1

CHAPTER 1

INTRODUCTION

1.1 GENERAL

Traffic Impact Assessments (TIAs) are crucial to understanding how a proposed

development will impact the surrounding transport network. In an environment where
cites are experiencing increasing problems of traffic congestion, private vehicle use
and environmental degradation relating to transport growth, it is important that TIS
guidelines are of a high standard. Development projects that would generate significant
additional traffic require comprehensive Traffic Impact Study (TIS). The study helps
determine whether the proposed development project requires necessary changes in the
existing infrastructure or public transportation services. Without a clear picture of the
type of traffic movements or their scale, timing, and location, there is a risk that these
traffic movements may lead to safety concerns and unforeseen congestion where the
development connects to the road.

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

safety issues relating to specific development. The TIA report is to identify whether a
particular development project will have an impact on the safety and efficiency of
adjacent roads. Moreover, the report paves the way to investigate and develop traffic
management plans that help minimize traffic congestion. The TIS considers not only
traffic impacts such as road network efficiency and safety, but also the impacts on all
road users including public transport user’s pedestrians, cyclists. The TIS considers both
impact on operations and physical impacts on transport infrastructure.

This paper presents TIS as a useful tool for local governments, especially for
managing traffic and in planning their respective transportation systems. The
experiences presented and discussed in this paper underline the need for the
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government to take an active role in promoting TIS and it will be highly beneficial if
strictly implemented in India.

1.2. NEED FOR STUDY

Normally, a traffic impact study is conducted whenever a proposed development

will generate 100 or more added (new) trips during the adjacent roadways' peak hour or
area with high accident ratio or critical local issues or change in land use that will
generate more than 15% of the traffic or any change that will cause the directional
distribution of the site traffic by 20%. Traffic impact analysis is becoming more
common as a planning tool to fore-see demands on the transportation network. These
studies can be used to evaluate whether the development is appropriate for a site and
what type of transportation improvements may be necessary in order to maintain a
satisfactory level of service.

The total vehicle position in Tamilnadu as on 01-04-2018 reported by State

Transport Authority was 25661847 and in Chennai as per report 5394413 vehicles, out
of these 243904 vehicles (4.52 percentage) only transport vehicles. Most of the
vehicles in private vehicles, which is unhealthy for growth of any city. 21% of total
vehicles of tamilnadu is belongs to Chennai alone. Due to higher number of vehicle
population the LOS of traffic becomes poor. Problem in the old cities was determined
in various conditions and same should not be continued in the city planning. The
specific need of study is to establish equitable mitigation measures for the
accommodation of identified impacts. It is necessary to address the city’s requirements
and expectations and to compare the traffic generated to thoroughfare system
capacity .Traffic impact study is also used to recommend the safest and most efficient
transportation system in conjunction with the development process. Hence Traffic
Impact Study is necessary to enhance the traffic condition.
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1.3 OBJECTIVES

 To study the existing and future development of the study corridor ,assess its
positive and negative impact on with respect to transportation infrastructure
 To suggest appropriate measures for the study stretch towards sustainability.
 To relate the land use related decisions with traffic conditions.
 To build the dynamic simulation models using the planning tools for related
sectors which would analysis the adverse impacts through scenario analysis.
 4

CHAPTER 2

LITERATURE REVIEW

2.1 GENERAL

In essence, a literature review identifies, evaluates and synthesizes the relevant

literature within a particular field or research. This chapter deals with studying and
obtaining inferences from various literatures pertaining to associated with traditional
practices and the influence of on traffic. As the project will be generating many trips,
traffic impact analysis should be checked in literature, in order to have better prediction
of the future trip generation of the project.

2.2 LITERATURES REVIEWED

2.2.1 Traffic impact study on specific project

Sonya Sulistyono et al (2015), had done a study on traffic impact analysis on the
development of jember icon using PTV vistro in Indonesia. They conducted this study
to determine the impact of Jember Icon and get the best alternative if there is an
impact. For this study they have used PTV Vistro software to obtain data generation
and traffic impact analysis. Jember Icon is an integrated 17 floor building consists
of several building with many different functions, they are: mall, hospital, an
international standard school and a hotel. Using various scenario analysis by the
developer they concluded that Argopuro intersection, Melati intersection and
Tjokroaminoto intersection are intersections that will be more likely affected by the
traffic impact. After collecting primary and secondary data’s from various methods
they were developed scenarios or modeling in case of impact on the performance of the
road network as a result of the construction of Jember Icon. According to Department
of Human Settlements, 2012, they have taken vehicle growth as 7% for future analysis.
 5

The volume count was done for morning peak hours, peak of noon hours, peak
of afternoon hours and evening peak hours on weekdays and holidays. Traffic impact
analysis conducted by the developer of Jember Icon is equal, 445.85 pcu/hour which is
double of existing condition. Argopuro intersection delay value occurred at> 60
sec/pcu. In HCM (2010) mentioned if intersection delay value at> 60 sec /pcu it can be
said that the intersection service levels in LoS F. Delays value on the intersection at the
affected road increased by 6.4% after the development of Jember Icon. For
anticipation, there should be a rearrangement at Argopuro intersection by resetting the
traffic green light time, delay value was dropped average 26.27% and the degree of
saturation was 14.7%.

Xiaofang Zou1et al (2012), had done a study on Traffic Impact Analysis of

Urban Construction Projects Based on Traffic Simulation. In this paper, a systemic
method of traffic impact analysis was proposed. Firstly, the traffic demand that the
project generates was forecasted according to the survey and analysis of the
background traffic information. This article is related to construction of large-scale
urban construction projects which produces and attracts traffic around the road network
project will have huge negative effects.

Chuangxin Sun City in Handan was taken for traffic impact analysis. In
this study they considered various roads consisting of all the categories were studied
for traffic impact assessment. Chuangxin sunshine IV project was expected to be
completed in late 2011, it was set 2014 as the target year. The generation and attract of
each zone in goal year without project was calculated based on the background analysis
method. Based on the zonal characteristics 25 zone’s trip generation and attraction
were determined for both existing year and target year of 2014 without considering the
developments. Using the Fratar model and Trans CAD software the community traffic
distribution of the project had been forecasted. The balanced output and absorbed
volume for traffic distribution were obtained. Comparison of trip generation and
 6

attraction of with the project and without project for all 25 zones were established.
Even though the project will not cause the adverse effect on surroundings, since it is
the commercialized shopping mall, they have recommended that signal lights could be
set up at the crossings as well as overpass and underpass and build some stops on
Renmin road and Fudongbei road in order to improve the road traffic capacity. Also
recommended to build temporary parking space to meet the parking demand.

Anil Minhans et al(2013) has done a study on Traffic Impact Assessment: A

Case of Proposed Hypermarket in Skudai Town of Malaysia. This paper deals with
traffic impact assessment (TIA) of a proposed commercial the neighborhoods
development in of Skudai Town in the Johor Bahru region. This study is to quantify the
impact in terms of level-of –service pertaining the development related traffic growth
in the commercial area on the neighboring road network. A critical intersection in the
vicinity of the proposed TH was selected as the test site to analyze the performance
with additional development traffic. It was identified as 4-arm signalized intersection
and which is 385 m away from the proposed Tesco hypermarket location. Manual
traffic volume count was done at the intersection and which has average peak hour
traffic of 2900. Customer survey was conducted in a form of O-D questionnaire with
sample size of total 384 samples based from the total population of Skudai with 95%
confidence level and 5% standard error.

