refuse collection vehicles should not reverse more than 12 meters inside a property, due
to the increased risk which arises from reversing vehicles.
5.2.11 Internal circulation and Swept path
Internal circulation and parking bays should be checked with swept path analysis with appropriate
design vehicles as per Guidelines for designing off-street parking facilities and under the
guidance of UPDA.
• The access and egress of the site/development to be cross verified for ease of manoeuvre
and safety with swept paths and site visibility checks shall be conducted as per BRDM.
• The detailed swept path analysis for Passenger Car, Service vehicle and Garbage vehicle to
be assessed where necessary with the respective design vehicles as per Guidelines for
designing off-street parking facilities.
• The soft copy of swept path analysis of all vehicle types as mentioned above should be
enclosed along with the report for evaluation by UPDA.
• One-way circulations are typically recommended for most car parks to minimize conflicts
and improve circulation. For large car parks and car parks with high turnover One-Way
circulations should be given preference. Depending on local conditions and for smaller car
parks Two-Way circulations/driveways may be more appropriate. For example, Two-Way
driveways should be used for dead-end aisles.
5.3 Pedestrian provisions
All pedestrian facilities such as, but not limited to, sidewalk, crosswalk, walkway, other pedestrian
pathway, under/over crossing and pedestrian signals, if any, within the development must be
evaluated and developed providing reasonable access and safety for pedestrians. Safe pedestrian
access must also be provided for developments. Development plans should ensure that the internal
circulation system and the external access points are designed for pedestrian safety thereby
minimising vehicle / vehicle and vehicle / pedestrian conflict points. This plan must cater for access
to public transport services as well as to (and within) public parking areas, if any.
While proposing the pedestrian provisions the following principles can be considered to maintain
pedestrian safety and, where possible, improve it.
• Pedestrian safety also needs to be considered, especially at conflict points such as entry /
exit driveways leading to basement and vehicle parking areas. One way of reducing conflict
is to divert pedestrian traffic around driveways. In some instances, this may require
buildings being set back a considerable distance from the roadway.
• Many developments attract pedestrian traffic, particularly commercial developments in
retail and CBD areas. It is important that proper assessment is made of pedestrian traffic
on footpaths, e.g., the sufficiency of footpath widths.
• Pedestrian safety is of primary importance for developments on both minor and major
roads. Therefore, mid-block crossings of major roads without any control devices should
be avoided.
5.4 Public transport provisions
An assessment of existing and proposed public transport routes/line serving the development to be
provided. Furthermore, where necessary, the possibility of modifying/extending existing routes to
accommodate the proposed development to be explored before suggesting a new route.
Depending upon the proposed development land use type the following to be considered.
• The traffic consultant is mandated to engage in direct coordination with the Ministry of
Transport and Telecommunication, regarding any forthcoming initiatives relating to public
transportation and its connectivity.
• For large developments and in particular new areas, an evaluation of the question of
whether public transport services are necessary and, if so, whether they are available and
adequate for that development should be made.
• With retail and commercial developments, direct pedestrian routes to bus stops must be
considered in the design. Wherever possible, the design should encourage the use of public
transport.
• Subdivisions should ideally have at least two entrances to the major road network, to avoid
circuitous bus routing. In subdivisions at least 90% of dwellings should be 400 meters or
less safe walking distance from an existing or potential bus route, and not more than 500
meters from the nearest stop or potential stop.

6 Trip generation
The trip generation chapter should provide full description of proposed land use development,
including the breakdown of the areas of each separate landuse type within the proposed
development site. The following to be included in the chapter.
• The trip rates agreed with the UPDA during scoping stage should be shown in report and
the rates may be from other studies of similar developments or from the Dubai Trip
Generation & Parking Rates Manual (DTGPRM -1st edition 1998) until local, Bahrain, trip
rates are officially available.
o If the trip rates for similar landuse types are available based on local surveys, UPDA
will be able to provide them during the scoping stage of the study.
o if a particular type of similar landuse is not readily available in the above-mentioned
manual, other manuals within the middle east region can be referred for the trip
rates with the prior agreement from UPDA.
• Directional splits should be given for each use based on trip generation estimates for all
three/relevant peak hours (considering both the development peak activity time and of the
adjacent road peak
• In documenting the trip generation calculation, a table should be provided illustrating the
development units and traffic generation rates used for each development component. The
landuse class and trip rate to be agreed at the scoping stage with UPDA.
• Some developments happen in phases. In this case, the trip generation should be calculated
separately according to the development phase. The expected timing of each phase and
the resulting traffic generation should be clearly documented.
• The calculation of trip generation should be done using MS Excel. Electronic copies of these
calculations should be provided to ensure transparency when submitting the draft or final
study reports.
o Where possible, service and visitor trips (for residential developments) should be
listed separately.
• If necessary, trip generation of committed developments in the study area should be
calculated in accordance with the discussions with UPDA. The typical trip generation table
format is shown in Annexure#B Typical Table Formats for reference.
• Service Vehicles: For residential and commercial developments service vehicles will be
generated. The service vehicles will typically use different access and parking areas from
the normally generated traffic. The number of service vehicles expected will be an important
consideration when the design and adequacy of the service facilities are being assessed in

the study report. Accordingly, the report should make a prediction of the expected service
vehicle generation. This will include the type of service vehicles.
• School/College/University Buses: Education facilities generate school buses trips. The
estimated number of school buses is an important factor when the assessing the design of
internal circulation and adequacy of service facilities for loading and unloading of students.
The report should make a prediction of the expected buses generation.
6.1 Assessment of Linked trips
The incidence of linked and multi-purpose trips can reduce overall trip generation rates, for certain
developments. The following will guide its evaluation.
• A linked trip is a trip taken as a side-track from another trip, for example, a person calling
in to the center on the way home from work. A multi-purpose trip is where more than one
shop or facility is visited. Any trip discounts would apply differently in new free-standing
centers and for new shops within existing centers.
• Discounts for linked trips vary depending on the nature of the adjacent road network. The
existence of combined residential, office and retail developments may also result in a
reduction in overall trip generation rates. Note that these discounts apply to trip generation
but not to parking demand.
• With multi-purpose trips for shopping centers, an average discount of about 20% is
suggested, with this figure reducing with increasing centre size, with rates of 25% (less
than 10,000 m2 GLA), 20% (10,000-30,000 m2 GLA) and 15% (over 30,000 m2 GLA)
indicative.
• Discounts of this nature should not apply without adequate substantiation.

