International Journal of Recent Technology and Engineering (IJRTE)

ISSN: 2277-3878, Volume-X, Issue-X, don’t delete Top & Bottom Header, & Fill up Manuscript details (Ist Page, Bottom, Left Side)

Traffic Impact Assessment Studies for

Proposed Developments in Hyderabad
Shakeel Ayjaz1, Shoukat Iyaz2

Abstract: Cities are dynamic and keep growing and

Hyderabad is no exception. Transport problems are on the NEED FOR TRAFFIC IMPACT ASSESSMENT (TIA)
increase in Hyderabad. The transport infrastructure has to
keep pace with the growth. Traffic Impact Studies (TIA) not Traffic Impact Assessment (TIA) is an exercise to assess the
only identify the problems in transport system but also impact of traffic likely to be generated by the proposed
recommend solutions. Presently, TIA in Hyderabad is developments or re-developments on the surrounding
mandated only for Multiplex / Shopping malls and no other transport network In according permissions for all new
land use class requires TIA to be undertaken. The authorities
have taken the initiative to prepare TIA Guidelines for the City developments in Hyderabad, presently, G.O Ms No 486[1]
of Hyderabad based on the directive from Unified Metropolitan MA&UD dated 07-07-2007, is followed and as per this TIA
Transport Authority (UMTA), Hyderabad. This particular for multiplexes/shopping malls is mandatory and NOT for
paper attempts to describe the key elements of TIA Guidelines any OTHER MAJOR DEVELOPMENTS. This has been a
proposed and supplementary to this Trip Generation and concerning thing to government who is not keen to move on
Parking Rates are established for the prevailing land use classes. with current practice alone. It is in this context, the TIA
A review and appraisal process is also proposed to process the Guidelines and related work is being thought of.
TIA applications by the Government agencies.

Index Terms: Traffic Impact Assessment (TIA), Review of best practices in this context suggest that - all
Trip Generation, Parking Rates, Appraisal Process. developed countries around the world including Middle East
have well established TIA/TIS Guidelines and practices. As
I. INTRODUCTION of now, no Indian city has established TIA guidelines. The
The city of Hyderabad has been experiencing rapid and carrying capacity of transport network generally is not
massive growth, despite varying growth trends of Indian considered when issuing permissions and NOC’s for the
economy. The city is providing and shall continue to provide development.
employment opportunities. It is therefore envisaged that
Hyderabad will continue to have development and The TIA is to be submitted by the developer through a
re-development projects which will have varying level of qualified consultant. However, there are no clear guidelines
impacts particularly on its road and transport network. The as to how a TIA should be carried out, the types of surveys to
government is conscious of these massive developments and be conducted, methodology and the types of analysis to be
wants planned developments to take place to offer high performed. This has NOT been just enough. More is needed
quality services and life to communities by following best to be done.
practices. .
Inter-relationship between Land use and Transportation

Land Use and Transportation are highly co-related. The

transport improvements provide enhanced accessibility
which in-turn results in increased value of the abutting
properties. The increased land value generally results in
change of land use and increase in traffic volumes. This
increase in traffic leads to increased traffic conflicts and
deterioration in level of service which calls for transport
infrastructure improvements. Fig.1 illustrates the strong
co-relation between land use and transportation.
Shakeel Ayjaz, Associate Professor, Department of Civil
Engineering , Muffakham Jah College of Engineering & Fig.1. Inter-relationship between Land use and
Technology, Hyderabad, India. Transportation
E-mail: [email protected]

Shoukat Iyaz, Chief General Manager

(Traffic & Transportation), M/s LEA Associates South Asia
Pvt Ltd, Hyderabad, India.
E-mail: [email protected]

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 Traffic Impact Assessment Studies for Proposed Developments in Hyderabad