Manual vehicle counts were conducted at every entry and exit points of study
intersections for 1 day each during typical weekday and weekend for AM peak (11AM-
1PM) and for PM peak (5PM-7PM). The type and vehicle occupancy were recorded at
every 15 minutes interval. Also Shop owner survey for all shops was conducted.
Comparisons of traffic estimates were done using the three different regimes were Trip
Rate Analysis, Cross-Classification Analysis, and Regression Analysis with those
suggested by the HPU Manual. After this proposed TH was analyzed using SIDRA
software. It was found that the worst performance in terms of average delay, queue
 7

distance and LOS occurred during weekday PM peak customer survey, shop owner
survey, observation method, and references to secondary data were employed in this
study. Cross-Classification was used and the projected traffic volume in horizon year
2025 was determined as 5846 PCU/hr and using this traffic volume, the intersection
was again analyzed using SIDRA with v/c ratio of 1.740, average delay of 1092.1s and
LOS F were the output. . It was found that the worst performance in terms of average
delay, queue distance and LOS occurred during weekday PM peak. From this study it
is recommended that to build a flyover for through traffic in the major road with
performance of v/c ratio of 0.897, average delay of 12.1s, queue length of 280.7 and
with LOS B.

Yazao Yang et al (2012), has done a study about traffic impact simulation for
road construction project. This paper deals with the analysis of the impact on traffic
that would be created during the construction of a road in China. They first analyzed
the existing traffic flow in the road to be closed for rehabilitation and then they found
the most probable alternative road that would be chosen through shortest path and
user's equilibrium method. Then they found out the existing traffic in the most probable
alternative route. In this they got details regarding average traffic flow in terms of
pcu/hr, average saturation and service level. They then used the help of software called
VISSIM to predict the expected traffic in the alternate road. The simulation predicted
that there will be a leap in traffic and service levels are expected to decrease sharply
and queue length were expected to increase by nearly three to four times especially at
the intersections.

It was suggested that in order to channelize traffic, traffic managers should

attach importance to organization and enhance road safety management during the
construction of the road. The main traffic corrective measures that were suggested are
one way and closed to left turn management regulation, curb parking prohibition,
signal phase and phase sequence optimization.
 8

OmkarSharadKhade et al (2014), had given a research study on Evaluation of

Traffic Impact on Road Network due to New Commercial Development. In this
research they studied the systematic method to analyze traffic impact of a new
construction development which can generate and attract traffic demand around the
road network and analysis of existing traffic condition. In this project they study the
traffic impact on new development which was constructing in the already existing
corporate park, which had already generate and attract large scale of traffic volume.
The main objective of the study was to determine projected traffic condition for
planning process as to decrease the traffic problems after the completion of new
commercial development.500 acres corporate park in Ghansoli at New Mumbai
considered as study area. The roads around the corporate park and its road geometrics
were surveyed. Mid-Block traffic Volume Count, Turning Movement traffic volume
Count at Junction, Road Inventory Survey, site reconnaissance survey were conducted
for assess the traffic density, volume, speed to determine the level of service. In
addition to this all the seven gates of the corporates parks entry and exit volume also
found. By the data analysis of the past trend the growth rate for the traffic, trip
generation and attraction for found as 5%, 0.18%, and 0.12% respectively. The data’s
were projected for 2021 from 2016. To countermeasures the effect of impact the
improved traffic facilities i.e. staggered office timing and carpooling 30% reduction of
traffic had been observed and the traffic volume will be divert to the proposed
transportation amenities constructed which is front of study area. It was observed that
LoS in front of gate 4 and gate 6 gets much affected for this recommendation was
given to improve the situation.

2.2.2 Traffic impact study on area

MohsinManzoor Janwari et al (2014), has done a study on Traffic Analysis of

Srinagar city. This paper compares Volume to Capacity (V/C) ratio and Roadway
Congestion Index (RCI) for 22 road links to ascertain the LOS on the urban roads. V/C
 9

method does not take into account both space and time parameters simultaneously in
determining LOS. Vehicle speed is reduced in heterogeneous traffic flow. LOS F is in
speed flow-curve as it emphasizes that below a vehicle speed of 20 kmph (i.e. 33%
FFS in present study) as per speed-volume curve, LOS approaches F irrespective of
flow.

The study divides the Srinagar city into three broad zones.in which zone 1 has 8
links, zone 2 has 9 links, zone 3 has 5 links. All the arterials and sub-arterials of road
network are considered for the study. Data are collected for household survey, traffic
volume count, average traffic speed, free flow speed, roadway geometry, average
traffic speed and free flow speed. A total of 5757 households (8% of study area) have
been drawn from all the study zones by random sampling method. Identification of
peak hour was done by carrying out traffic volume study on all 22 identified links from
7am to 7pm for one week on working days. The Roadway Congestion Index (RCI) was
initially calculated by the formula v/c. In HCM the LOS was found from the graph
based on average speed of vehicle (kmph), flow rate (pc/h/ln), traffic density
(pc/km/ln). It was observed that for link A15 the LOS was E by RCI method whereas it
was D by HCM method. It was found that conventional evaluation was biased as it
does not take into account flow of Non-motorized vehicle in determining LOS, HCM
2010 are modelled for homogeneous traffic flow. The study recommended that code
needs a revision in speed parameter, pedestrian flow in defining LOS on urban roads.

Karda. D. Yayat et al (2015), has done a study about Traffic Impact Assessment
Practice in Indonesia. This paper deals with the process of choosing the best suitable
practice for traffic impact assessment in Indonesia. For the condition of Indonesia, the
biggest problems facing is the lack of determination of a standard model to be applied
in the analysis of traffic impacts. The model of effective traffic impact analysis applied
in the developed countries faced obstacles when applied in Indonesia. The obstacles in
Indonesia may be due to mode used, the activity in the street, the behavior of road
 10

users, etc.), environment, culture, until the land use planning. In developed countries
they have used strict land use planning, but in Indonesia still it is difficult to control
land use. Some adjustments are applied in the developed countries model, so that it can
be applicable for Indonesia too. Comparative analysis of the impact of traffic in various
countries models are analyzed in this paper.

In Indonesia modeling steps describes that the current traffic assessment is done
by using traffic volume, speed and density data’s and they determines the service level
of existing traffic conditions. Trip generation were determined for the study zone by
estimation of future by Regression analysis. In the analysis number of trips as the
dependent variable, income, number of people working and the number of vehicle
ownership as independent variables. The relationship between the dependent and
independent variables were established by using the software Statistical Program for
Social Science (SPSS) with the 95% of confident level. To predict the independent
variable, growth factor is to be used. To calculate trip generation can use equations or
methods trip rate, the spread of the trip based on interviews of workers and visitors,
modal choice based on traffic composition, traffic loading using all or nothing
assignment and trip destination data is predicted by interview survey to visitors. in
practice assessment techniques face many obstacles because the Act is not equipped
with its implementing regulations.

