TRAFFIC IMPACT ASSESSMENT REPORT

FOR THE PROPOSED

MULTI PURPOSe STRUCTURE
AT
EAST LEGON
Contents
EXECUTIVE SUMMARY .................................................................................................................................. 1
1.0 INTRODUCTION ....................................................................................................................................... 3
1.1 Background ......................................................................................................................................... 3
1.2 Objectives............................................................................................................................................ 4
1.3 Scope of Services................................................................................................................................. 4
2.0 PROPOSED DEVELOPMENT ..................................................................................................................... 5
3.0 THE EXISTING SITE CONDITION ............................................................................................................. 10
3.1 Existing Site Use ................................................................................................................................ 10
2.3 Existing Road Networks, Intersections and Traffic ........................................................................... 11
2.3.1 Road Networks ........................................................................................................................... 11
2.3.2 Intersections .............................................................................................................................. 12
4.0 IMPACT ASSESSMENT APPROACH AND METHODOLOGY ..................................................................... 15
4.1 Impact Assessment Approach ........................................................................................................... 15
4.2 Traffic Survey (Data Collection) ........................................................................................................ 15
4.3 Traffic Growth ................................................................................................................................... 17
4.4 Trip Generation ................................................................................................................................. 17
4.5 Trip Assignment ................................................................................................................................ 17
5.0 PROPOSED DEVELOPMENT ACCESS ...................................................................................................... 18
6.0 ASSESSMENT OF PARKING DEMANDS AND PROVISIONS BY THE PROPOSED DEVELOPMENT ............ 19
6.1 Parking Indices (PI) for the Proposed Development ......................................................................... 19
6.2 Parking Demands/Requirements (PR) of the Proposed Development ............................................. 19
6.3 Parking Provisions of the Proposed Development ........................................................................... 20
6.4 Public Transport ................................................................................................................................ 20
6.5 Pedestrian, Cyclist and People with Disabilities ............................................................................... 20
7.0 TRAFFIC IMPACT ANALYSIS ................................................................................................................... 21
7.1 General .............................................................................................................................................. 21
7.2 Analysis Methodology and Key Assumptions ................................................................................... 21
7.3 Intersection Capacity Analysis .......................................................................................................... 23
7.4 Existing Traffic without Development............................................................................................... 28
7.5 Existing Traffic Condition with Development ................................................................................... 28
7.6 Fifth (5th) Year Traffic Condition with Development ....................................................................... 29

i
 7.7 Tenth (10th) Year Traffic Condition with Development ................................................................... 29
8.0 CONCLUSION AND RECOMMENDATION............................................................................................... 30
8.1 Conclusion ......................................................................................................................................... 30
8.2 Recommendation.............................................................................................................................. 31

ii
EXECUTIVE SUMMARY
W & M Ventures in their quest to help reduce the soaring housing deficits in the Greater Accra
region of Ghana as well as provide office space for organizations which seeks to establish their
offices in the Greater Accra Region intend to construct a four-storey mix use apartment at La
Bawleshie. The mixed-use structure will have sixteen (16) units’ studio apartments, office spaces,
retail spaces, stores, restaurants and underground car parking spaces.

In compliance with the traffic impact regulations of Town and Country Planning Department, a
Transport Impact Assessment (TIA) is required for this new development. This traffic impact
assessment seeks to identify and address all the possible and/or anticipated impact that generated
traffic from the proposed development, could have on the road network within the project corridor.
Traffic studies were conducted on the existing road network within the project corridor of the
proposed development to determine the base year transport characteristics within the project
corridor.

The generation rates and factors from the land use rates from the Institution of Transportation
(ITE) were used in the analysis to estimate the traffic generation and parking indices required for
the proposed development. From the assessment of the traffic flows, the maximum number of
traffic generated by the proposed development during the peak period is 34 vehicle trips per hour.
This traffic was distributed along the existing road network within the project corridor and an
impact assessment was undertaken on the various links and intersections.