GHMC Initiative III. OTHER IMPORTANT GUIDELINES FORTHE

Unified Metropolitan Transport Authority (UMTA) in their PROPOSED TIA MANUAL FOR HYDERABAD
8th meeting, advised GHMC/HMDA authorities to develop The following are some of the key guidelines for conducting
Traffic Impact Assessment Guidelines for the city of a TIA:
Hyderabad. These TIA Guidelines were advised to be 1. Study Area and Peak Periods
developed using services of CTS Consultants – M/s LEA
Associates South Asia Pvt Ltd, Hyderabad [2]. TIA Study would normally extend over a radius of one
kilometre around the proposed development or
Intent of TIA re-development. Another guideline proposed is that all links
In order to ensure desired level of service on the city’s that carry 10% of the development traffic shall be included as
transport network and have high quality of life for its part of the study area.
residents, submission of TIA requires to be made mandatory
for all the upcoming major developments in Hyderabad city. The traffic flow is to be analysed for the peak hour of the
The TIA will determine as to how the proposed major adjacent street and as well as the Peak hour of the generator.
developments will impact transport system within its
Horizons and Scenarios to be analysed
surrounding area and recommends the improvements
required to the impacted transport network. Based on the The horizons years and scenarios to be analysed are as noted
findings of the TIA report, the GHMC/HMDA can either below
issue the NOC or reject the proposed development if it has 1. Existing Year
adverse impacts which cannot be mitigated. 2. Opening Year Without Development
3. Opening Year with Development
II. PRE-REQUISITES FOR CONDUCTING A TIA 4. Opening Year with Development and with
Mitigation measures
Prior to making TIA mandatory for all the upcoming major
5. 5 years after the Opening Year Without
developments, the following need to be available:
Development
1. Traffic Impact Assessment Guidelines 6. 5 years after Opening Year With Development and
2. Trip Generation and Parking Rates Manual Without Mitigation measures
3. Review and Appraisal process for the Authorities 7. 5 years after Opening Year With Development and
TIA Guidelines with Mitigation measures

The TIA guidelines requires to be a comprehensive document Commercial developments such as shopping malls or
providing guidelines as to when a TIA shall be conducted, the supermarkets shall be analysed for both weekday and
different levels of TIA and the contents of methodology and weekend scenarios.
TIA reports which are to be submitted by a qualified Potential Mitigation Measures
consultant. For this purpose international guidelines of six
cities[3-8] were reviewed in order to prepare TIA guidelines The following is the list of potential mitigation measures that
for Hyderabad City. Table.1 compares TIA guidelines in can be adopted to enhance traffic operations on the study area
terms of TIA thresholds, adopted, study area determination network.
and four step transportation planning process. 1. Optimization of signal timings
2. Coordination of signals
When is the TIA Mandated? 3. Travel Demand Management measures
Review of International TIA guidelines has indicated that in 4. Up-gradation of junction controls
many cities the thresholds for conducting TIA have varied ( priority junction to signalized junction)
strategies. Toronto has adopted 100 vph trip generation from 5. Auxiliary lanes at junctions
the proposed development as the threshold for conducting 6. Widening of roads
TIA while Dubai has adopted 150 vph trip generation as the 7. Grade separation of junctions
threshold for performing TIA. Singapore has specified 8. Banning certain movements at junctions
built-up areas for different land use classes as thresholds for 9. One-way streets
conducting TIA.
10. Introducing new junctions
Based on the review of international best practices, the
built-up areas for different land use classes generating
100 vph during the peak hours of adjacent street were worked
out and adopted as thresholds for conducting TIA. Table. 2
summarizes the thresholds for various land use classes.

If TIA is not mandated, the project proponents are still

required to prepare a circulation plan. The circulation plan
will primarily address three items as noted below.
1. Location of access
2. Adequacy of number of parking spaces
3. Internal circulation plan

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 International Journal of Recent Technology and Engineering (IJRTE)
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Table 1. Comparison of International Guidelines

Description Boston Singapore Toronto San Francisco London Dubai Hyderabad

Residential ≥ 600 Food retail ≥ 800 sqm Built-up areas

≥ 50 PM peak person trips
Units Business > 2500 sqm generating
3000 or more ADT ≥ increase in traffic volumes
Threshold Office ≥ 20000 sqm ≥100 Peak hour Restaurants ≥ 2500 ≥ 150 vehicular ≥ 100 vehicular
1000 or more car by5%
GFA trips sqm trips trips
parking spaces Nearby Intersections operating at
Retail ≥10000 sqm Hotels ≥ 100 rooms
LOS D or worse
GFA