7 Development Traffic Impact Analysis Method
This chapter details development impact analysis method and evaluation process by its traffic study
categories. The key components of evaluation process are as follows:
• Access dimensions of the internal circulation and its elements/ramps as per standards and
for safe vehicular/pedestrian maneuvers, and proposed access arrangements for all modes.
• Access the level of transport integration between the development and the surrounding
landuses.
• Determine the impacts of development traffic on the surrounding landuses and transport
networks of all modes.
• Propose suitable mitigation measures where necessary for the study area road/public
transport network and its junctions.
The extent of assessing and determining the Impact of a development varies depending on the
category of the traffic study. Further study category wise evaluation method details are available
below.
Development containing one or more drive-thru facilities requires a queuing analysis to ensure that
there is sufficient storage for proposed drive-thru without queue spillovers into the common
circulation usage area/site access. Queue analysis should verify the length of drive-thru storage
facilities with the maximum queue estimated based on site-specific observed arrival and service
rates.
7.1 Traffic Impact Study Level 1 (TIS L1)
The study analysis confirms that the internal circulation, ramps, if any, site access and frontage are
adequately considered as per standards without adverse impact on safety and its immediate
frontage.
The method of analysis includes assessment of the site access/egress capacity, distance from nearest
access in view of frontage road hierarchy.
7.2 Traffic Impact Study Level 2 (TIS L2)
The study analysis confirms that the study area junctions/highway links performance is satisfactory
and internal circulation, ramps, if any, are adequately considered as per standards without
adversely impacting site access and frontage safety.
Next sections outline the components of evaluation method.

7.2.1 Current Year - Traffic surveys
The Traffic surveys intended to be carried out, including traffic movement counts on existing roads
will be already agreed at the scoping stage itself. Traffic surveys (Classified Automatic Traffic Counts
(ATC), Turning Movement Counts (TMC) are the primary means of determining existing
background volumes and are mandatory for the TISL2 category. The following provides relevant
brief information on traffic surveys and their analysis process.
• UPDA in coordination with RPDD will share the latest counts if readily available, otherwise
the consultant is expected to conduct surveys at agreed junctions/mid-blocks.
• The consultant should inform UPDA of the types, dates, times, and locations of any agreed
survey no less than 48 hours before its commencement. This gives UPDA the opportunity
to carry out site inspections and spot counts during the surveys.
• The consultant’s representative must attend the site during the survey period to supervise
and monitor the survey work.
• NOC must be obtained from UPDA and relevant authorities (RPDD, MTT), where necessary
• Every survey should be accompanied by a short report setting out the date, time, precise
locations, a record of any road works in the area that may affect the results, traffic incidents
during the survey period, weather conditions, and any other pertinent information.
• The turning movement traffic surveys undertaken should be at 15 min intervals classified
by movement direction and classified by vehicle types such as cars, LCV, HGV etc. TMC
surveys will be conducted in three peaks of the day with a duration of 3 hours in each peak.
(Format)
• During summer period of June, July, August, Ramadan and Eid seasons, and Holidays traffic
volumes would not represent typical workday traffic levels in Bahrain. In such a case the
traffic counts may be dispensed with, or if conducted, an appropriate seasonality factor
should be applied so that they represent normal traffic conditions.
• Along with the classified traffic volume counts, by default it is expected that pedestrian
counts were also conducted. All traffic and pedestrian data collected should be presented
in tables as well as diagrams in the report.
• The existing operation analysis of the study area junctions and links to be presented in
standard table formats (Ref: Annexure#B Typical Table Formats).It should also include
junction layout information such as Lane configurations, right of way, signal timings etc.,
• Conducting detailed parking and trip generation surveys shall be implemented if required
and in accordance with the directives provided by UPDA.

7.2.2 Current Year analysis method – Background traffic
The consultant can rely on the latest strategic model provided by the UPDA during the scoping
stage of the study. The latest strategic model from the nearest horizon year can be considered in
arriving the existing study area background traffic volumes. Before that the model is to be updated
with the quantum of development details, by phase where necessary, and modifications to study
area network, if any, in respective model years.
• The sub-area model with TflowFuzzy, a demand matrices correction technique available in
VISUM software, along with surveyed counts and without development trips assists in
arriving the current year background traffic. This refers to current background traffic on
the study area road network that exists excluding the traffic generated by the proposed
development.
• The consultants should share before and after Tflowfuzzy Strategic model version files along
with the procedure parameters to UPDA for review.
7.2.3 Analysis method (Opening and Interim years)
The initial year is the development activity year, and the interim year is a few years after it or the
full development activity year if it includes phases. The strategic model, before sub-area model cut
and Tflowfuzzy process, updated with development land use quantities provides its distribution.
• The agreed growth factor at the scoping stage should be applied to the demand matrices
of the updated sub-area strategic model as per the relevant future analysis years
(Opening/Interim).
7.2.4 Operational analysis method (Opening and Interim years)
The operation analysis will be performed for both the opening and interim years. Study area
individual junction performance analysis with and without development to be included for both
the analysis years.
SYCNHRO is recommended for signalized junctions and SIDRA for un-signalized junctions and
roundabouts with HCM method. The current phasing plan along with timings should be followed
for all existing traffic signals and the same can be obtained from the RPDD. Refer Annexure#C
Junction Assessment Guide Notes for guidance on basic input parameters of the software.