From the assessment of the critical intersections within the project corridor, it was realized that
there will be minimal impact of the traffic generated by the proposed development on the
intersections. There were minimal changes in the ICU performance levels in the base year with
development, fifth year (with development) and tenth year (with development).
It is anticipated that the changes occurred because the intersections already have high-capacity
levels.

From the assessment of the parking demands and provisions for the proposed development, it was
deduced that the parking demand required during peak periods are 82 parking spaces. The total

1
number of parking spaces, which have been provided in the proposed development, will be 160
parking spaces.

This implies that, the parking lots provided by the proposed development are about 95% more than
parking requirements for the full operations of the proposed development. 5 extra parking spaces
are needed to meet the parking demands during the peak periods. After projecting the parking
demand for ten years, the parking space provided will still be adequate for the full operations of
the proposed development during the peak hours.

THERE WERE MININAL IMPACTS FROM THE PROPOSED DEVELOPMENT ON

THE TRAFFIC FLOW ALONG THE LINKS AND INTERSECTIONS WITHIN
EXISTING ROAD NETWORK, HOWEVER THE IMPACT WILL BE INSIGNIFICANT
IF THE APPROPRIATE SAFETY SCHEMES ARE IMPLEMENTED.

2
1.0 INTRODUCTION
1.1 Background
ILLKO Engineering Limited is contracted to carryout traffic impact assessment on a four storey
multi-purpose building intended to be constructed at La Bawleshie, in the La Nkwantang district
in the Greater Region of Ghana.

The developers of the proposed facility intend to help reduce the soaring housing deficits in the
greater Accra region of Ghana as well as, provide office spaces for organizations which seek to
establish their offices in the enclave.

This Multi-Purpose Structure will comprise of studio apartments, offices, stores, restaurant and
underground car parking spaces. The proposed structure will be located at the heart of East Legon
opposite the East Legon KFC premises. It is about 15minutes drive from both Accra mall and
University of Ghana.

According to DUR’s TIA manual, any structure with more than 1,000m2 GLA and 10 residential
units for apartments warranting an in-depth impact assessment. The proposed four storey structure
has a Gross Leasable Area of 3,729.79m2 including16 units, hence this justifies the demand of
traffic impact assessment report for the proposed development.

In compliance with the traffic impact regulations of Town and Country Planning Department,
Transport Impact Assessment (TIA) is required for this new development. The developers of the
proposed facility has therefore commissioned a Transportation and Highway Engineering
Consultant, to undertake a TIA for the proposed development.

3
1.2 Objectives
The objective of this assignment is to assess the transport impact of the proposed development on
the existing road network within the corridor and suggest mitigating measures to any transport
problems that may be identified and/or anticipated and whose impact will be detrimental to the
existing road network.

1.3 Scope of Services

This Transport Impact Assessment (TIA) shall include but not limited to the following services:
➢ Undertake traffic studies and analysis of the transport infrastructure within the project
corridor that is likely to be affected by the traffic generated by the proposed development.
➢ Determine the traffic generation/attraction of the proposed development and its implication
on the existing road network within the corridor.
➢ Determine the parking demands for the proposed development.
➢ Assessment of transport impact on the existing road network within the corridor.
➢ Suggest mitigating measures/recommendations for any identified and anticipated negative
traffic impact that the development may pose on the traffic flow within the corridor.

4
2.0 PROPOSED DEVELOPMENT

The proposed Structure will be sited on plot number A4 at La Bawleshie in between Trinity
Avenue Road and Lagos Avenue Road directly opposite East legon KFC premises in the La
Nkwantang district in the Greater Accra Region.

The proposed development will have a total gross area of 3,729.79m2. The proposed project is a
four (4) Storey multi-purpose structure which comprises of offices, studio apartments, retail
spaces, stores, restaurant and underground car parks. Below is the breakdown of the various
components in the proposed structure.