Increase in peak May extend up to a Vehicle traffic All links that carry
Study Area hour volume by 5% point where volumes or transit 10% of the
or by 100 trips development traffic ridership exceeds Decided during the Decided during the Decided during development
contributes <100 5% scoping meeting scoping meeting the scoping traffic
PCU’s V/C ratio> 1 meeting
LOS exceeds E All intersections
within 1km
distance

Trip Generation
Trip Generation Trip Generation Trip Generation - Trip Generation Trip Generation - obtained using Trip Generation
- Using ITE Trip - Based on surveys at Done using ITE - Person trip rates per unit of - trip rates shall be DTGM trip rates - using GHMC
rates similar sites trip rates or local square footage for each land use derived based on gross trip generation
Trip Distribution surveys or surveys at similar sites floor area, number of Trip
Trip Distribution - Based on dwelling units etc. Distribution Trip Distribution
- Existing traffic current travel patterns Trip Distribution Trip Distribution, mode split - Manual - Manual or model
flow patterns - Based on survey and Trip assignment Trip Distribution method methods
- Gravity Model results or Gravity - Net new person Trips - Gravity model or or origin and
Four Step Mode Split model shall be distributed to existing traffic flow destination
process Mode Split - from a similarly various directions of travel and patterns study Mode Split
- Based on located site Mode Split assigned to appropriate modes as - based on traffic
transportation - Based on traffic per standard procedures Mode Split Mode Split survey results
surveys survey results - As per standard - As per
Trip Assignment Procedures standard Trip Assignment
Trip Assignment - Shortest travel time Trip Assignment Procedures - Traffic assigned
- As per standard and cost - As per standard Trip Assignment to multiple paths
procedures procedures - As per standard Trip
procedures Assignment
- As per
standard
procedures

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 Traffic Impact Assessment Studies for Proposed Developments in Hyderabad

Table 2. Built-up Thresholds for conducting a TIA

S.No Land use Influencing Parameter Threshold

Number of rooms 180 rooms
1 5 Star Hotel
100 m2 of GFA 370,000 sq.ft
Number of employees 475 employees
2 Private Office
100 m2 of GFA 63,000 sq.ft
Number of students 150 students
3 Kindergarten
100 m2 of GFA 8,700 sq.ft
Number of students 280 students
4 Primary School
100 m2 of GFA 6,900 sq.ft
Number of students 500 students
5 High School
100 m2 of GFA 30,000 sq.ft
Number of students 1,000 students
6 College
100 m2 of GFA 94,000 sq.ft
Number of beds 70 beds
7 Hospital
100 m2 of GFA 59,000 sq.ft
8 Health and Fitness 100 m2 of GFA 10,000 sq.ft
Seating Capacity 300 seats
9 Multiplex
100 m2 of GFA 10,000 sq.ft
Seating Capacity 750 seats
10 Cinema Theatre
100 m2 of GFA 9,000 sq.ft
Number of Dwelling Units 150 units
11 Apartment
100 m2 of GFA 413,000 sq.ft
12 Supermarket 100 m2 of GFA 3,600 sq.ft

13 High-end Restaurant 100 m2 of GFA 16,700 sq.ft

14 General Retail 100 m2 of GFA 9,100 sq.ft

15 Fast food Restaurant 100 m2 of GFA 6,700 sq.ft

16 Bank 100 m2 of GFA 8,900 sq ft

17 Park and Open Space 100 m2 of GFA 62 acres

18 Temple 100 m2 of GFA 13,200 sq.ft

19 Vehicle Service Center 100 m2 of GFA 24,400 sq.ft

100 m2 of GFA 20,900 sq.ft
20 3 Star Hotel
No of rooms 170 rooms
21 Regular Restaurant 100 m2 of GFA 10,300 sq.ft