7.2.5 Microsimulation analysis (VISSIM Software)
UPDA recommend, if necessary, conducting the microsimulation analysis based on the

development landuse type, intensity, and location, which will be informed during the scoping stage
of the study. Refer Annexure#D Microsimulation (VISSIM) modelling Guide Notes for guidance
on the software’s basic input parameters and simulation runs process.
7.2.6 Mitigation measures
Comprehensive mitigation measures, if any, within the study area must be provided, tested, and
validated. Conceptual and feasible road layout design alternatives should be developed according
to the acceptable roadway standards (refer latest BRDM). The proposed solutions and mitigation
measures shall provide acceptable Level of service to minimise/ eliminate the expected development
impacts. The scaled concept layouts in (DWG/DGN) format to be submitted to UPDA as part of the
traffic studies. The Annexure#F Mitigation Hierarchy Notes covers more details on hierarchy of
mitigation measures.
7.3 Traffic Impact Assessment (TIA)
The study analysis confirms that the area wide junctions/highway links performance is satisfactory
and internal circulation, ramps, if any, are adequately considered as per standards without
adversely impacting site access and frontage safety.
7.3.1 Current Year analysis method - Traffic surveys and Background

traffic
The TISL2 method is applicable and for details refer to the relevant section.
7.3.2 Strategic analysis method (Opening and Interim/Ultimate years)
The strategic analysis will be performed for both opening and interim/ultimate years. The latest
strategic model will form the primary assessment tool to evaluate the development impact for the
horizon years. The points below describe the components of strategic model updates.
• The model network topology and planning data updates summary to be included in the
report.
• The latest strategic model landuse spreadsheet to be updated with development landuse
quantities as per the standard model input format for the respective years.
o The strategic model planning parameter summary before and after the update to
be included.

• The strategic study area (secondary/VISUM area) road network including junctions and its
control type should be updated in the strategic model for agreed horizon years. The
network updates include the public transport services wherever applicable.
• Where necessary, additional zones will be added to the model, and it is expected that the
number of connectors from the existing zones will be expanded to provide a rational
loading of the expanded road network. It is normally expected that an additional zone will
be added to account for the development which is the subject of the study.
• The upgraded model within the proposed study area will include a detailed network model
of the proposed area. The zone layout of the new area will include separate zones to cover
the main landuse types in the study area. For example, separated zones will be incorporated
into the model to represent areas of residential, commercial, retail, and educational
landuse, etc.
• Depending on the expected phasing of the project, only partial development traffic
generation may be incorporated into the model for the respective horizon years. However
full generation will always be assumed for the ultimate year.
• When considering the potential traffic impact of a development, it is desirable if it is
assumed that in ultimate year the surrounding area is developed to a level which is
consistent with the zoning. This will ensure that future problems with the study area road
network area are fully defined, so that the necessary planning can take place to minimize
future problems. In this way the ultimate year traffic volumes in the study area will in fact
be representing an ‘ultimate’ development scenario.
• The study should clearly detail how the ultimate year trip generation of the zones in the
study area have been modified to account for an ultimate development scenario.
• The revised strategic models should be provided electronically to the UPDA at the time the
draft and final TIA reports are submitted. This will allow the Bahrain wide model to be
enhanced as appropriate.
• Consultant should enclose all data and plots relating to traffic volumes, flow bundles, V/C
ratio (Scale as per latest HCM standards), trip distribution, modal split, and travel speed for
both the analysis years peak hours.
7.3.3 Microsimulation analysis method (Opening and Interim/Ultimate

years)
The microsimulation analysis will be performed for both the opening and interim/ultimate years.
The use of micro-simulation model built in VISSIM platform for the primary study area networks for
both the opening and interim/ultimate year and dynamically assigning matrices obtained from the

strategic sub-area model of the area is seen as a particularly robust way of evaluating network and
junction performance. The points below describe further details.
• Overall network performance including Number of vehicles in the network, Vehicles left
the network, Total travel time, Average speed, Total delay time, Average delay time per
vehicle, and latent demand. Furthermore, average delay and LOS at junction and other
analysis need to be confirmed during scoping stage.
• Recommendations made by the consultant should be validated with supported analysis
before proposing mitigation measures.
• Annexure#D Microsimulation (VISSIM) modelling Guide Notes provides guidance on
micro-simulation.
• The Signal stages and sequence of phases to be followed as existing unless otherwise
agreed with relevant authority (RPDD).
• Validation (VISUM /VISSIM) of Demand flows and actual numbers of vehicles entering and
exiting the network.
• Comparison of outputs from the VISSIM model to those results from SYNCHRO and/or
SIDRA analysis should be included.
7.3.4 Operational analysis method (Opening and Interim/Ultimate years)
The operation analysis will be performed for both opening and interim/ultimate years. For details
refer relevant TISL2 section.
7.3.5 Mitigation measures
Comprehensive mitigation measures, if any, within the study area must be provided, tested, and
validated. Conceptual and feasible road layout design alternatives should be developed according
to the acceptable roadway standards (refer latest BRDM). The proposed solutions and mitigation
measures shall provide acceptable Level of service to minimise/ eliminate the expected development
impacts. The scaled concept layouts in (CAD/DGN) format to be submitted to UPDA as part of the
traffic studies. This section covers more details on mitigation measures to be followed.
The TIA should clearly indicate areas of the future road network where problems will occur. Where
problems are identified, the TIA should indicate what if anything can be done to increase the
capacity of the network. This could include, but not be limited to the following measures:
• Additional lanes at existing or planned junctions (subject to corridor space being available)
• Additional lanes on the links in the study area roads
• Changes to traffic control, this will include changes to the stage plans of traffic signals.

• Adding or taking away movements at existing or planned junctions, this could include
allowing left turns at junctions where they are presently banned.
• Providing additional junctions on the road network.
• Master planning of areas in Bahrain has in the past not necessarily considered the transport
impact of the landuse provided for in the zoning. Accordingly, the road network (including
the corridor widths) may not be able to accommodate the full development of these areas.
Accordingly, the study may find that the study area road network is unable to
accommodate the future predicted traffic (the ultimate year traffic). In these cases, the
report should clearly identify the most what can be done and determine the proportion of
future traffic which can be reasonably accommodated (e.g., 80%, 90% etc).
Where it is found that the study area road network (even assuming reasonable traffic
improvements) cannot be accommodated future predicted traffic, then this needs to be clearly
stated in the report. In this context, the development impact should be assessed to satisfactory
levels by determining the appropriate proportions of its landuse type and densities in coordination
with the UPDA. Annexure#F Mitigation Hierarchy Notes covers more details on hierarchy of
mitigation measures.
7.4 Software suits
All modelling software, other than listed below, must be approved by UPDA prior to use. VISUM
software is used for strategic modelling in Bahrain. The latest strategic model is required to be used
for all strategic modelling requirements.
Where micro-simulation is required, this should be done using PTV VISSIM. Data validation needs
to be provided for the existing scenario, including GEH comparison of the traffic flows, a
comparison of LOS and drawings showing the selected locations for the GEH test and the LOS
comparison. 85% of the measurements must achieve a GEH ≤5.
SIDRA Intersection is the preferred software for the analysis of un-signalized junctions,
roundabouts, and isolated signalized junctions. For the analysis of networks of signalized
intersections Synchro should be used. SIDRA and Synchro must be set to the latest version of HCM
algorithms.
Weaving analysis for ramps and mergers should be undertaken using HCS+. The methodology
applied must be clearly explained in the report. UPDA may recommend the Consultant to use
micro-simulation to assess weaving and merging sections.