Table 1: floors and its utilization

FLOOR Utilization
Basement Car Port
Ground Floor Reception & Retail Space
First Floor Office Space & Restaurant

Second Floor Studio Apartment

Third Floor Studio Apartment

Table 2: land use and its GFA

Land Use (Code) GFA (m2)

Studio Apartments 674.3

Office Spaces (710) 270

Retail Spaces 418

Restaurants 116

Stores 45

5
fig. 1:

fig. 2:

6
fig. 3:

fig. 4

7
fig. 5

fig. 6

8
fig. 7

fig. 8

9
3.0 THE EXISTING SITE CONDITION
3.1 Existing Site Use
The site for the proposed structure currently being occupied by a single storey residential
apartment which will be demolished to pave way for the proposed structure.

The land use in the vicinity is predominantly residential with few commercial buildings within.
Some of the commercial land uses includes offices, churches, schools, shops, hotel facilities, banks
etc.

The proposed site is surrounded on the east and south by Trinity Avenue Road and Lagos Avenue
Road respectively. It is also surrounded on the north and west by residential apartments.

Fig 9: Proposed site

10
Fig. 10: proposed site layout

2.3 Existing Road Networks, Intersections and Traffic

2.3.1 Road Networks
The proposed facility is situated in a well-developed vicinity with good road networks and
relatively moderate volume traffic. Almost all the surrounding roads are paved and in good
condition.

Roads considered to be within the catchment area with respect to the traffic assessment are;

1. Lagos Avenue Road

2. Trinity Avenue Road.
3. La Bawleshie main Road.

The Lagos Avenue Road is single carriage road with asphaltic surface. The road is in a good
condition with relatively moderate traffic volumes.

Trinity Avenue Road is a single carriage asphaltic road which links Lagos Avenue Road to La
Bawleshie Road. The road is in a good condition, with relatively moderate traffic volumes.
11
La Bawleshie main Road is a single carriage asphaltic road which links the N4 (Atomic Juntion)
to the Boundary Road at the American House junction. The road is in a good condition, with
relatively moderate traffic volumes.

Fig 11: road network in the vicinity.

2.3.2 Intersections

With respect to the catchment area three main intersections were considered as critical for traffic
studies and analysis. Two of the intersections are three-legged junctions, while the other is a four-
legged intersection. With respect to this study the intersections will be labeled as Intersection One
(1), Intersection Two (2) and Intersection Three (3) as indicated in the figure below.

12
The first intersection is a three-legged intersection where the Trinity Avenue Road intersect the
Lagos Avenue Road.

Fig. 11: first intersection (Int 1)

The second Intersection is three-legged intersection linking the Lagos Avenue Road to Mensah
wood Avenue Road. The intersection is not signalized.

Fig 12: second intersection (Int 2)

13
Fig 13: second intersection

The third intersection considered as critical for the studies, is a four-legged signalized intersection. The
node is where Trinity Avenue Road crosses the La Bawleshie road.

Fig 14: third intersection (Int 3)

14
4.0 IMPACT ASSESSMENT APPROACH AND METHODOLOGY
4.1 Impact Assessment Approach
For any project to warrant traffic impact assessment (TIA) the institution of highway and
transportation traffic impact assessment guidelines stipulates that traffic to and from the
development should exceed 10% of the two-way traffic flow on the adjoining road, there be 100
trips in/out combined in the peak hour there should be 100 on-site parking spaces and the facility
should have a Gross Floor Area in excess of 1000 square meters among others.

This assessment adopted the theoretical approach to determine the parking needs and other traffic
characteristics of the proposed development, reviewed the access requirement and assessed it
impacts on the adjoining roads.

Junction turning movement data were collected on adjoining roads of the proposed development.
The peak hour traffic volumes at identified critical intersections were determined from the turning
movement counts, and then used in capacity analysis to assess the projects impacts and determine
mitigation measures. The institute of transportation manual was used to determine and assess the
parking requirements and the generated trips of the proposed development.