22 Government Office 100 m2 of GFA 34,200 sq.ft

23 Regional Shopping Center 100 m2 of GFA 31,900 sq.ft

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IV. ESTABLISHMENT OF TRIP GENERATION AND

PARKING RATES FOR VARIOUS LAND USE development with the secondary data such as Gross leasable
CLASSES Area (for shopping centers), number of beds (for hospitals)
etc. pertaining to the development.
Trip generation and parking rates have been developed for
23 land use classes prevailing in the City of Hyderabad. The Three different Approaches mentioned in Table 3. are
list of land use classes selected for the establishment of trip proposed and adopted to perform the Trip generation and
generation and parking rates are as shown in Table 2. parking rate surveys. This is because different establishments
Generally for each land use class a sample size of 5 locations have different access and parking arrangement.
was adopted to develop trip generation and parking rates.
However, for some land use classes such as shopping malls a Table 3. Methods of Conducting Trip Generation Rates
minimum sample size of 3 was adopted due to denial of Surveys
permission from the owners/management. Type of
Types of Surveys Remarks
Approach
Selection of Sites IN and OUT + Where vehicle count
Approach 1
Personal Interview is possible
All sites selected for data collection within a particular land Where vehicular
use class must meet the following criteria. The sites should ; counts are not
possible. Suitable
 Be representative of the desired land use class; Personal Interview
Approach 2 for low volume
 Be representative of the type and size of the for 100% sample
conditions where
anticipated future developments; 100% sample can be
 Be a mature or active development with reasonable obtained
occupancy; Where vehicular
 Be located in a relatively mature area or near Personal Interview
counts are not
adequate support facilities; possible and where
Approach 3 + Pedestrian Count
 Have data relating to the land use development (e.g. 100% personal
Surveys
occupancy, gross floor area and number of dwelling interview sample
cannot be obtained.
units etc.) readily available;
 Having property owners who are likely to have full
ESTIMATION OF TRIP GENERATION RATES
co-operation; and
Approach 1
 Have sufficient parking facilities such that the
In Approach 1 the observers stationed at the entry and exit
resulting parking rates will be reflective of typical gates recorded the following for a 12 hour period (8:00 AM to
conditions. 8:00 PM)
 Classified vehicle IN’s and OUT’s counts
Survey Time and Duration
(2 Wheelers and 4 wheelers)
When the peak period of the site is not generally known, a
 Occupancy survey of the 2 Wheelers and
trip generation and parking survey should be conducted for
4 Wheelers
the duration of the peak business day at the selected
development. This duration is usually sufficient to determine  Pedestrians IN and Pedestrians OUT counts
the peak generation rates of the development as well as the (8 AM to 8 PM)
generation rates during the AM, Noon and PM peak hours of  Personal Interviews as applicable
the adjacent street (if applicable). Where the peak period of
the site is known, it may be more prudent to have the survey The following steps were performed using the
times and duration focus on the known critical time periods aforementioned data collected to obtain the trip generation
(e.g. AM peak period). rates of the development during the three peak hours of the
day.
Some developments will require surveys of extended 1. IN/OUT traffic (vehicle/pedestrian) counts used as
durations. For example, regional shopping centers tend to be they are recorded (2 Wheelers and 4 Wheelers)
busiest during Saturday or Sunday evenings. The peak hour
of the generator will therefore occur during this time as 2. From personal interviews we have information on
opposed to a typical weekday. mode used by the patrons and the number of people
who came along with the interviewee.
Trip generation rates are established by developing a
relationship between, the number of trips generated by the

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 Traffic Impact Assessment Studies for Proposed Developments in Hyderabad