The following table summarises the recommended software to use. (Refer the Annexure#E
Measure of Effectiveness for more information on LOS standards guidance)
Software Analysis Method Version
The same version of the parent

strategic model should be used
VISUM Strategic Modelling unless any change is specified by
the UPDA at the pre-scoping
stage of the project.
VISSIM Micro-Simulation Version 11
Un-signalised junctions, Version 8

SIDRA intersection Roundabout, isolated
signalized intersections
Network signalized Version 11

SYNCHRO
intersections
Spreadsheet/HCS+ software
HCS+/VISSIM* Weaving Analyses *For strategic and corridor

projects VISSIM would be
recommended

8 Conclusion and Summary
This section of the report is expected to capture the findings of the study along with any limitations
or challenges come across during the study, to guide UPDA and relevant authorities (RPDD, MTT)
where necessary to take informed action based on the study findings.
• The conclusions and summary of the study report should include the findings.
• The main findings of the study should be summarised according to the components of the
type of study defined in these guidelines.
• Where the development is predicted to have unsatisfactory traffic impact, this should be
outlined in an objective manner. Broadly speaking the development assessment can be
unsatisfactory internally or externally.
o Internal impacts could be poor internal circulation or parking or a lack of parking
provision within the development.
o External impacts could be the poor level of service and delays on the external road
network.
8.1 Developer contribution (where necessary)
If the developer’s contribution is necessary while mitigating the adverse impact of the development
on its surrounding road network, the detailed analysis method to be discussed with UPDA and the
relevant authorities (RPDD, MTT) where necessary.

9 Standard Administrative and Quality Procedures
This section guides the standard administrative and quality procedures to be followed in typical
traffic impact studies.
9.1 Incomplete traffic impact studies
If the Consultant fails to follow up on the application for approval of the Traffic Impact Study or
delays in submitting the Traffic Impact Study for more than twelve (12) months, the Traffic Impact
Study shall be deemed incomplete. UPDA considers it as a withdrawn project from the perspective
of traffic impact study. In this case, process is anticipated to start all over again with a planning
application seeking approval of the project.
9.2 Amendments to approved traffic impact studies.
If the project is subject to any amendments to the approved traffic impact study, such as but not
limited to change in land use, initiation of new land use, amendments to parking provisions,
development access, the approval of the traffic impact study must be re-assessed by UPDA. The
process is anticipated to start all over again with a planning application seeking approval for
amendments.
9.3 Delays in project commencement year
If on-site project commencement year is delayed by more than twenty-four (24) months from the
year considered in the approved traffic impact studies, the concerned developer should start
obtaining planning approvals for the same from UPDA.
9.4 Quality standards of traffic impact studies
Traffic studies play a crucial role in understanding and managing the complex dynamics of
transportation systems. These studies provide valuable insights into traffic patterns, congestion
levels, internal circulation, and safety considerations, allowing planners and decision makers to
make informed decisions.
However, the reliability and accuracy of these studies heavily depend on the quality of data and
methodologies adopted and reports presentation. Quality is a fundamental aspect when it comes
to traffic studies, as it ensures that the findings are reliable, practical, and comprehensive.

This guideline highlights the importance of maintaining high standards of quality throughout the
entire process of conducting traffic studies, emphasizing its significance in achieving meaningful
and reliable results that can lead to effective transportation planning and infrastructure
development.
By taking in the above into consideration, all submitted traffic studies to UPDA will undergo a
comprehensive quality review and evaluated on the following criteria:
• Compliance and adherence to Traffic Impact study Guide and BRDM guidelines.
• The traffic consultant performance and the number traffic studies report revisions
submitted to UPDA review.
• The production of high-quality reports that demonstrate consistency in the presentation of
information and outcomes.
• The accuracy and reliability of trip generation calculations and parking demand analysis.
• The evaluation of the layout and plans of the submitted projects, as well as the consultant's
ability to resolve any major technical issues prior to sharing the traffic studies.
• Offering creative and innovative solutions from a transport planning perspective, while
ensuring compliance with the established guidelines.
• Ensuring that all communications from the consultants to UPDA are conducted in a
professional and formal manner.
• Ensuring that all strategic/traffic modeling and assessments align with the approved
methodologies by UPDA and relevant authorities such as RPDD (Roads Planning and Design)
and MTT (Ministry of Transportation and Telecommunication).
• Verifying that mitigation measures are provided wherever necessary in accordance with the
guidelines as per Annexure#F Mitigation Hierarchy Notes.
• Submitting comprehensive reports and annexures that fulfill all the necessary requirements
and have been agreed upon with UPDA and relevant authorities such as RPDD (Roads
Planning and Design) and MTT (Ministry of Transportation and Telecommunication).

Annexure#A Check Lists
S/N Scoping Statement Check list items Yes No NA
1 Project Description (Land use details, compliance of existing zoning, site

plans, horizon years, project objectives)
2 Trips generation calculation and assumptions
3 Parking calculation
4 Approved study area extent with the UPDA
5 Land use, proposed population, and employment calculation
6 Proposed detailed modelling methodology
7 Copy of letter/system application requesting traffic study
8 Others
S/N Traffic Impact Study (TISL1)– Report – checklist items 🗸

or ×
2 Project Description (Land use details, compliance of existing zoning, site plans,
horizon years, project objectives)
3 Review of access points, Internal circulation, pedestrian movement, and public

transport
5 Parking calculation (Passenger cars and service vehicles)
6 Service vehicles and garbage collection strategies
7 Swept path analysis
8 Site layout plan with details of road signage, parking bay and aisle dimensions and
count, pedestrian crossings, footpath width, access points, etc.,
9 Project specific additional items where required 🗸