MadhuErrampalli, et al (2014) published an article on Traffic management plan

for Port Blair city, India which deals with the provision of mitigation measures for the
city of Port Blair by conduction various surveys and simulating expected impact of the
future conditions. At first a reconnaissance survey was done to study the existing
condition of traffic survey in the Port Blair city. Then classified traffic volume was
conducted on 14 intersections and 6 mid-block locations in the city. These studies
conducted for 14 hours for certain locations and 24 hours for certain locations in order
to understand the pattern of traffic movement. The maximum peak hour flow of about
 11

3,500 Passenger Car Units (PCU)/hr at Goal Ghar Junction and minimum peak hour
flow of about 350 PCU/hr at Corbin Junction can be observed. Hourly traffic variation,
vehicle composition and peak hour traffic were established with the help of surveyed
data’s. The road network of total 113 links with 93 nodes was created using the
NetDisplay 2.0 (Network Display Program developed at CRRI) and the traffic load
were determined projected for the 2016 and 2021 for the various arterial and sub-
arterial road in the city. Pedestrian study was done for the commercialized roads in the
city and obtained maximum value of 1500 pedestrians/hr. In the city center and
commercial places of 17 places parking was done and it is inferred from that most of
the drivers park their vehicle for 2-3 hours and given solution to take care of the
parking without the disturbances. Speed and delay surveys reveals that 25% maximum
delays occurred during the journey. It was inferred from the results of these studies, 28
intersections need immediate attention for geometric redesign improvement which
requires scientific analysis of traffic operations and designs based on traffic
engineering principles. For the study stretch 8 traffic circulation plan of different
combinations were applied for better traffic management and best possible output was
obtained.

Different traffic management schemes were also tested with microscopic

simulation models using VISSIM 5.40 software. Further the recommendations are also
proposed to widen the identified sections of the road network, restriction of
commercial vehicle movements, design of parking facilities and pedestrian facilities
along with traffic control devices namely signals, signage’s and markings.

Jose Regin F. REGIDOR et al (2005), has done a study on the Traffic impact
assessment for sustainable traffic management and transportation planning in urban
areas. In this study two cases involving projects that were required to undertake TIA
are compared, and results are examined in relation to the sustainability of traffic
management and transportation planning strategies. This paper examines the common
 12

practices among developers to conduct the traffic studies and compares two projects
called 670 Heights Condominium and Skycity. Both cases were the high-rise mixed
use condominiums located in central business districts in Metro Manila. The proposed
670 Heights Condominium is a 40-storey mixed-use building situation where the
developer followed the recommendations of the EIARC and MMDA. Skycity is a
proposed 85-level building project. There was no decent effort to formulate a traffic
management plan for various stages of the project. So strong opposition raised by
stakeholders, with the valid concerns of stakeholders, the developer’s application for an
ECC was rejected by the EIARC.

Table 1. Comparison of Two Cases Based on EIARC Checklist

Item 670 Heights Skycity

Yes. Trips generated and None. Stated only that the
a) Estimation of base number attracted at peak hours, project will attract people
and forecast of visitors and weekdays and weekends from all over Metro Manila
occupants estimated according to specific and adjacent provinces.
use of space.
Yes. Number of vehicle trips None.Presented available but
b) Estimation of base number generated and attracted was old traffic volume data for the
and forecast of vehicle traffic estimated based on person trips. nearby major intersection.
due to the development
Yes. Traffic circulation along
None. Assumed that there
c) Analysis of access to and access roads and would be no queuing for
from the building within the building was vehicles entering and exiting
analyzed. the building.
Yes. Parking demand analyzedNone. Assumed that parking
and number of slots provided by
spaces within the building is
d) Assessment of parking the developer assessed. sufficient based on the
minimum required by
building code.
Yes. Comprehensive analysis of None. Provided only
e) Assessment of impacts to traffic impacts including road descriptive statistics of current
existing traffic conditions and traffic conditions
intersection LOS. along adjacent roads.
f) Assessment of impacts on Yes. But not linked to traffic. Yes. But not linked to traffic.
air quality
Yes. Comprehensive traffic
management plan developed for None. No comprehensive
various phases of development. traffic management plan
 13

g) Identification of mitigating Recommendations to modify developed. Burden of traffic

measures building design to accommodate management passed on to
commuting local government and MMDA.
visitors and occupants

Impacts of developments on the transportation and traffic system are often taken
for granted. Both project proponents and stakeholders tend to neglect the fact that
projects situated in built-up areas would generate and attract traffic. Whether the traffic
will have a significant effect on the background conditions necessitates the conduct of
impact assessment. Countermeasures to potential problems will be addressed by the
results of careful and systematic analysis of “with” and “without” development
scenarios. From such an approach, one can have a clear and substantive understanding
of the circumstances regarding the impacts to the transportation and traffic system.

NailaSharmeen et al (2012), has done a study about Developing a Generic

Methodology for Traffic Impact Assessment of a Mixed Land Use in Dhaka City. This
study used the TIA process to evaluate the effects of an ongoing project on its adjacent
roads’ transportation system. Surveys of two reference buildings (situated nearby
Mirpur road) had done to estimate the future traffic condition of the study area. The
New Market City Complex, a residential cum commercial building has been selected as
the study area. It can accommodates 217 parking units and the gross floor area of
parking lot is 8164.87 square meter. The adjacent road networks within 1.5 km of the
project area including Nilkhet- New Market intersection, Mirpur road and the Post
Office Road behind New Market were also considered as the study area. Primary and
secondary data for the study area had collected by various surveys and secondary
sources. The background traffic volume is divided into Pass-through traffic and Traffic
volume of other projects. Growth rate of traffic determined using the past year traffic
volume.
 14

Annual growth rate for forecasting traffic volume has been found as
14.37%.Level of service is used as parameters for assessment. From the Level of
Service analysis it can be observed that before the project was completed the Level of
Service (LOS) of the adjacent portion of Mirpur road was E. The Volume capacity
ratio for baseline year is 0.919. When the development traffic volume will be added
with the forecasted volume of Background traffic (pass through traffic), total volume
increase by a comparatively small number and just make the volume capacity ratio
increase by 0.24 (from 1.45 to 1.68)

2.2.3 Traffic impact study on ring road

GeZhiyuan et al (2009),has done a study on the traffic impact analysis of the

Second Ring Road in Beijing, which is the comparative study of reduction in travel
time with the ring road and without the ring road.in this paper they have taken second
ring road as study stretch. This paper interpreting the negative impacts that are due to
the ring road in Beijing were to be studied. Though the ring roads occupied only 6% of
total land use, but they handle 30% the total vehicles. Generally road users consider the
travel time, they won’t consider travel distance and so on.