The peak hour traffic volumes were then used in the junction capacity analysis and network
modelling of the proposed development synchro 11 traffic software was used to carry out the
analysis.

4.2 Traffic Survey (Data Collection)

Traffic studies were conducted in the project vicinity in order to quantify the current/existing traffic
flows along the existing road network within the project corridor.
The studies that were undertaken are as follows:
➢ Turning Movement Classified Volume Counts
➢ Screen line Classified Volume Counts
➢ Pedestrian Count
➢ Parking Studies
The traffic studies were carried out between the 9th and 13th October, 2021 during the periods of
6am to 6pm around the project site. Table 3 shows the types of studies conducted and the locations
where they were conducted.
15
Table 3: Types of Studies conducted and their corresponding count locations

TYPE OF STUDY COUNT LOCATION

Turning Movement count Intersections One (1), Two (2) & Three (3)

Lagos Avenue, Trinity Avenue Road & La

Manual Classified Count
Bawleshie Road

Pedestrian Count Lagos Avenue Road & Trinity Avenue Road

Fig 12 locations where the traffic studies were conducted

16
4.3 Traffic Growth
The location of the project is an already developed area comprising offices, shops and mostly
residential facilities. Based on the consultant’s calculations, an annual traffic growth rate of 2%
has been applied generally to junction and link volumes.

4.4 Trip Generation

The associated trips generated by the development are calculated based on land use trip rates
developed by the Institute of Transportation Engineers (ITE) in its trip generation manual, 10th
edition.

Table 9 Summary; Trip generated by the proposed development.

Land Use (Code) GFA (m2) Trip Generated

Studio Apartments (221) 674.3 11

Offices Areas (701) 270.0 5

Retail Spaces / Stores (820) 463.0 14

Restaurants (931) 116.0 5
TOTAL 34

In applying the different trip generation rates for these land uses from the ITE, a total of Thirty-
Four (34) vehicle trips were estimated to be generated by the facility during the peak hour period.

4.5 Trip Assignment

The consultant studied the catchment area of the proposed facility and undertook the trip
distribution analysis using the directional distribution of expected development patrons. The
adjoining road turning volumes gave a fair idea about trip origin and destination.

17
5.0 PROPOSED DEVELOPMENT ACCESS

Two main Accesses will be provided for the proposed structure. The first access will be on the
Trinity Avenue Road which will serves as the entry to the development. The second access is
directly along the Lagos Avenue Road which will serve as exit for vehicles from the structure.
Separate access will be provided for pedestrians who will be accessing the structure from both
Trinity Avenue Road and Lagos Avenue Road. As shown in the block plan below;

ENTRY

However, to ensure safety of road users, traffic wardens should be engaged to assist road users
accessing and exiting the premises. Traffic Management Plan should be implemented to ensure
optimum safety of all road users and since the structure is sited close to an intersection.

18
6.0 ASSESSMENT OF PARKING DEMANDS AND PROVISIONS BY THE
PROPOSED DEVELOPMENT

6.1 Parking Indices (PI) for the Proposed Development

The parking required by the proposed development was also estimated using the land use rates
developed from the Institute of Transportation Engineers (ITE) in the Parking Generation Manual,
5th Edition. From the Parking Generation Manual, the one bedroom was classified as a low-rise
apartment where a low-rise apartment is defined as a (rental dwelling units) located in rental
buildings that have one or two levels (floors). The two and three-bedroom townhouses were
classified as a residential condominiums/townhouse, and this is defined as an ownership unit that
have at least one other owned unit within the same building. The business office area and the
integrated office areas were combined to generate the parking demand for the purposes of the
analysis.

6.2 Parking Demands/Requirements (PR) of the Proposed Development

The estimated parking indices (PI) were applied to the various facilities of the proposed
development because of the similar characteristics. These estimated PI were used to estimate the
parking requirements of the proposed development. The table below shows the estimated parking
requirement (PR) for the proposed development obtained by applying the PI’s.