S/N Traffic Impact Study (TISL2) – Report – checklist items 🗸
or ×

transport
8 Site layout plan with necessary details of road signage, parking bay and aisle
dimensions and its count, pedestrian crossings, footpath width, access points, etc.,
10 Detailed modelling methodology
11 Operational junction analysis results
12 Mitigations, if required
13 Project specific additional items where required
S/N Traffic Impact Assessment (TIA) – Report – checklist items 🗸

or ×

transport

S/N Traffic Impact Assessment (TIA) – Report – checklist items 🗸
or ×
8 Site layout plan with details of road signage, parking bay and aisle dimensions and
count, pedestrian crossings, footpath width, access points, etc.,
10 Detailed modelling methodology
11 Land use, proposed population, and employment calculation
12 Strategic models results and observations
13 Microsimulation analysis results
14 Operational junction analysis results
15 Mitigations, if required
16 Project specific additional items where required
S/N Annexures Yes No N/A
1 Title deed and survey certificates
2 All communication with the UPDA and other relevant authorities (RPDD,
MTT) where necessary during the study stages including signal plans,
drawings, and other relevant items
3 Architectural plans and layouts (DWG/DGN and PDF format)
4 UPDA land use sheet format
5 Soft copy of trip generation and parking calculation

S/N Annexures Yes No N/A
(For strategic projects and masterplan: Details must be by plot wise as

per the masterplan)
6 Swept path analysis drawings for all required vehicles
7 Site layout plan with details of road signage, parking bay and aisle
dimensions and count, pedestrian crossings, footpath width, access
points
8 Strategic models ‘Full, sub-areas and *.fma files’ as per the version
agreed with the UPDA along with the respective landuse spreadsheet
files
9 Operational junction analysis files and results (pdf)
10 Microsimulation results and files (*.VAP, *. VV, *.PUA and *.bgr)
11 Weaving analysis files and results (pdf) where required
12 Traffic counts soft copy files and (pdf) where performed
13 Mitigation measure layouts (DWG/DGN and PDF format)
14 Miscellaneous items

Annexure#B Typical Table Formats
UPDA Landuse & Building regulations Table of New master Plan (Table#1)

UPDA Key Mixed-use development data (Table#2)
Trip generation table format
Land Use Unit Quantity Category/Class as in the Peak Hour (AM/NN/PM)

Type referred manual
In Out Total
*Specific peak hour rates/trips for the landuse type, if any, can be appended to the above table apart from
typical peak hour rates/trips.

Parking Supply – Demand Analysis table format
Land Use Type Unit Quantity Parking Analysis
Provisions Available
Internal Circulation layout table format
Standard Bay Size Provided Bay Size
Standard Aisle width Provided Aisle width
Intersection analysis results table format
Intersection Intersection Critical Movement Critical Queue (m)

Details
Intersection Delay LOS V/C Approach Delay LOS V/C Approach Queue
volume ratio Direction ratio Direction length
(95th (m)
Merging/Diverging analysis results table format
Location Freeway Ramp LOS
No of lanes Speed Volume No of lanes Speed Volume
Weaving analysis results table format
Location Weave Type No of weaving Lanes Weaving Length Freeway Speed LOS

Annexure#C Junction Assessment Guide Notes
General
• Signalized junctions should always be controlled by vehicle-actuated signals, unless

specified by the relevant authorities (RPDD) where necessary.
• It is recommended to analyse junctions spaced closer than 250 meters with signal
coordination.
• Junctions with volume to capacity ratio ‘1’ or more than ‘1’ shall be considered failing.
• Volume to capacity ratio more than ‘0.90’ requires queue analysis. Consultants are required
to compare the available storage lengths with the estimated queues to ensure no blocking
back.
• Length of approaches/arms and pocket lanes must be appropriately defined to analyse the
effect of queues.
• In volume input, HGV share should be as per the classified survey counts (if carried out) or
else the percentage to be confirmed during the scoping stage.
Input Parameters for Signals
• We recommend using the following variables while carrying out the junction assessment of
signals:
o Ideally, the maximum Cycle Time should not exceed 150 seconds.
o Peak Hour Factor = 0.95, if not available through traffic counts
o Saturation Flow Rate = 1900 vphpl
o Minimum Initial or Green Time = 7 seconds.
o Amber Time = 3 seconds + (4 seconds flashing green for through movements
ONLY)
o Minimum All Red Time = 2 seconds.
• The minimum inter-green time is five. It can be more, based on the geometry of the junction
and type of movement.
• Pedestrian phase should only be considered in the areas with high pedestrian demand or
else specified by the relevant authorities (RPDD).
• Minimum Split/Phase time can be calculated in the following ways:
o Without Pedestrian Demand, Minimum Split should always be equal to the sum of
Minimum Initial, Amber and All Red Time.
o With Pedestrian Demand Minimum Split is equal to the sum of Pedestrian Phase
(incorporating Minimum Initial), Amber and All Red Time.
o Pedestrian Phase = Walk time (sec) + Flash Don’t Walk (sec)

o Walk Time (sec) = (Total length of cross section (m) * (2/3)) / Walking Speed (1.1
m/s)
o Flash Don’t Walk (sec) = Longest half of the cross section (up to the median) /
Walking Speed (1.1 m/s)
Junction Assessment Results
• Summary Table of junction assessment results must highlight the following Key
Performance Indicators (KPI’s):
o Delay
o Level of Service
o Volume to Capacity Ratio
o Worst turning movement LOS (Name of the movement must be mentioned)
o 95% queue length of the worst movement/approach (Name of the
movement/approach should be mentioned).
o Worst Movement LOS.
• Junction layouts, with and without mitigations, shall be presented for comparison and
clear apprehension of proposed improvements.
Detailed junction analysis results need to include the following as minimum.
SYNCHRO Output template
• Lane Outputs
• Volume Inputs & Volume Outputs
• Level of Service & Timing Inputs
• V/C Ratios & Delays
• Actuated Inputs & Actuated Green Times
• Queues.
SIDRA Output template
• Lane Summary Tables

• Input Turn Volumes
• Phasing Summary
• Junction layouts.