The traffic system model built in this paper is to stimulate the influence of the
Second Ring Road through map model. Second ring road consists of 29 flyovers which
acts like entry and exist point of the ring network.to determine the travel time in the
model, the average travel time was given as input. Approximately it was 43.4km/h for
ring road and 26.7km/h urban road.in these simulation pairs of points are generated
randomly, and by shortest path algorithm (dijikstra algorithm) the shortest time of each
pair of points and corresponding path are calculated. The system is divided into input
module, display module, processing module and output module. This system was
developed by using java language and MySQL. After the random points selected in the
network model is simulated.in this model before the join the travel time and distance
were 981.038 seconds, 7848.302 meters respectively. But after joining the ring roads
 15

they were 850.599 seconds and 8504.548 meters. Average travel distance increased by
8.36%.another drawback is increased in travel cost. If 200 thousands per day in the ring
road, it will travel another 4 .72 10 7km.3 3.77 ×103 fuels were consumed. Emission
value also estimated as 944 tons which is the serious impact on environment. Due to
ring roads pedestrians, cyclists and traffic flow also gets disturbed due to the
continuous development of concentric ring roads.

EleniKarioti et al (2016), has done a study on the Traffic and

environmental impacts of traffic incidents on Thessaloniki’s inner ring road. In this
paper they evaluate impacts caused to traffic and the environment by road incidents
occurring at different locations and with different duration and demand conditions on
the inner ring road of Thessaloniki. Study reveals that Incidents cause approximately
25% of traffic congestion. Traffic microscopic simulation software AIMSUN was used
in this study. AIMSUN use, not only a traffic simulation model but also it made for
vehicle emission model such as NOx, VOC, CO2 and PM.

The study area was taken as 14km section of the Thessaloniki’s inner ring road.
Inner ring road is being a dual – carriageway suburban road with 3 – lanes per
direction, in the stretch 243 sections and 119 nodes, 3 of which are signalized, were
inserted in the model. Traffic volumes was given by the Hellenic Institute of Transport
using real traffic counts for the morning period 10.00-11.00 of weekday. . Traffic
counts made with the use of sensors in the city road network. Traffic composition
observed consisted of 90% cars, 8% commercial vehicles and 2% taxis. The impact
assessment analysis was performed at a local and at the network level. For the
evaluation process two different time periods (25 and 50 mins) and three different
demand levels (low, base-case, and high) were examined. Thus, 12 different scenarios
were defined and tested with the traffic microscopic simulation software. The
following indicator analyzed for the study were travel time, traffic volume
(vehicle/hour), delays per vehicle, queue length (vehicles/lane), speed (km/h), density
 16

and air pollution emissions (CO2, NOx, VOC and PM) and then results were
interpreted according to the scenarios. By the conclusion the effects are more intense
when the incident location was near the location. The outcome reveals that the
importance’s of traffic management schemes and emergency lane for minimizing the
operating cost.

2.2.4 Traffic impact study on intersection

HE ZhaoChenget al (2013),has done a study on the Traffic Impact Analysis of

Urban Intersections with Comprehensive Waiting Area on Urban Intersection Based on
PARAMICS.in this paper it deals with utilization of left turn and straight vehicles
waiting area in the same intersection using the simulation software PARAMICS with
the API programming language. In this paper traffic volume taken in three condition
following control strategy (FCS), Underutilizing control strategy (UCS) and without
control strategy (UCS).In this paper comprehensive waiting area is taken Shangdu
Road and Bingjiang Road T intersection in Guangzhou. For the above the condition,
link delay, queue length, link average speed and passing vehicles were
evaluated.PARAMICS are created with 6 modules for the 4 main functions. All the
four API functions were called by C program.
Road network data, traffic flow data, signal phase, vehicle speed data’s are
collected by the various survey methods. Existing traffic volume and spot speed data’s
were given as input to the PARAMICS,after the simulation the traffic volume and spot
speed values were compared to the existing values. If the deviation is more the values
are calibrated.
Based on the study FCS method of traffic improvement is obviously better
compared with UCS &WCS.Whenever the traffic volume is less than Implementing
comprehensive waiting area not only cannot improve traffic operation but also worsen
the traffic.FCS will be better for input traffic more than Q .From passing vehicle index
there was no different, whether the comprehensive waiting area implemented or not.
 17

LengJunqiang et al (2008), has done a study on the Research on the Impact of

Traffic Volume on U-turn at Intersection. The objectives of this study were examining
the effectiveness of U-turns at signalized intersections and to set up a set of guidelines
for using this alternative in China. For this study PTV VISSIM and COM module were
used and then it was calibrated with the field data. This study attempted to minimize
the Direct left turn (DLT) movements which is the reason for increase conflicts, delay
and reduce capacity of the roadway. Left-turning flow is the leading cause of the most
of conflict points. It greatly reduces the effectiveness of the intersection. For this
problem RT+UT or UT+RT technique was given as the alternative solution.
They did a long- term observation of an intersection in Kentucky, main road
volume and the proportion of left-turning vehicles, are considered as the main
factors of the RT+UT or UT+RT. The evaluation parameters such as the length of
queue and the average delay can be obtained. The model was calibrated to the local
condition so that it reflects the actual traffic situation. The study location is a four-
way intersection, which is a junction of four lanes on the main road and two lanes
on the bypass. The upstream intersection was about 250m away and the
downstream one was about 300m away. The traffic flow of bypass was 600vph
while the unidirectional traffic flows of main road were 1000vph, 1200vph,
1400vph, 1600vph and 1800vph. The proportion of the left-turning vehicles in each
entrance was designed as 5%, 10%, 15%, 20%, and 25%.the study intersection was
the signalized intersection with its each intersection was forbidden to the left turn
movement. For the left turning movement the vehicle must go straight and then it
take U-turn in the subsequent intersection. Even though the U-turn increases the
road distance with left-turning forbiddance and might cause a longer delay time, it
reduced conflicts significantly. Hence it shortens the other vehicles’ travel time and
reduce the average delay.Totally 50 possibilities were analyzed in this study. The
main road traffic volume as the independent variable, the vehicles average delay as
the dependent variable from the 50 traffic simulations output results to analyze.by
 18

the analysis whenever the main road volume of traffic achieves at 1600vph, and the
proportion of left turn achieves at 5%, or singly the left turn proportion achieves
20%, implementation U-Turn was needed. The simulation analysis indicates that
the installation of U-turns significantly reduces the delay by 32%. When the
current capacity was 1800vph and the left turn proportion was 25%.
ShyamPrakash K et al (2012) has done a study on Traffic impact Study at
3 legged intersection. This article deals with the Traffic Impact Study at a 3 legged
intersection at Durgaghat in Vijayawada, Andhra Pradesh. In order to find out the
traffic impact at Durgaghat which is a 3- legged junction, traffic volume count was
conducted. It is observed that the capacity of a dual lane carriageway in both
directions. Traffic volume count was conducted by the manual method with the help of
the experienced observers. Since it was complex junction traffic count with the
automatic counts won’t give the accurate results in terms of vehicle occupancy,
pedestrians, turning movements and vehicle classifications. For this survey tally sheets
and stop watches used by observers.15 minutes traffic count interval taken for this
study. In this intersection only 3.8% was public transit and around 68% were cars and
two wheelers. This article mainly focuses on manual method of conducting surveys and
analysis rather than on the use of software’s. The distribution of modes during the peak
hours was calculated from the study conducted. In this case the road consists of dual
carriageway (14m). The usual capacity of such road is 3000 pcu's/day but the study
denotes that the peak hour vehicular traffic in this case is around 5000 pcu's/12 hour.
As the existing Level of Service of the present road reaches LOS 'E'.