This data is used to extract the following ESTABLISHMENT OF PARKING RATES

𝑇𝑜𝑡𝑎𝑙 𝑁𝑜. 𝑜𝑓 𝑝𝑒𝑜𝑝𝑙𝑒 𝑢𝑠𝑖𝑛𝑔 𝐼𝑃𝑇 𝑖𝑛 𝑡ℎ𝑒 𝑠𝑎𝑚𝑝𝑙𝑒 Parking Rates
𝐴𝑣𝑔. 𝐼𝑃𝑇 𝑂𝑐𝑐𝑢𝑝𝑎𝑛𝑐𝑦 = The Parking demand of an existing or proposed
𝑁𝑜. 𝑜𝑓 𝐼𝑃𝑇 𝑉𝑒ℎ𝑖𝑐𝑙𝑒𝑠𝑖𝑛 𝑡ℎ𝑒 𝑠𝑎𝑚𝑝𝑙𝑒
establishment can be estimated using Parking rates. Parking
𝑁𝑜. 𝑜𝑓 𝑝𝑒𝑜𝑝𝑙𝑒 𝑢𝑠𝑖𝑛𝑔 𝑡𝑎𝑥𝑖 & 𝑎𝑢𝑡𝑜 𝑖𝑛 𝑡ℎ𝑒 𝑠𝑎𝑚𝑝𝑙𝑒 rates are established by developing a relationship between the
(𝐼𝑃𝑇%) = x 100
𝑇𝑜𝑡𝑎𝑙 𝑛𝑜 𝑜𝑓 𝑝𝑒𝑜𝑝𝑙𝑒 𝑖𝑛 𝑡ℎ𝑒 𝑠𝑎𝑚𝑝𝑙𝑒 number of Vehicles Parked or number of Equivalent Car
Spaces (ECS) Occupied with the secondary data such as
𝑁𝑜. 𝑜𝑓 𝐼𝑃𝑇 𝐼𝑁 ′𝑠 𝑑𝑢𝑟𝑖𝑛𝑔 𝑎𝑛𝑦 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 ℎ𝑜𝑢𝑟
Gross leasable Area (for shopping centers), number of beds
𝑁𝑜. 𝑜𝑓 𝑝𝑒𝑑. 𝑒𝑛𝑡𝑒𝑟𝑖𝑛𝑔 𝑑𝑢𝑟𝑖𝑛𝑔 𝑎𝑛𝑦 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 ℎ𝑜𝑢𝑟 × 𝐼𝑃𝑇% (for hospitals) etc.
=
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝐼𝑃𝑇 𝑂𝑐𝑐𝑢𝑝𝑎𝑛𝑐𝑦
Two approaches were adopted to estimate the parking
𝑁𝑜. 𝑜𝑓 𝐼𝑃𝑇 𝑂𝑈𝑇 ′𝑠 𝑑𝑢𝑟𝑖𝑛𝑔 𝑎𝑛𝑦 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 ℎ𝑜𝑢𝑟 demand and duration of the establishment.
𝑁𝑜. 𝑜𝑓 𝑝𝑒𝑑. 𝑒𝑥𝑖𝑡𝑖𝑛𝑔 𝑑𝑢𝑟𝑖𝑛𝑔 𝑎𝑛𝑦 𝑝𝑎𝑟𝑡𝑖𝑐𝑢𝑙𝑎𝑟 ℎ𝑜𝑢𝑟 × 𝐼𝑃𝑇%
= Table 5. Methods for conducting Parking Demand Surveys
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝐼𝑃𝑇 𝑂𝑐𝑐𝑢𝑝𝑎𝑛𝑐𝑦