Annexure#D Microsimulation (VISSIM) modelling Guide
Notes
General
• The VISUM sub network (both Initial raw and fine-tuned) files for all peaks and its settings
(such as *.prn etc.) are to be enclosed while submitting the micro-simulation model files
for review.
• The consultant can choose the calibrated driver behaviour parameters of the Middle East
Region (Abu Dhabi/Qatar) or the standard types in VISSIM. We recommend documenting
any changes to the standard parameters.
• All background files in any of supported bit/vector format are to be submitted along with
the settings file (*.bgr).
• The network coding, with all control elements such as reduced speed areas, desired speed
decisions, vehicle speed distribution should represent the parameters that the corridor has
been designed for, rather than using default values.
• Warm-Up and Cool-Down periods must be used in addition to the analysis period for
running the dynamic assignment. The percentage (factor) of traffic to above periods can
be established from the latest survey counts of the study area corridor or else to be stated
during the scoping stage for UPDA’s approval.
Signalized Junctions
• We recommend usage of adaptive (demand responsive) controls for the signalized

junctions; therefore, the vehicle actuated programming (VAP) module should be used to
control signal timing in the VISSIM models.
• VAP program must include the following information:
o All stage/phases information based on signal control layout.
o Maximum and minimum green time for each stage
o Inter-green time between different stages (all red, amber; red + amber, flashing
green). Inter-green time should be long enough to avoid vehicular conflicts.
o Compute logical command to control signals. i.e., green time will extend to
maximum green time while the queues are not dispersed; a stage will be skipped if
there is no traffic demand for the stage.
• All relevant files (such as *.VAP, *. VV and *.PUA) should be submitted with micro-
simulation model files.
• Fixed time signals can only be adopted in special cases like temporary traffic management
or if the relevant authorities (RPDD) request it.
Convergence Criteria
• VISSIM offers an automated test with three different convergence criteria as travel time on
paths, travel time on edges and volume on edges. It is recommended to use following
criteria:
o 95% of all path traffic volumes change by less than 5% vehicles for at least four
consecutive iterations; and
o 95% of travel times on all paths and edges change by less than 20% for at least
four consecutive iterations.
• The convergence based on travel time differences and link flow differences should be
checked. This must be done for each period, since differing traffic flow levels and patterns
of congestion can affect convergence.
Path Verification and Convergence Run
• A standard VISSIM modelling approach must be used to establish the vehicle assignment
paths through the network. One of the ways for saturated networks is by running the
model several times with proportion of traffic assigned on to the network and then
increased progressively up to 100%.
• Convergence statistics (Bar Chart, Graphs etc..) from VISSIM Models need to be presented
as part of the TIA Report.
Extraction of Results
• Consultants are recommended to use a range of random seeds and average the results to
reduce the potential for bias.
• A minimum of five model simulation runs of VISSIM model with different random seeds
have been recommended. It is recommended to highlight if the significant variation in the
results is observed across the random seeds.
• The model's main Measures of Effectiveness (MOEs) should be extracted for a peak hour
with the following outputs:
o Overall network performance like Total travel time [h], Average speed [km/h],
Total delay time [h], Average delay time [s], Latent Demand, percentage delay per
trip etc
o Demand flows and actual numbers of vehicles entering and exiting the network.
o Maximum queue length at each approach of each node
o Average delay, LOS at junction and approach level at each node
o Output turning movements at each node.
o Traffic Density of weaving sections.
• Weaving sections/ merging or diverging sections shall be analysed by using the HCM 2010
standards.

• Where necessary, validate the Demand Flow of VISSIM with VISUM by comparing vehicles
entering and exiting the network. Calculate GEH value, which often shall be less than 5%.
• The analysis spreadsheets related to volume, density and overall network parameters are to
be enclosed with model files.

Annexure#E Measure of Effectiveness
In general, Bahrain strategic model provides projected traffic flows on the road network indifferent
horizon years based on proposed landuses in the respective years. Due to its strategic nature,
frequent updates of road network and planning parameters need to be done before its use. The
Traffic studies, specifically TISL2, TIA and S-TIA rely on the strategic model to assess the
development impact on its surrounding network.
The primary measure of effectiveness for different types of facilities should be based on criteria
specified in BRDM (Refer: Table 1.4 of Chapter1).
Level of Service (LOS) is a quantitative stratification of a performance measure or measures

representing quality of service. The measures used to determine LOS for transportation system
elements are called service measures. The HCM (Highway Capacity Manual) defines six levels of
service, ranging from A to F, for each service measure or combination of service measures. LOS A
represents the best operating conditions from the traveller’s perspective and LOS F the worst.
LOS is used to translate complex numerical performance results into a simple A–F system
representative of travellers’ perceptions of the quality of service provided by a facility or service.
• Level of Service A
This, the top level is a condition of free flow in which individual drivers are virtually
unaffected by the presence of others in the traffic stream. Freedom to select desired speeds
and to manoeuvre within the traffic stream is extremely high, and the general level of
comfort and convenience provided is excellent.
• Level of Service B
This level is in the zone of stable flow and drivers still have reasonable freedom to select
their desired speed and to manoeuvre within the traffic stream, although the general level
of comfort and convenience is little less than that of the level of Service A.
• Level of Service C
This service level is also in the zone of stable flow, but most drivers are restricted to some
extent in their freedom to select their desired speed and to manoeuvres within the traffic
stream. The general level of comfort and convenience declines noticeably at this level.
• Level of Service D
This level is close to the limit of stable flow but is approaching unstable flow. All drivers are
severely restricted in their freedom to select their desired speed and to manoeuvre within
the traffic stream. The general level of comfort and convenience is poor, and small increases
in traffic flow will generally cause operational problems.
• Level of Service E
This occurs when traffic volumes are at or close to capacity and there is virtually no freedom
to select desired speeds or to manoeuvre within the traffic stream. Flow is unstable and
minor disturbances within the traffic stream will cause a traffic-jam.
• Level of Service F
This service level is in the zone of forced flow. With it, the amount of traffic approaching
the point under consideration exceeds that which can pass it. Flow break-down occurs and
queuing and delays result.
Measures of Traffic Efficiency for Intersections:

Signalised Intersections
LOS can be characterized by the entire intersection, each intersection approach, and each lane
group. Control delay alone is used to characterize LOS for the entire intersection or an approach.
Control delay and volume-to-capacity ratio are used to characterize LOS for a lane group. Delay
quantifies the increase in travel time due to traffic signal control. It is also a surrogate measure of
driver discomfort and fuel consumption. The volume-to-capacity ratio quantifies the degree to
which a phase’s capacity is utilized by a lane group. Refer to the latest HCM guide for a detailed
explanation on LOS. The table below (as per HCM7, Chapter 19) lists the LOS thresholds
establishments for the motorized vehicle mode at a signalized intersection.
Control LOS by Volume-to-

Delay Capacity Ratio*
(s/veh)
≤1.0 >1.0
≤10 A F
>10-20 B F
>20-35 C F
>35-55 D F
>55-80 E F
>80 F F
*For approach-based and intersection wide assessments, LOS is defined solely by control delay. Adopted from Highway Capacity
Manual (HCM) 7th Edition 2022
SYNCHRO software also provides LOS by Intersection Capacity Utilization (ICU) method. However,
the HCM methods are generally considered here in Bahrain for LOS classification unless specifically
recommended by the UPDA.