The study shows the model distribution, vehicular traffic during peak hours,
yearly growth factors, public share factors, volume capacity tables. Based on this study
it is proposed that the additional lane requirement is essential at the study area. The
Traffic impact at Durgaghat in Vijayawada leads to the problematic condition for the
flow of traffic towards Hyderabad and the in and around residential areas. It is
proposed that additional lane requirement is essential for the given area.
 19

2.2.5 Traffic impact study along corridor

P.Ponnurangam et al (2014), published the paper on Traffic impact analysis

(TIA) for Chennai IT Corridor. In this study he has taken a study stretch from a part of
inner ring road which consists of IT companies and primary residents.

Traffic volume count was conducted on a intersection along the corridor, in

which the volume towards Gundy and Vadapalani were counted. Survey is conducted
for morning four hours, evening four hours. Out of the results 60% were two wheelers
based on the results model share, volume variation, and mode wise distribution was
studied. Separate mode wise public, private and IPT vehicles were analyzed under the
various scenarios. Apart from these studies an impact study conducted on EMPEE
hoteland found that 2.78 percentage of the total hourly PCU traffic volume on the inner
ring road that was in permissible limit. Developments require internal circulation
design and parking lots for that demand and supply was tried to satisfy in this paper.

GIS and STELLA software’s were used for land use mapping and scenario
analysis. The main objective of formulating the system models is to evaluate the
service level of the study road with the various proportions of public, private and IPT.
The model formulated was highly flexible to accommodate in model parameters at any
period. The model was tested under the three scenarios. First, one is allowing the trend
of the existing condition. The next scenario was based on various future requirements,
which was in terms restricting the private vehicles to the certain extend. Third scenario
is the best one tough to achieve. This paper presents traffic impact study not only
suggesting short term management measures but also considered to give sustainable
solution.

NafisAnwari et al (2018), studied the Traffic Impact Assessment of Mohakhali

Flyover in Dhaka city. This paper shows that most of the flyovers were considering
only the localized impact of flyovers on its aligned roads, rather than conducting
 20

additional impact studies on adjacent areas to assess overall impact. Traffic flow and
congestion degree had been estimated to justify evaluation of performance of the
flyover. Level of Service (LOS) of the every section evaluated according to the
Highway Capacity Manual by Transport Research Board. The study area of this study
was taken as 1.12 km flyover called Mohakhali Flyover which has four lane. This
paper addressed the impact of Mohakhali flyover both along corridor and adjacent area.

First of Reconnaissance survey was conducted for the study of

identification of existing road condition, and then video based 15 minutes traffic
volume count were taken by cordon count method at the flyover both under and over
during peak hour. A total of 13 intersections and 14 road segments were identified
along and adjacent to Mohakhali flyover for the study purpose. Volume count values
were converted into the pcu. Data were also compared with 2015 data from that flow
has increased section, it was 8.18 km/h for entire study, which is only little faster than
the average 104.98%. For the Queue length analysis the most critical intersection
(intersection 4) was considered. . The longest queue length at grade was recorded at
weekday day (373.7 m) while the shortest was recorded at weekday night (62.8 m),
highest value of this values mean the flyover had failed to take care of the congestion.it
reached 1631.7m for above the grade level. Floating car method was used for find out
the travel speed along the walking speed of 5 km/h. Then each segment capacity
calculated by using, c =Nsg/C. from the calculation,the directional capacity of segment
direction 6-5 was highest (2181.33 pcu/h) while that of segment 1-6 was lowest
(328.16 pcu/h). LOS of all segments adjacent to Mohakhali Flyover was F during peak
hour at weekday day, indicating the lowest level of service. In the flyover, entry and
exit ramps of the flyover have been directly constructed over primary roads. In this
study it is recommended that ramps should have been connected to local roads so that
the traffic makes an uninterrupted flow for travelers, also recommended that to tackle
prevailing chronic congestion problem of urban built up area, instead of constructing
flyovers which merely shift traffic bottlenecks from one place to another and rapid
 21

mass transit system should be encouraged so that the needs of flyovers may be slightly
come down.

Ravi Bhutani et al (2008), has done a study on the Impact of metro rail
construction work zone on traffic environment which leads to reduction in capacity,
increase the travel time delays, queue length, fuel consumption, number of forced
merges, and roadway accidents which lead to unaccounted economic losses. This
research aimed to study the impact of metro rail construction work zones and
consequently quantify those impacts. The study area taken was located on Swami
DyanandMarg which is a six lane divided carriage way in East Delhi. 1 km in study
stretch was selected to analyze the traffic flow parameters. Video graphic survey was
conducted using video camera at three locations for 60 min in morning, evening peak
hour and afternoon for both the directions .Three locations were selected in non-work
zone, work zone and station area work zone. Location 1, Location 2 and Location 3
were without work zone, elevated metro rail construction and station location
respectively. Speed and delay survey was conducted using V-Box for car, bus, two
wheeler, auto and comparison was made for non-work zone and work zone conditions
for peak and off peak hours. From the volume count it is inferred that maximum
composition of two wheelers.

Variations of mode wise speed was studied in the three locations and
graphs were drawn for using MINITAB 16 software to get 15th percentile, 50th
percentile and 85th percentile speeds of different modes. There was a average increase
of 40% in speeds from work zone to non-work zone and 174% increase of speeds from
station work zone to non-work zone conditions. Lanes reduced from three in non-work
zone area to two in work zone to one station work zone area. Optimum capacity for
non-work zone, work zone and station area work zone were 2850 vehicle, 2300
vehicles and 2100 vehicles respectively. Car fitted with a fuel flow detector integrated
with a V-box was used for determine the fuel consumption. For the traffic moving
 22

towards GT Road there was a average increase of 78.5 % in travel timing, 61.75 %
decrease in speed and 40 % increase in fuel consumption from non-work zone area to
work zone area. The Vissim 6.0 software was used to study the queue length by
building simulation model before and after the creation of work zone. Finally the
author concluded that the maximum percentage of economic losses was due to loss in
time by bus passengers in the work zone therefore public transport should be given
priority in the work zones.

DusanJolovic et al (2016), has done a research work on the Assessment of

Level-Of-Service for freeway segments using HCM and microsimulation methods. .
The main goal of paper is to address a gap by comparing and contrasting the
methodologies behind the two tools and by offering explanation and discussion of their
outputs in terms of density and LOS. The two tools taken for this are FREEVAL and
Vissim. The study covers three major HCM freeway segment types were basic, on-
ramp, and weaving in under- saturated conditions. The two tools represent quite
opposite sides in freeway modelling – Vissim as a representative of microsimulation
tools, requires time-consuming preparation and calibration of the model, whereas
FREEVAL requires less on input and calibration sides but its results may not be as
comprehensive and accurate as Vissim.