Type of Types of
Remarks
The classified vehicle IN’s and OUT’s for 2 wheelers and Approach Surveys
4 wheelers were added to the IPT IN’s and OUT’s to obtain Where cordon surveys are
Off
the total IN’s and OUT’s for the development. possible and parking is
Street
Approach 1 available within the
Parking
Approach 2 premises of the
Survey
In case of sites where 100% personal sample was obtained, establishment
the number of 2 wheelers, 4 wheelers and IPT mode could be Suitable qt locations where
directly obtained from the survey results. The total number of parking is available within
vehicles entering or leaving the development during the three On
the premises of the
Street
peak hours could be obtained via simple counts. Approach 2 establishment but is
Parking
complicated and requires a
Survey
Approach 3 lot of man power (high
In case 100% sample cannot be obtained, the number of cost) to do cordon surveys
pedestrians entering or leaving the development was
recorded in addition to the personal interview surveys. As in Parking Demand Surveys
approach 1, the number of IPT IN’s and OUT’s were
determined based on Average IPT Occupancy and percent Approach 1 (Cordon Surveys)
IPT mode share. Similarly, the total number of 2 wheelers
and 4 wheelers entering and exiting the development were Parking duration was estimated using the information
determined by calculating the respective average occupancies collected on exit times and entry times.
and percent mode shares. Error! Reference source not Parking Demand for the establishments are expressed either
found. illustrates the sequence of steps adopted to obtain the in terms of number of vehicles or in terms of Equivalent Car
Total number of IN’s and OUT’s for the 4W mode. Spaces (ECS) as noted below.
Subsequently all the IN’s and OUT’s of all the modes 1. Parking Demand in Terms of Vehicles
(2W, 4W and IPT) were combined to obtain total number of 2. Parking Demand in terms of Equivalent Car Spaces
vehicular IN’s and OUT’s for the developments. (ECS)
To convert vehicles into ECS the number of vehicles should
Table 4. Trip Generation calculations for Approach 3 be multiplied with ECS factors of 0.25 and 1 for Two
Wheelers and Cars respectively.
S.No Item 4 Wheelers
Average Total no. of people using 4W in the sample In order to obtain the parking demand, it is required to
1
Occupancy No. of 4W in the sample determine the number of vehicles (or ECS) in the parking
area during a particular period of time. The difference
2
Percent Mode No. of people using 4W in the sample x 100 between the cumulative arrivals and departures provides the
Share (%) Total number of people in the sample parking accumulation at any instant of time. This process is
Number of repeated for all time periods from 8:00 AM to 8:00 PM for
No. of people entering during any particular
vehicular IN’s every half hour intervals. The highest number of vehicles (or
3 hour x 4W%
during any
particular hour
Average 4W Occupancy ECS) parked in a day is defined as peak parking
Number of demand/accumulation for the establishment.
No. of people exiting during any particular
vehicular OUT’s
4 hour x 4W%
during any
Average 4W Occupancy Approach 2 (Patrolling Surveys)
particular hour
Total number of
This approach is usually adopted when the development has
5 4W IN’s and Item 3 + Item 4
OUT’s too many access points or has
sudden rush of vehicles
intending to enter or exit the
establishment. The cordon
.

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surveys are not advisable at such locations as it would be TIA review and appraisal process as decisions will be made
difficult for the enumerators to record the parking data. This regarding the extent of study area, other developments that
method cannot be used for shared establishment with may need to be included as part of the background traffic,
on-street parking because it is not possible to identify horizons and scenarios to be analysed etc. Fig. 2 shows the
whether the vehicle is generated by the selected proposed TIA review and appraisal process.
establishment for survey.
As can be seen from Fig. 2 after the scoping meeting,
In this approach enumerators are assigned stretches of methodology and TIA reports are required to be prepared by
parking area based on the average number of vehicles an the consultants which will be reviewed and approved or
enumerator can record in a given interval of time. This rejected by the GHMC Transportation Engineering
process is carried out for the entire duration of survey from professionals. At the approval stage the Traffic Engineering
morning 8:00AM to until 8:00PM in the evening for every consultants will be required to prepare TIA summary plans
half-hour interval. The enumerators record the data following which provide an overview of the work done as part of the
a specific pattern while walking in the aisles. The same TIA report.
pattern is adopted for the entire 12 hour period. The total
count of registration numbers recorded in half hour interval These typically include the following:
represents the total number of vehicles that are found parked
for the respective time interval. 1. Land Use Details of the proposed development
2. Trip generation for the peak periods of the day
Number of vehicles in the parking is obtained by simply 3. Parking Demand and supply
counting the number of vehicles that are parked in a 4. Access to the Development
particular interval period of patrolling. The highest number of 5. Results of traffic analysis for study area junctions
vehicles parked in any patrolling interval of the day is defined and links
as peak parking demand for the establishment. To obtain
6. Proposed Mitigation measures
parking demand in ECS the number of vehicles should be
7. Pedestrian and Bicycle facilities
multiplied with ECS factors and the maximum value of ECS
occupied in a day is the peak parking demand in terms of 8. Public Transport Facilities
ECS.