Priority Intersections and Roundabouts:
LOS criteria for motorized vehicles for Priority and roundabouts are given below (as per HCM 7).
LOS is based on control delay when the VC ratio is less than or equal to 1. If VC the ratio exceeds
1, the LOS will be F regardless of the control delay.
Control LOS by Volume-to-

Delay Capacity Ratio*
(s/veh)
≤1.0 >1.0
≤10 A F
>10-15 B F
>15-25 C F
>25-35 D F
>35-50 E F
>50 F F
*In case of two-way stop-controlled intersections the LOS criteria apply to each lane on a given approach and to
each approach on the minor street. LOS is not calculated for major-street approaches for the intersection. Adopted
from Highway Capacity Manual (HCM) 7th Edition 2022
Highway segments:
The capacity of non-freeway urban roads is influenced by the capacity of the intersections.
Therefore, Through-vehicle travel speed is used to characterize vehicular LOS for a given direction
of travel along an urban street facility. This speed reflects the factors that influence running time
along each link and the delay incurred by through vehicles at each boundary intersection. This
performance measure indicates the degree of mobility provided by the facility. The latest HCM 7,
2022 can be referred for the threshold limits of LOS.
The Level of service definitions for basic freeway and Multilane highway segments, weaving, and
merge and diverge segments are given below which is based on HCM7,2022.
Level of service for basic freeway and Multilane highway segments
LOS Density Range (pc/km/ln)
A ≤7
B >7-11
C >11-16
D >16-22

E >22-28
F >28 or demand exceeds capacity
Adopted from Highway Capacity Manual (HCM) 7th Edition 2022
Level of service for weaving segments
Freeway Weaving Segment Weaving segments on Multilane Highway

Segment
A ≤6 ≤8
B >6-12 >8-15
C >12-17 >15-20
D >17-22 >20-23
E >22-27 >23-25
>27 or demand exceeds

capacity
Level of service for freeway merge and diverge segments.
A ≤6
B >6-12
C >12-17
D >17-22
E >22-27

Threshold to establish the need for mitigation.
For signalized intersections the overall intersection LOS shall be used to determine the need for
mitigation. Note, this LOS is based on delay and on v/c ratio depending on whichever shows the
worst conditions.

For non-signalized intersections (give-way/yield, roundabout) the LOS of the worst approach shall
be used to determine the need for mitigation.
For links, the LOS will be determined based on volume/capacity ratios. Local roads, however, shall
not exceed a traffic volume of 600 vehicles per direction during the peak hour. This aims at
maintaining the residential character of local roads. The final decision whether mitigation is
required should however always be based on good engineering judgment and common sense. The
developer and consultant need to ensure that mitigation measures proposed are feasible. The
values given below are indicators to identify the need and results that needed to be discussed and
mitigation measures will need to be agreed with the UPDA and relevant authorities (RPDD, MTT)
where necessary.
Parking Access Capacity Parameters and Queuing Analysis

Category LOS Mitigation status
(With
Development)
A-C No Mitigation Required
Discuss with the UPDA and relevant authorities

(RPDD, MTT) where necessary to determine the
D
need for mitigation based on the congestion
Signalised
levels of the area
Intersections
(Intersection LOS) E Mitigation required
Always mitigate – delay must be maintained at

F “without
development” level or improved
A-C No Mitigation Required
Discuss with UPDA and relevant authorities

Non-signalized (RPDD, MTT) where necessary to determine the
D
Intersections need for mitigation based on the congestion
levels of the area
(Critical approach
LOS) E Mitigation required
Always mitigate – delay must be maintained at

F
“without development” level or improved.

Capacities for access roads (entry and exit) are given below:
Type of Entry Capacity (veh/hr))
Free-flow access into internal distributor road/structure (no parking

spaces immediately after access, i.e., ramp distributing to several levels 800
of car park)
Free-flow access 580
Lifting-arm barrier without ticket issue (i.e., loop, etc.) 550
Lifting-arm barrier with automatic ticket issue (push button) 360
Lifting-arm barrier with access card (slot-based) 235
Lifting-arm barrier with transponder (no slot – RFID, etc.) 380
Type of Exit Capacity (veh/hr))
Ticket on entry and payment at a manned exit 240
Ticket on entry and variable payment to a machine linked to the exit

270
barrier
Ticket on entry and operation of the exit barrier by a prepaid ticket or

400
token
Analysis based on
Free-flow exit
specific road layout
*Rates based on: “Design recommendations for multi-storey and underground car parks”, Institute of
Structural Engineer s, 3rd Edition, June 2002 and HBS 2001, FGSV Verlag, January 2002.
A volume/capacity (v/c) ratio > 1 will not be accepted. For access roads with a v/c ratio > 0.5 a
queuing assessment will be required. The assessment shall be based on modelling or the following
formula: The results shall be presented in a table comparing average, 95%ile queue and available
queuing capacity, based on 7 meters per vehicle.