Table 10: Estimated parking demand for the proposed development

Generated Parking
Description/ITE Code GFA
Requirement

Studio Apartments (221) 674.3 21.0

Offices Areas (701) 270.0 6.0

Retail Spaces / Stores (820) 463.0 44.0

Restaurants (931) 116.0 11.0

Total Generated Parking Requirement 82

19
6.3 Parking Provisions of the Proposed Development
The minimum number of parking spaces required for the operations of the proposed development
during the peak hours is eighty-two (82) parking lots. The space provided in the underground car
park and the ground floor can accommodate 160 cars. This implies that the parking lots provided
for the proposed development are about 95% of the parking requirements for the full operations of
the proposed development. At a worst-case scenario that will rarely occur, the parking demand
was projected over a period of ten (10) years at a rate of 3.5%. The parking demand for the
projected period was estimated as 111 parking spaces. The parking lots provided for the proposed
development is about 44% more than the parking requirement for the projected period. This
implies that the parking provision for the proposed development is adequate.

6.4 Public Transport

Public transport vehicles use both the Lagos Avenue Road and Trinity Avenue Road to
destinations such as Nkrumah Circle, Accra central, Madina, Adenta, etc. There are lay byes along
both roads for pedestrians to alight when accessing the facility. The facility is therefore easily
accessible to people using public transport.

6.5 Pedestrian, Cyclist and People with Disabilities

Two hundred and sixty-one (261) pedestrians were counted at peak hour either walking along or
crossing the road close to the proposed site. A sizeable number of cycles were also encountered
during the period of the traffic studies. The safety of pedestrians, cyclists and the physically
challenged are critical. The following allow easy accessibility and mobility on-site.

➢ Ramps and handrails for wheelchair users and early people.

➢ Dropped kerbs which are clearly marked with tactile surfaces at crossing points.
➢ Automatic door at main entrance to the building.

20
7.0 TRAFFIC IMPACT ANALYSIS
7.1 General
According to the Institute of Highways and Transportation (IHT) Traffic Impact Assessment
guidelines, an impact is significant when:

Threshold values of traffic to and from the development exceeds 10% (5% when traffic congestion
exists) of the two-way traffic flow on the adjoining road,

• 100 trips in /out combined in the peak hour,

• 100 on-site parking spaces and
• Retail Gross Leasable Area (GLA) is in excess of 1,000m2.

By these stipulated thresholds, the proposed four storey may be said to have no significant impact
on traffic because it is expected to generate 34 trips (in and out) and parking demand of 82 lots
during the peak hour period.

However, the proposed development has a Gross Leasable Area of 3,729.79m2 which exceeds the
1,000m2 GLA, therefore warranting an in-depth impact assessment. Additionally, from the DUR’s
TIA manual, multi-unit residence more than 10 units demands for TIA report. The proposed
development has 16 units of studio apartments which justifies demand for a TIA report for the
proposed development.

7.2 Analysis Methodology and Key Assumptions

Intersections on the adjoining road networks surrounding the proposed development were
analyzed. The traffic operations analysis methodologies and the key assumptions are described
below.

Traffic operations for each intersection were evaluated based on their calculated level of service
(LOS). This was undertaken using the Intersection Capacity Utilization (ICU) methodology. This
methodology was applied using Synchro/Sim traffic 11 (traffic modelling software package).

The ICU tells how much reserve capacity is available or how the intersection is over capacity. It
does not predict delay, but it can be used to predict how often an intersection will experience
congestion. It is important to note that ICU is primarily used for signalized intersections but can

21
also be used on signalized intersections to determine the capacity utilization if the intersection
were to be signalized.