The test site consists of two basic, one on-ramp and one weaving segment in
California. The online database called Pems used for the traffic data collection. Vissim
model had been calibrated using vehicle speed and traffic volume, validated using
vehicle speed data. Macroscopic FREEVAL model calibrated to match
microsimulationVissim’s outputs with high degree of confidence for all of the
segments tested. For the initial basic segment, field density closely matches with
Vissim density output. FREEVAL overestimates the field density in that condition. For
the on-ramp segment, field density closely matches FREEVAL output and no
significant difference had been found between these two datasets. The same holds true
 23

for Vissim density output and the PCE density from FREEVAL. The weaving segment
results reveal that PCE values are considerably higher than the Vissim density output
and there was no field data was taken. The general conclusion from this study was
heavily influenced by the large discrepancy in the case of on-ramp segment, where
these two tools consistently report different LOS values for under saturated condition.

Chu Cong MINH al (2016), has done a study work on the traffic impact
assessment to the project of nguyen hue walking street. The study aims to analyze the
traffic impact of the combination between the walking and driving into one street by
reducing the capacity of the existing street. During the study Nguyen Hue avenue is the
two-way street with six lanes, in which four inner lanes has been used for four-wheeled
vehicles and two outer lanes has been used for motorcycles, bicycles and non-
motorized vehicles. In the executive plan of the project, two outer lanes along Nguyen
Hue avenue would be expand to walking area, four inner lanes would change for two-
way heterogeneous traffic. In the scenario analysis 7 scenarios were developed to
select the best and feasible scenario among them. Scenario development incudes
changing the 2 way traffic into the one way traffic, speedreduction, street restriction
and increase the road width. The effectiveness of proposed scenarios were represented
in terms of the reduction indicators PCU-km, PCU-h, V/C ratio. This project’s impact
analyzed for both, entire network and around Nguyen Hue Avenue. Entire network
analysis does not had any traffic effect. Results represents that the traffic flows in the
surrounding network were distributed more evenly on each route and lead to PCU-km
indicator decreases. The analysis above shows that scenario 6 was considered for the
most effective compared to other scenarios in case of all traffic indicator, Veh.km,
Veh.h, Km/h, and V/C ratio. The study does not show any predictable results for the
future. Therefore, it was recommended that the predictable model for the future should
be developed in further studies.
 24

2.3 INFERENCES FROM LITERATURE REVIEWES

 Care must be taken for intersection delay value is greater than 60 seconds /pcu,its
not in good level of service condition. In our country all the traffic flows are
heterogeneous in nature. HCM is modelled for homogeneous traffic flow. Codes
must be revised as per our standards.
 Encouragement should be given to comprehensive waiting area concept to
implement in Chennai IT corridor, which is the recently developing traffic
management method.
 Traffic volume should be distributed reasonably in order to make sure Supply and
demand gap minimized for efficient utilization of any project.
 VISTRO, STELLA, PARAMICS are used for simulating and projecting existing
traffic condition. In addition to these JAVA,C, dijikstra languages can also be used
in TIA.
 Trip Rate Analysis, Cross-Classification Analysis, and Regression Analysis are
used to assess the future traffic expected to be caused by a development and its
shows that the lowest mean difference for the Cross-Classification method of
estimation.
 While performing traffic impact assessment, the factors to be considered are
negative impacts, traffic safety, traffic organization, road facilities alteration.
 Setting of strict land use plan in the developing countries is the only way to control
the traffic impact on that area. A good traffic impact study to handle traffic
incidents can effectively minimize traffic, economic and environmental effects for
any arterial roads.
 The mismatch between supply and demand of infrastructure is because of poor
traffic regulation and has resulted in increasing traffic related problems such as
congestion, accidents, air pollution etc.
 25

 Left-turning flow produces most of the conflict points in the intersection so right-
turns followed by U-turns or u- turns followed by right-turns (RT+UT or UT+RT)
given as an alternative to DLT (Direct Left Turn).
 Traffic mitigation measures in a study area also can cause significant effect on all
other surrounding network.
 Countermeasures to potential problems will be encountered by the results of careful
and systematic analysis of “with” and “without” development scenarios. To take
care of excessive traffic, providing infrastructures is not only the solution,
staggering office timing and carpooling can also taken care.
 LOS calculation using Vissim and HCM (FREEVAL) methodology has large
discrepancy in the case of on-ramp segment.
 Care must be taken for chronic congestion problem of urban built up area, instead
of constructing flyovers which merely shift traffic bottlenecks from one place to
another, the rapid mass transit oriented measure should be undertaken.
 Long term work zones on urban roads lead to many problems such as reduction in
capacity , increase the travel time delays, queue length, fuel consumption, number
of forced merges and roadway accidents which lead to unaccounted economic
losses.

RESEARCH GAP

Traffic impact study for corridor using network planning software like Vistro
for a corridor not yet been attempted from the literature so far reviewed. That’s why
this work is taken up now. In the absence of traffic impact study, LOS getting worsens
day by day. The recommended remedial measures to reduce the traffic related problem
can be analyzed using simulation software before implementation.
 26

CHAPTER 3

METHODOLOGY

3.1 GENERAL

The literature reviewed so far has given a frame work for the
methodology to be adopted for this study. The methodology gives the stepwise
procedure to be undertaken for the fulfillment of the objectives of the study. Here the
flow chart indicating the various steps involved.

3.2 STAGES INVOLVED IN THE STUDY

For any case it is necessary to know about the need for the study to find
out the major problems. The objective of the study is to be framed based on the need of
the study location and to suggest appropriate strategies to achieve the better Level of
Service. Literature review is carried out to identify the various parameter/data required
for analysis and also the technique to be used for carrying out the analysis. It is also
used to understanding of the existing research and debates relevant to area of study. In
this chapter, the methodology framed based on the study of literatures and need to be
implementation.

The extent of the study area is determined by identifying the intersections

near the development on which the traffic generated by the development may have a
significant impact. Date required for the analysis is to be collected through primary and
secondary surveys depending upon the required data. Primary data like volume count,
road geometrics and opinion survey are to be collected. Some of the secondary data
such as Trip generation, Mode distribution, and Traffic flow characteristics are to be
collected. Project the data’s for the horizon year. Data analyze is to be done by
modeling tools, with that various scenario analysis are including trip rate. Best scenario
is adopted for the further implantation. The detailed study methodology of the project
is given in fig 3.1.
 27

Review of literature

Formulation of objective

Selection of study area

Data Collection

PRIMARY SECONDARY
1. Vital traffic flow 1. Population data
parameters 2. Trip generation
2. Questionnaire 3. Mode distribution
survey 4. Traffic flow
3. Road geometrics characteristics

Project for future

Data analysis

A
 28

STELLA Model development PTV Packages

Model calibration

Model validation

Scenario analysis

Selection of best scenario

Results and inference

Recommendation of policies

Fig 3.1 Proposed methodology for Traffic Impact Study

3.3. DATA COLLECTION AND STUDY AREA

 29

3.3.1 STUDY AREA

State Highway 49A also known as Rajiv Gandhi Salai and Rajiv Gandhi IT
Expressway is a major road connecting Chennai, TamilNadu with Mahabalipuram in
Kanchipuram district, Tamil Nadu. It is 45 km long and was earlier known as the Old
Mahabalipuram Road (OMR). The road starts from Madhya Kailash Temple on Sardar
Patel Road in South-East Chennai and terminates on East Coast
Road near Mahabalipuram.

