Traffic Impact Mitigation Paper
Traffic Impact Mitigation Paper
Traffic Impact Mitigation Paper
net/publication/237781990
CITATIONS READS
10 475
2 authors, including:
Kazunori Hokao
Saga University
96 PUBLICATIONS 1,495 CITATIONS
SEE PROFILE
Some of the authors of this publication are also working on these related projects:
All content following this page was uploaded by Kazunori Hokao on 07 December 2014.
1
measures into the integrated land-use and transportation planning
of the city. Although this has been recognized, and taken account
of in the city planning policies of the major cities of many
developing countries, as in Bangkok, it has not received sufficient
attention. Also, many developing countries have been slow to
establish a sound institutional mechanism to incorporate and
implement zoning laws or land-use controls for systematic
land-use planning. It is hoped that the present study can provide
an insight into ways of developing more comprehensive and
innovative measures to mitigate the traffic impact of new
developments in the major cities of developing countries in the
future.
INTRODUCTION
The study is divided into four sections. The first reviews the
current traffic impact mitigation process. An analysis of all possible
mitigation measures is made in the second, together with an examination
of their effectiveness. The measures taken by the Bangkok Metropolitan
Administration (BMA) to mitigate the traffic impact of new
developments are described in detail in the third section, and two case
studies are discussed. Conclusions are drawn in the fourth section,
based on the review of the mitigation methods in practice, the theoretical
concept of traffic impact mitigation, and the experience of and lessons
learned from Bangkok.
2
I. REVIEW OF THE TRAFFIC IMPACT MITIGATION
PROCESS
3
(d) To identify roadway improvements and changes in the site
plan of the proposed development necessary to minimize
traffic impact.
A traffic impact study generally contains the following elements:
Measures for dealing with the traffic impact problem may differ
in different situations; various mitigation methods are in use in many
major cities. However, these different methodologies have many
common elements. Most mitigation measures can be integrated into
land-use and transportation system planning, provided proper
coordination among state and city administration authorities takes place.
4
(a) Land use growth control
5
C. Responsible parties in the traffic impact
mitigation process
6
Mitigation measures can be categorized into two broad groups,
land use-related and transportation-related. Again, measures related to
land use can be divided into two subgroups namely, land-use planning
measures and land-use growth management measures. Similarly,
transportation measures can be divided into two subgroups; namely,
traffic-related measures and pricing/financial measures. Table 1 shows
the classification of the different mitigation methods according to these
groupings.
7
Measures related to land use are effective at the site selection
stage of a development. In other words, the developer should follow
the city policy and regulations on land-use management established by
the government and city administration in selecting the site for the
development. Once a site has been selected, the traffic impact of the
development is assessed by conducting a traffic impact study. Based on
the findings of the study, transportation measures are recommended to
mitigate the traffic impact on the surrounding network. Primarily, these
improvements are related to the traffic flow within the site, and may
include access locations, internal circulation, parking facilities, and so
forth. Pricing measures may also be recommended as a source of
funding for additional infrastructure facilities and other improvements
that are required on the road network to handle the traffic generated by
new developments.
1. Land-use measures
8
development. The land-use growth management techniques are
particularly important for developing strategies to deal with traffic
congestion in urban areas where new developments are likely to take
place. These techniques are not aimed at halting new developments,
but rather to ensure their location in areas where the impact will not be
critical. However, their implementation is often influenced by vested
interests.
9
(iv) Areas of critical planning
2. Transportation measures
a. Access improvements
10
c. Demand management methods
a. Intersection improvements
11
b. Arterial road improvements
12
(iii) Impact exactions
1. Reduction of congestion;
2. Reduction of points of conflict at access points;
3. Achievement of a smooth flow of traffic within the site;
4. Control of unmanageable traffic loads;
5. Improvement in the level of service of the road network;
6. Improvement of road safety;
7. Reduction of environmental degradation;
8. Improvement of quality of life for residents, pedestrians and
visitors.