Annexure#F Mitigation Hierarchy Notes
Development should seek to adopt a mitigation hierarchy of (in order of preference) avoiding
impacts managing impacts. and mitigating impacts. If impacts cannot be avoided and options to
reduce impacts have been exhausted, then strategies should be developed to specifically manage
the impacts to maintain the existing characteristics of the road transport network.
Finally, if avoidance, reduction, and management cannot prevent worsening of the characteristics
of the surrounding network, then changes are to be made to the network like increasing the lanes,
changes in intersection geometry etc. should be investigated. The figure below illustrates the
preferred mitigation hierarchy for dealing with traffic impacts of development, which is outlined in
further detail in the following sections.
Avoid:
This step is useful especially in a masterplan development concept stage TIA. The first step in the
impact mitigation process is to identify ways to avoid or reduce negative impacts at the early stages
of development planning and design. The potential to avoid or reduce impacts will depend on the
nature of the development, its location, size, and other factors. Some examples of impact
avoidance and reduction measures include:

• Making development land use changes – for example, modifying the development’s land
uses to those with lower parking requirements to encourage fewer private car trips.
• Designing development which complements surrounding land uses such that the site traffic
generation is reduced with higher walking and cycling usage.
• Providing a better mix of complementary uses in developments to encourage increased
internal travel.
• Recommendations to reduce the density of the master plan which requires substantial
network changes.
• The UPDA, in its absolute discretion, can determine if a recommendation/proposal can be
enforceable over a reasonable period into the future and whether it can therefore be
quantifiably used as part of an impact mitigation strategy.
• It is acknowledged that some avoidance measures are likely to be more effective with
smaller urban development. In some areas, it may not be possible to avoid or reduce traffic
impacts.
• Avoidance and reduction measures (Internal trip containment) should be clearly justified
and identify what methods will be established to monitor their implementation and
effectiveness and what actions may be required if the level of impact avoidance or reduction
is not achieved.
Manage:
Where avoiding or reducing all traffic impacts is not possible, impact management strategies may
be appropriate to avoid any adverse impacts of the proposed development. Impact management
measures include a variety of mostly non-physical changes to traffic operations within an impact
assessment area. Examples of measures for managing the impacts may include:
• Restricting traffic movements at access locations and other intersections.

• Limiting site access to lower order roads or minor roads.
• Limiting the type and number of driveways along major road links.
• Proposal of changes in signal phasing and timings.
These measures must be justified in the traffic impact assessment, demonstrating they are
measurable and auditable to ensure compliance and identify possible substitute strategies if they
are unable to be met.

Mitigate:
Having investigated the above two possibilities of avoiding and manage measures, then works may
be required to mitigate the impacts of the proposed development.
In addition, it is noted that, owing to the existing state of the network, there may be exceptional
circumstances where an intersection or road link with development traffic less than 5% of base
traffic would warrant inclusion within the impact assessment area. Examples of where an exception
may be appropriate include:
• An existing or potential safety or traffic issue that will be exacerbated.

• Where generated traffic applies to one turning movement.
• Developments that will generate a different type of traffic that may require geometric
improvements (for example, heavy vehicles).

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TRAFFIC IMPACT

1.1 When is Traffic Impact Study required ............................................................... 7

1.2 Traffic Impact Study categories ........................................................................ 8

2 Traffic Impact Study process - steps....................................................................... 10

2.1 Pre-Scoping statement ................................................................................. 10

2.1.1 Approach to Government agencies ........................................................... 10

2.1.2 Scope proposal of study area .................................................................. 11

2.2 Production and Approval of scoping statement ................................................. 14

2.3 Submittal of Draft study report ...................................................................... 15

2.4 Submittal of Final report ............................................................................... 16

3 Structure of a Traffic Impact Study Report .............................................................. 17

3.1 Executive summary...................................................................................... 17

3.2 Project description (Chapter 4) ....................................................................... 17

3.4 Trip generation (Chapter 6) ........................................................................... 18

3.5 Development Traffic Impact Analysis method (Chapter 7) .................................... 18

3.6 Conclusions & Summary (Chapter 8) ............................................................... 18

4 Project description ............................................................................................ 19

4.1 Location and Zoning compliance .................................................................... 19

4.2 Architectural/Conceptual master plans............................................................. 20

5.1 Site access................................................................................................. 21

5.2 Parking demand supply assessment and Circulation analysis ................................. 22

5.2.1 Demand and Supply assessment .............................................................. 22

5.2.2 Stacked Parking ................................................................................... 23

5.2.3 Service and Emergency Vehicles ............................................................... 23

5.2.4 Visitor parking ..................................................................................... 23

5.2.5 Ambulances parking.............................................................................. 24

5.2.7 Bicycle parking (where necessary) ............................................................. 24

5.2.8 Motorcycle parking (where necessary) ....................................................... 24

5.2.9 Taxi/drop-off: (where necessary) .............................................................. 24

5.2.10 Garbage collection provision (where necessary) ........................................... 24

5.2.11 Internal circulation and Swept path........................................................... 25

5.3 Pedestrian provisions ................................................................................... 25

5.4 Public transport provisions ............................................................................ 26

6.1 Assessment of Linked trips ............................................................................ 28

7 Development Traffic Impact Analysis Method .......................................................... 29

7.1 Traffic Impact Study Level 1 (TIS L1) ................................................................ 29

7.2 Traffic Impact Study Level 2 (TIS L2) ................................................................ 29

7.2.1 Current Year - Traffic surveys .................................................................. 30

7.2.2 Current Year analysis method – Background traffic ...................................... 31

7.2.3 Analysis method (Opening and Interim years) .............................................. 31

7.2.4 Operational analysis method (Opening and Interim years) .............................. 31

7.2.5 Microsimulation analysis (VISSIM Software)................................................. 32

7.2.6 Mitigation measures .............................................................................. 32

7.3 Traffic Impact Assessment (TIA) ...................................................................... 32

7.3.2 Strategic analysis method (Opening and Interim/Ultimate years) ...................... 32

7.3.3 Microsimulation analysis method (Opening and Interim/Ultimate years) ............. 33

7.3.4 Operational analysis method (Opening and Interim/Ultimate years) .................. 34

7.3.5 Mitigation measures .............................................................................. 34

7.4 Software suits ............................................................................................ 35

8 Conclusion and Summary ................................................................................... 37

8.1 Developer contribution (where necessary) ........................................................ 37

9 Standard Administrative and Quality Procedures ...................................................... 38

Traffic Impact Study Guide – R00 P a g e 3 | 60

9.2 Amendments to approved traffic impact studies. ............................................... 38

9.3 Delays in project commencement year ............................................................. 38

9.4 Quality standards of traffic impact studies ........................................................ 38

Annexure#A Check Lists................................................................................ 40

Annexure#B Typical Table Formats................................................................... 44

Annexure#C Junction Assessment Guide Notes .................................................. 47

Annexure#D Microsimulation (VISSIM) modelling Guide Notes ............................... 49

Annexure#E Measure of Effectiveness .............................................................. 52

Annexure#F Mitigation Hierarchy Notes ............................................................ 58

Traffic Impact Study Guide – R00 P a g e 4 | 60

RPDD: Roads Planning and Design Directorate at Ministry of Works