Besides, State Industries Promotion Corporation of Tamil Nadu Ltd

(SIPCOT) has developed a Cyber City, spread over 2000 acres in Siruseri, abutting the
IT Corridor. Many IT/ITES Companies have set up their facilities in the Cyber City.
Based on development and growth of OMR road, it was categorized as 2 major zones.
Zone-1 is from Madhya Kailash to Sholinganallur and Zone-2 is from Sholinganallur
to Kelambakkam. The driving distance or the travel distance between Kelambakkam to
Sholinganallur is 13 KM and 960 meters.

Fig 3.2 Study area on Old Mahabalipuram Road

3.3.2 DATA COLLECTION METHODS

 30

1. Traffic Volume Count

Traffic Data Collection is basic requirements for transport planning. Traffic
Volume Count is counting of number of vehicles passing through a road over a period
of time. It is usually expressed in terms of Passenger Car Unit (PCU) and measured to
calculate Level of Service of the road and related attributes like congestion, carrying
capacity, V/C Ratio, identification of peak hour or extended peak hour etc.  Traffic
volume count or TVC is usually done as a part of transportation surveys.
Methods of doing Traffic Volume Count

Traffic Volume Count can be done by various methods depending upon various
factors like manpower available, budget, technology/instrument available, magnitude
of traffic data required or to be collected which will then determine quality and type of
vehicle classification to be adopted. Traffic counting falls in two main categories,
namely: manual count and automatic count. Traffic data collection forms the integral
part of traffic volume study as it provides the raw data and includes primary survey.
Different methods of traffic volume count are as mentioned below
Manual Count
The most common method of collecting traffic volume data is the manual
method of traffic volume count, which involves a group of people recording number of
vehicles passing, on a pre-determined location, using tally marks in inventories. Raw
data from those inventories is then organized for compilation and analysis. This
method of data collection can be expensive in terms of manpower, but it is nonetheless
necessary in most cases where vehicles are to be classified with a number of
movements recorded separately, such as at intersections also in case where automatic
methods cannot be used due to lack of infrastructure, necessary authorization etc.

2. OPINION SURVEY METHOD 

 31

It is a comprehensive one covering almost all questions either directly or

indirectly in a most intelligent manner. It is prepared by an expert body who are
specialist in the field or marketing. A questionnaire survey is a set of questions used in
a survey. The survey questionnaire is a type of data gathering method that is utilized to
collect, analyze and interpret the different views of a group of people from a particular
population. The survey questionnaire has been used in different fields such as research,
marketing, politics views, psychology, etc.

3. ROAD GEOMETRICS

The physical features of a road are known as road geometrics.

These physical features have direct connection with the highway users. These are
provided according to their geometrical design in order to facilitate safe and
economical of vehicles. Road geometrics are greatly influenced by the topography of
the area, traffic characteristics and the requirements of road users. It includes Cross-
sectional elements, speed of road vehicles, sight distances, Curves, Super elevation,
etc.

CHAPTER 4
 32

MODEL DEVELOPMENT & ANALYSIS

4.1 GENERAL

In order to predict the future population, trip rate and traffic volume simulation
model and PTV Vistro is to be used.

4.2 SYSTEMS APPROACH IN PLANNING

A system is a collection of interacting elements that function together for some

purpose. The systems approach in planning emphasizes the connections among the
various parts that constitute a whole system. System dynamics approach in the
simulation modeling has been extensively used by several of the advanced countries in
various studies to analyze the cause and effect scenarios, impact of change in one
options and forecasting various system dynamics simulation options under varying
policy options. The “STELLA‟ system dynamics software is object oriented software
which facilitates formulation of dynamic models which are simulated to a real world
situation. For instance, in the conventional approaches, the impact analysis is carried
out in isolation.

4.3 BUILDING BLOCKS OF MODEL

The system Dynamics tool used in this study to model Land use, Transport
sectors has four basic building blocks as listed below.
 Stock - Stocks or Levels are used to represent that accumulates. An example of
stock would be population level at one time.
 Flow - Flows are rates represent activities that increase and decrease stocks. An
example of flow includes birth rate and death rate.
 Connectors - Connectors are used to establish the relationship among variables in
the model. The software represents them graphically as arrows. They carry
 33

information, which can be a quantity, constants, an algebraic relationship or a graphical

relationship.
 Converters - Converters transform input to output. Converters can accept input in
the form of algebraic relationships, graphs and Tables. For ease of presentation, the
symbols used for flow diagramming of System Dynamics are presented in the Figure
4.1

Figure 4.1 Flow diagramming symbols

4.4 SYSTEM DYNAMICS MODEL DEVELOPMENT PROCESS

The system Dynamics model development process is summarized in the

schematic diagram of a model life cycle in figure 4.2. The modeling process starts with
defining the purpose/goal of the system. Then boundaries of the system to be modeled
are specified.
 34

This is followed by identification of key variables in the system that affects the
system, the most. Then behaviour of the key variable is described, the stocks and flows
are identified, and their structure is mapped in the modeling tool using basic building
blocks. Quantitative information, i.e., equations and data, is included in the model
structure. The model is run to test the behaviour. The model is then evaluated and
adjustments are made. Once the model is replicating system behaviour, it is ready for
simulation modeling. Before running the model for results, process like model
verification, calibration and validation have to be done.

Figure 4.2 System Dynamics model development life cycle

 35

4.5 PTV VISTRO

PTV Vistro was produced particularly for traffic investigation and helps
transportation planners and traffic engineers with their projects and tasks. It provides
quick and easy network setup, efficient data entry, and automated report generation.
Vistro is a complete transportation planning software program that examines the
transportation network macroscopically. The transportation system is characterized as
traffic nodes, links, and zones; and different assignment are involved to perform traffic
flow analysis. Vistro is a tool that focuses on the operational side of transportation
planning. PTV Vistro offers both functionalities for conducting traffic impact analyses
(TIAs) and signal timing studies.

Fig 4.3 Typical window of Vistro for Traffic Impact Assessment

 36

CHAPTER 5
FUTURE WORK

5.1 WORK DONE SO FAR

The needs of the study were established based on the requirement of the
study area. The broad objectives of the study were framed. With respect to the study
various article from the journals have been collected which include Traffic impact
study on specific project, area, intersection, ring road and corridor. A methodology was
framed on how the work is to be carried out. Study area has been selected based on
corridor which has great potential for development.

5.2 WORK TO BE CARRIED OUT IN PHASE II

In the second phase initially primary and secondary data are to be

collected such as Traffic volume, O&D data, Road geometry, trip generation and
attraction and population growth pattern.

The next step would involve development of model for projecting the
existing as well as future condition by STELLA. Various scenarios will be formulated
and analyzed by the PTV Vistro and the simulation software. The best possible
solution will be suggested as the mitigation measure. Finally the report preparation of
the study from start of the project to be finish and drafting of full report has to be done.