13
are based on the general understanding of each concept and therefore
the findings are illustrative rather than definitive.
It was found that the measures related to land use are useful in
achieving objectives such as congestion reduction, control of
environmental degradation and for achieving better quality of life. On
the other hand, transportation related measures were more effective in
improving conditions at the project site and in the surrounding areas,
and in reducing the traffic impact. It was observed that the role of land
use measures in relieving congestion and in revitalizing urban areas is
very important. Since transportation measures can solve only a part of
the problem, it is vital that city authorities consider land-use measures
during the process of policy planning.
14
15
III. TRAFFIC IMPACT MITIGATION PROCESS
IN BANGKOK
A. Land-use measures
16
(a) Land-use planning
The Town and Country Planning Act of 1975 repealed the earlier
City and Town Planning Act of 1952. This Act deals with the following
main aspects: the city and local city planning committee; the survey for
the comprehensive city plan and the project plan; the formulation and
preparation of the comprehensive plan; the enforcement of the
comprehensive plan; the enforcement of the project plan; and
modifications to buildings.
17
Land policy Transportation Environment H ousing Other issues
Land-use planning
Land regulations
Land acquisition
Provision of infrastructure
Building/construction
Source: B. Mekvichai, “A review of urban land management in Thailand”, in J.H. Ansari and
N.V. Einsiedel, eds., Urban Land Management: Improving Policies and Practices in
Developing Countries of Asia (United Nations Centre for Human Settlements, Nairobi,
1998).
18
Land Private
Transportation Environment H ousing Other issues
policy sector
Land
regulations
Source: B. Mekvichai, “A review of urban land management in Thailand”, in J.H. Ansari and
N.V. Einsiedel, eds., Urban Land Management: Improving Policies and Practices in
Developing Countries of Asia (United Nations Centre for Human Settlements, Nairobi,
1998).
projects and methods; the size and area of development land; systems
and standards of roads and footpaths; the size of buildings including
commercial buildings; road, pavement, access/exit road and footpath
standards and dimensions; the size of areas to be left undeveloped in
front of buildings; recreational areas in the development; the distances
from roads to buildings; the improvements in main roads required; water
discharge systems and waste water treatment systems; electrical systems,
waterworks systems, telephone systems; standards for infrastructure and
public services; and traffic signs and markings.
19
(c) Building Control Act of 1992
20
suggestions and recommendations from agencies under the supervision
of the BMA; and public needs and public opinion.
The Fifth Plan has the following major components: a plan for
urban system and land-use development; a plan for traffic and
transportation system development; and a plan for an environmental
management system.
B. Transportation measures
1. Traffic-related measures
21
designed with more than 300 parking units in their parking areas are
then forwarded to the Traffic Engineering Division (TED) under the
Department of Traffic and Transportation of BMA for the assessment of
the traffic impact and the access capacity of the proposed development.
Such developments are required to conduct a detailed traffic impact
study.
Apart from these, TED can also instruct the developer to adjust
the size of access roads, levels, slopes, turning points, parking, U-turn
areas and any other elements that may facilitate traffic flow, stability,
security, aesthetics, discipline or urban planning. When TED comes to
an agreement with the developer on the improvements required to
mitigate the traffic impact of the development, it reports back to BCD
to proceed with the required approval procedures. This process of traffic
impact mitigation for new developments is shown in figure 3. Since
there are no established BMA rules for traffic impact mitigation, factors
such as the influence of the developer, social factors, and political factors
can affect this assessment process directly or indirectly. Nevertheless,
in the absence of any guidelines or regulations BMA tries to implement
mitigation measures by negotiation with developers.