LOS is a qualitative measure of traffic operating whereby a letter grade, from A (least capacity
utilization/ delay) to H (most capacity utilization/delay), is assigned. These grades associated with
driving. The table below show the ICU range associated with each LOS category for signalized
and unsignalized intersections.

Table 11: Intersection Capacity Utilization (ICU)

Intersection Capacity
LOS Utilization (ICU %) LOS Description

The intersection has no congestion. All traffic

A 0 to 55
should be served on the first cycle. (Excellent)
The intersection has very little congestion. Almost
B >55 to 64 all traffic will be served on the first cycle. (Very
Good)
The intersection normally has no major congestion.
>64 to 73 Most traffic should be served on the first cycle.
C
Traffic fluctuations, accidents, and lane closures
may cause some congestion. (Good)
The intersection normally has no congestion. The
>73 to 82 majority of traffic should be served on the first
D cycle. Traffic fluctuations, accidents, and lane
closures can cause significant congestion.
(Satisfactory)
The intersection is right on the verge of congested
>82 to 91 conditions. Many vehicles are not served on the
E first cycle. Minor traffic fluctuations, accidents, and
lane closures can cause significant congestion.
(Acceptable)
The intersection is over capacity and likely
experiences congestion periods of 15 to 60
>91 to 100 consecutive minutes per day. Residual queue at the
F end of green is common.
Minor traffic fluctuations, accidents, and lane
closures can cause increased congestion.
(Unacceptable)
The intersection is 9% is over capacity and likely
experiences long congestion periods of 60-120
>100 to 109 consecutive minutes per day. Long queues are
G
common. Motorists may be choosing alternate
routes, if they exists, or making fewer trips during
peak hour.(Unacceptable)

22
 The intersection is 9% or greater over capacity and
could experience congestion periods of over 120
>109 minutes per day. Long queues are common.
H
Motorists may be choosing alternate routes, if they
exist, or making fewer trips during peak hour.
(Unacceptable)

7.3 Intersection Capacity Analysis

Capacity analysis was carried out for the identified critical intersections. The traffic modelling
scenarios analyzed are;

➢ Existing traffic without development

➢ Existing traffic with development
➢ Five-year traffic with development
➢ Ten-year traffic with development

Existing intersection traffic volume manual count of training movement volumes of the existing
junction was recorded. The traffic counts on ground are as shown below.

The peak hour volumes (PHV) are the most essential; therefore, both the AM and PM are required.
Traffic surveys for the weekday and weekend were conducted from which the morning and
evening peaks were obtained. Of these, the weekday PM peak was found to be the worst so was
used for the traffic model. The existing turning movement volumes at the peak hour are shown for
each of the assessed junctions in the figures below.

23
7.3.1 Senario One: Base year without the development

Intersection one (1) without development Intersection two (2) without development

Intersection three (3) without development

24
7.3.2 Senario Two: Base year with the development

Intersection Two (2) with the development Intersection two (2) with the development

Intersection three (3) with development

25
7.3.3 Senario Three: Fifth year with the development

Intersection one(1) - fifth year with development Intersection(2) - fifth year with development

Intersection three (3) - fifth year with development

26
7.3.4 Senario Three: Tenth year with the development

Intersection One (1) - tenth year with development

Intersection Two (2) – tenth year with development

Intersection three (3) – tenth year with development

27
7.4 Existing Traffic without Development

Table 12: The existing traffic scenario was modelled, and the results are shown below.

Intersection ICU LOS ICU %

Intersection One C 75.0

Intersection Two C 66.3
Intersection Three F 121.7

The above table shows output results of traffic characteristics at the study intersections without the
development in place. Intersection One (1) recorded an ICU LOS C which indicates that the
intersection a relatively low traffic capacity. The intersection two (2) recorded ICU LOS C which
also indicates that intersection a relatively low traffic capacity as well. Intersection three (3)
recorded ICU LOS F, which indicates that the intersection has achieved its maximum capacity.