5.3 POSSIBLE OUTCOME

The impact of land Use developments on transportation network would

be quantified and appropriate measurement suggested. Outcomes of this study would
be taken care of the unanticipated congestion and safety problems to improve the
traffic condition.
 37

Table 5.1 Schedule of work

Dec-19 Jan-20 Feb-20 Mar-20 Apr-20 May-20

TIME / TASK
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

Collection of
secondary Data

Primary data
collection (volume
count, Road
geometry)
Origin and
Destination survey
Data Extraction

Model development
(Vistro and Stella)

Calibration and
Validation
Scenario analysis

Recommendation
Final Report
Preparation

Final Draft Report

Submission
 38

REFERENCES

1. Anil Minhans, RakeshBelwal (2013),’Traffic Impact Assessment: A Case of

Proposed Hypermarket in Skudai Town of Malaysia’, JurnalTeknologi
(Sciences & Engineering) volume 65:issue 3 (2013) page 1–7.
2. Chu Cong MINH , Huynh Duc NGUYEN(2011),’ The traffic impact assessment
to the project of nguyen hue walking street’, Journal of the Eastern Asia Society
for Transportation Studies, Vol.9, 2011.
3. DusanJolovic, AleksandarStevanovic, SoheilSajjadi, PeterT.Martin (2016),’
Assessment of level-of-service for freeway segments using hcm and
microsimulation methods’, ISEHP 2016. International Symposium on
Enhancing Highway Performance, Volume 15, 2016, Pages 403–416.
4. EleniKarioti, Socrates Basbas, EvangelosMintsis, George Mintsis, Christos
Taxiltaris (2016)’ Traffic and environmental impacts of traffic incidents on
Thessaloniki’s inner ring road’, 3rd Conference on Sustainable Urban Mobility,
3rd CSUM 26 – 27, Volos, Greece.
5. Ganesh G, SaiSravan, Ganesh, Sarat Chandra (2012), 'Traffic Impact Study at 3
legged intersection', IJERT, Vol.1, Issue 6.
6. GeZhiyuan,ZhaoFucheng (2009),’ Study on the traffic impact analysis of the
Second Ring Road in Beijing’, School of Economics and Management Beijing
University of Technology, Beijing.
7. HE ZhaoCheng, SUN WenBo, CHEN ZhanQiu4 and GONG JunFeng (2013),’
Traffic Impact Analysis of Urban Intersections with Comprehensive Waiting
Area on Urban Intersection Based on PARAMICS’, Research Center of
Intelligent Transportation System, Sun Yat-sen University, Guangzhou,
Guangdong Prov., China.
8. Jose Regin F. REGIDOR, Rene Val R. TEODORO(2005),’ Traffic impact
assessment for sustainable traffic management and transportation planning in
 39

urban areas’, Proceedings of the Eastern Asia Society for Transportation

Studies, Vol. 5.
9. Karda. D. Yayat, KombaitanB ,Pradono ,HeruPurboyo HP (2015),'Traffic
Impact Assessment Practice In Indonesia', Procedia - Social and Behavioral
Sciences, Vol.227.
10. LengJunqiang, Zhang Yaping, Zhao Hantao(2008),’ Research on the Impact of
Traffic Volume on U-turn at Intersection’,International Workshop on
Modelling, China.
11. MadhuErampalli, RavinderKayitha (2014), 'Traffic management plan for Port
Blair city, India', 11th TPMDC 2014, Mumbai, India.
12. MohsinManzoorJanwari, GeetamTiwarib ,Sudershan K. Poplic , M. S. Mird
(2014),’ Traffic Analysis of Srinagar City’, Transportation Engineering
Department, Indian Institute of Technology, New Delhi, India.
13. NafisAnwari, Md. Rakibul Islam, Dr. Md. ShamsulHoque (2018),’ Traffic
Impact Assessment of Mohakhali Flyover, International Congress on
Technology Engineering and Science, Malaysia.
14. NailaSharmeen, Kimiaie Sadat, NishatZaman, Suman Kumar Mitra(2012),’
Developing a Generic Methodology for Traffic Impact Assessment of a Mixed
Land Use in Dhaka City’, Journal of Bangladesh Institute of Planners, Vol. 5,
December 2012, pp. 00-00, Bangladesh Institute of Planners.
15. Old mahabalipuram road Facilitating transport needs of people, Prepared By:
Institute for Transportation and Development Policy, March, 2011.
16. OmkarSharadKhade, Dr. KhodeB. V. (2017),’ Evaluation of Traffic Impact on
Road Network due to New Commercial Development’, IJSTE - International
Journal of Science Technology &Engineering ,Volume 3, Issue 09.
17. Ponnurangam P, Dr.Umadevi G (2014), ‘Traffic Impact Analysis (TIA) for
Chennai IT Corridor’, Unpublished M.E transportation engineering thesis ,
 40

Division of transportation engineering, DCE, CEG, Anna university, Chennai-

25.
18. Ravi Bhutani, Dr.Sewa Ram, Dr.KayithaRavinder(2014),’ Impact of metro rail
construction work zone on traffic environment’, 11th Transportation Planning
and Implementation Methodologies for Developing Countries, TPMDC 10-12
December 2014, India.
19. Sonya Sulistyono,JanuarFeryIrawan,DiditSeptiawan (2015),’ Traffic impact
analysison the development of jember icon using PTV vistro’, The 18th FSTPT
International Symposium, Unila, Bandar Lampung, Indonesia.
20. Traffic impact assessment guideline, Prepared By: Ministry of Public
Infrastructure & Land Transport, November, 2015.
21. XiaofangZou , Zhuo Wang, Lei Zheng, HongHui Dong, LiMinJia, Yong Qin
(2012),’ Traffic Impact Analysis of Urban Construction Projects Based on
Traffic Simulation’, 24th Chinese Control and Decision Conference.
22. YazaoYang,Hailin Si, XiaoniHao, JunshaoLuo (2012), 'Traffic Impact
Simulation for Road Construction Project', Telkomanika, Vol.10, Issue 8.
 41

APPENDIX I
ANNA UNIVERSITY
DIVISION OF TRANSPORTATION ENGINEERING
QUESTIONNAIRE SURVEY FOR TRAVEL CHARACTERSTICS

LOCATION: DATE:
TIME : DAY:

I. PERSONAL INFORMATION

1 Age <30 31-50 51-60 >60

2 Gender Male Female Others

3 Occupation Employed Unemployed Retired Student Self

Public employed
Private
4 Income LIG 10000 -20000

MIG 20000 - 40000

HIG >40000

II. TRAVEL CHARACTERISTICS

1 Where did you BEGIN your trip?

(City/Village Name)

2 Where did you END your trip?

(City/Village Name)
 42

3 Which type of vehicle you are using now?

Own Car Bus Train

Two wheeler IPT Others

4 How many people were in the vehicle for this trip, including you?

1) 1 2) 2 3) 3 4) 4 5) 5 6) > 6

5 Which mode of transport you prefer most?

Own Car Bus Train

Two wheeler IPT Others

6 How long it takes to reach the office?

<15min 15-30min 30-60min

1-2 hour >2 hour

7 Time of work shift

1) Regular Day 2) Regular night 3) Periodic change 4) Flexible

8 Which time of work shift do you prefer?

1) Regular Day 2) Regular night 3) Periodic change 4) Flexible

9 How often do you make the trip?

1)Daily 2)Weekly 3)Monthly 4) 5 days in a week 5)Occasionally

10 Which spot do you have more delay?