22
Submission of site Existing traffic Existing road
development plans to loads LOS capacity
BMA for approval (base year) (base year)
Traffic Planned
growth Compare projects
factors
NO Parking
units>300? Future traffic Future road
loads LOS capacity
YES (target year) (target year)
NO
Satisfactory
Discussions between
TED and developer and
provision of required YES
assistance by TED Design and
capacity
analysis of
access points
NO
Improvements
agreed? Alternative
design of
LOS access
YES
points
Supplementary
Report of agreement to analysis of YES
BMA by TED NO
alternative Satisfactory?
of BMA improvements
Proceed with
approval procedures Check feasibility of following improvements:
by BCD of BMA – Number of access points limited to two per road
– Pedestrian overhead walkways
– U-turns and channelization schemes
– Taxi drop-off/pick-up areas
– Sufficient pavement areas for pedestrian use
– Slip lanes and short lanes
23
(a) All public transportation projects;
(b) All developments located in traffic-sensitive areas and
historically important areas;
(c) All developments located close to critical junctions,
intersections and interchanges;
(d) High-rise buildings which are expected to generate
considerable traffic.
2. Pricing/financial measures
24
(LOS) of the road network system. Thus, an impact area with road
sections with low LOS reflected by higher traffic loads, and intersections
with long delays and queues were selected.
25
borne by the developer. After a number of meetings between the
developer and BMA, it was decided that BMA would grant approval on
condition that the developer should buy the land required for the above
improvements and bear the related construction costs of infrastructure
improvements.
There are four access points designed for the development: one
is to the east and a second to the west of the proposed highway; the two
others are connected to minor roads. The location planned for a ramp
to the new expressway project was very close to the west entrance,
which could cause conflicts in the future.
26
c. Internal circulation arrangements and a parking area.
27
(ii) The access point to the site was very narrow as planned,
which would have caused incoming traffic congestion,
spreading back to the road network. Improvements within
the site, together with an additional lane for U-turns, could
help to relieve the queuing. A thorough understanding
between BMA and the developer is crucial to the proper
planning of the negotiated improvements.
28
3. Summary of analysis of case studies
Case study
Shopping centre A Convention centre B
Land-use Land-use – –
measures planning measures
Land-use growth – –
management
measures
Transportation Traffic-related 1. Improvements within 1. Improvements within
measures measures the site: the site:
(a) access (a) access improvements;
improvements; (b) internal circulation
(b)internal circulation arrangements;
arrangements; (c) parking facilities.
(c) parking facilities.
2. Road network capacity 2. Road network
improvements: capacity improvements:
(a) additional lane for (a) intersection
U-turns; improvements;
(b)addition of short (b) U-turns to proposed
lanes; highway;
(c) channelization (c) channelization
schemes for U-turn schemes for U-turn
facility. facility.
Pricing/financial 1. Impact exactions 1. Impact exactions
measures 2. Acquisition of required 2. Acquisition of
land required land
3. Bearing of costs of 3. Bearing of costs
improvements of improvements
29
(d) Adverse effects on the quality of life of the local
community.
30
policy tools to mitigate the traffic impact of new developments in
Bangkok. This could be done by looking at the traffic levels of the road
network system in the city area and identifying sensitive areas which
require attention. Also, guidelines and specifications on the level of
generated traffic and the size and type of developments that require a
traffic impact study should be provided.
ACKNOWLEDGEMENTS
31
grateful to Nopadol Luangdilok, Director of the Traffic Engineering
Division of the Bangkok Metropolitan Authority (BMA), for providing
vital information for this study related to the traffic impact mitigation
procedures used by BMA. Our sincere gratitude is extended to Kritsda
Tungkavachiranon, Director of SPB Consultants, Bangkok, for his
assistance throughout this study. Special thanks are due to Wint
Khinzaw, Project Manager, Dynamic Engineering Consultants Co., Ltd.
of the Seatec Group, Ms Buhnga Popattanachai and Sakda Arunee of
the Planning Division of the Department of Town and Country Planning,
Ministry of the Interior, Bangkok, and Ms Suthee and Ms Chirawadee
of the Urban Development Coordination Division of the National
Economic and Social Development Board, Bangkok, for their prompt
response in providing information.
REFERENCES
32