7.5 Existing Traffic Condition with Development

Table 13: The existing traffic with the development in place was also modelled and the results
are shown below;

Intersection ICU LOS ICU %

Intersection One D 73.0

Intersection Two C 66.7
Intersection Three F 123.2

The above table shows output results of traffic characteristics at the study intersections with the
development in place. Intersection One (1) recorded an ICU LOS D which indicates that the
intersection experienced a drop, nevertheless it is minimal since the intersection already had a high
ICU% of 73.0%. The intersection two (2) and three (3) maintained their ICU LOS of C and F
respectively, but there was minimal increase in their ICU LOS.

28
7.6 Fifth (5th) Year Traffic Condition with Development

Table 14: The development’s traffic was modelled with the 5th year traffic and the results are
shown below;

Intersection ICU LOS ICU %

Intersection One D 79.4

Intersection Two C 72.5
Intersection Three F 135.1

In the 5th year with the development, all the intersections maintained their ICU LOS, however
there were deterioration in the ICU% at all the three intersections.

7.7 Tenth (10th) Year Traffic Condition with Development

The development’s traffic was modelled with the 10th year traffic and the results are shown below;

Intersection ICU LOS ICU %

Intersection One E 86.7

Intersection Two D 79.1
Intersection Three F 154.1

10th year with the development, all the three intersections experienced drops in the ICU LOS and
ICU percentages. However, with appropriate safety schemes, the deteriorations will be controlled.

29
8.0 CONCLUSION AND RECOMMENDATION
8.1 Conclusion
The following conclusions have been drawn from the above analysis:
➢ Traffic survey for the weekday and weekend were conducted from which the morning and
evening peaks were obtained. Of these, the weekday PM peaks was found to be the worst
so was used for the traffic model.
➢ The proposed development shall generate Thirty-Four (34) vehicles trips during the peak
period which will be distributed on the existing road infrastructure within the project
corridor.

➢ The parking demand for the proposed development shall have a total parking of Eighty-
Two (82) parking spaces for the full operation of the proposed development. The total
parking lots provided in the engineering drawings are One Hundred and Sixty (160) lots
for the proposed facility. This implies that the parking spaces provided by the proposed
development are about 95% more than the parking requirements for the full operations of
the proposed development.
➢ From the capacity analysis of the access to the proposed development, it was identified that
the access provisions for the proposed development shall not have any significant impact
on the current state of the road network if recommendations are adhered to.
From the assessment of the intersections within the project corridor, it was identified that:

➢ There were minimal changes at the intersections in the ICU performance levels in the base
year with development, fifth year (with development) and tenth year (with development).
It is anticipated that the changes occurred because the intersections already have high-
capacity levels.

30
8.2 Recommendation

The following recommendations have been made:

➢ With the implementation of appropriate Safety management scheme at the premises, the
structure should not have any influence on the traffic network in the vicinity.
➢ Traffic wardens should be employed to assist in the smooth entry and exist of vehicles from
the premises.

THE WERE MININAL IMPACT FROM THE PROPOSED DEVELOPMENT ON THE

TRAFFIC FLOW ALONG THE LINKS AND INTERSECTIONS WITHIN EXISTING
ROAD NETWORK, HOWEVER THE IMPACT WILL BE INSIGNIFICANT IF THE
APPROPRIATE SAFETY SCHEMES ARE IMPLEMENTED.

31
Reference

1. Institute of Transportation Engineer (2004), Trip Generation Handbook 9th Edition.

2. Institute of Transportation Engineer Parking Generation handbook 4th Edition.

3. Institute of Highways and Transportation (1994), IHT Guidelines for Traffic Impact

assessment.

4. Highway capacity manual 2010.

5. Department of Urban road’s Traffic Impact Assessment Manual.

32
33
 Appendix
Traffic Modelling Results

i
Existing Traffic Condition

ii
Base Year with Development Traffic Condition

iii
5th Year with Development Traffic Condition

iv
10th Year with Development Traffic Condition