Duration of vehicle parked can be obtained by simply

counting the number of intervals the vehicle was found
parked in the parking stretch or area. Duration for every
vehicle is determined and the duration with highest number
of vehicles parked can be termed as the general duration of
parking for the establishment.

COMPARISON OF HYDERABAD TRIP RATES

WITH TRIP RATES OF OTHER CITIES

Out of 23 land use classes shown in Table 2. only 10 land use

classes were compared with other Trip generation rates based
on availability of data in Institute of Transportation
Engineers (ITE) and Dubai Trip Generation Manual
(DTGM). As can be seen from the Table 6., trip generation
rates vary and do not show any particular trend. For instance,
Hyderabad trip rates for land use class Private Office were
obtained as 1.7 veh/hr & 1.27 veh/hour for the AM & PM
peaks while in Dubai trip rates for private office were derived
as 0.82 veh/hour & 0.45 veh/hour respectively.

V. REVIEW AND APPRAISAL PROCESS FOR THE

AUTHORITIES
The TIA approval process begins with the submission of an
application form by the project proponent or a Traffic
Engineering consultant at GHMC Office. The GHMC team
of Transportation professionals reviews the TIA application
and determines whether the subject development requires a Fig. 2. Proposed TIA Review and Appraisal Process
TIA or not based on the built-up area proposed for the
development or re-development.
If the proposed development requires a TIA, a scoping
meeting will be convened by the GHMC which will be
attended by project proponent and Traffic Engineering
consultant. Scoping meeting is an important meeting in the

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 Traffic Impact Assessment Studies for Proposed Developments in Hyderabad

Table 6. Comparison of Trip Generation Rates developed for Hyderabad with ITE and DTGM Rates

Hyderabad ITE DTGM

Trip Generation Trip Generation
Trip Generation Rate
S.No Land use Units Rate Rate
(Veh/hr)
(Veh/hr) (Veh/hr)
AM PM AM PM AM PM
1 Super Markets 100 sqm GFA 12.05 29.13 3.66 10.20 3.89 7.58

2 5 Star Hotels Rooms 0.55 0.45 0.53 0.60 0.35 0.55

3 Private Offices 100 sqm GFA 1.70 1.27 1.68 1.60 3.5 3.29
Kindergarten
4 No..of Students 0.67 - - - 0.42 -
Schools
5 Primary Schools No..of Students 0.35 - 0.45 0.15 0.42 -

6 Colleges No..of Students 0.09 0.08 0.17 0.17 0.37 0.15

7 Health and Fitness 100 sqm GFA 10.20 10.30 1.52 3.80 NA NA

8 Multiplex Seating Capacity - 0.30 NA 0.08 NA NA

9 Theatre Seating Capacity - 0.10 NA 0.07 - 0.08

10 Apartments Dwelling Units 0.64 0.63 0.30 0.39 0.82 0.45

VI. CONCLUSION 3. “Transportation Impact Analysis Guidelines for

Environmental Review” October 2002, The Planning
The TIA studies are mandated in almost all the developed Department, City and County of San Francisco.
countries and some countries in Middle-East and South-East 4. “Guidance on Transport Assessment” March 2007,
Asia. No city in India has so far developed TIA Guidelines. London.
This study proposes TIA Guidelines which are supplemented 5. “Transport Impact Assessment - Guidelines for
by Trip Generation and parking rates for prevailing land use Developments” Land Transport Authority, 2017,
classes in Hyderabad along with a Review and Appraisal Singapore.
process for the Authorities. This study briefly explains the 6. “Traffic Impact Assessment Guidelines” 2014
pre-requisites for conducting a TIA. Massachusetts Department of Transportation.
7. “Guidelines for the preparation of Transportation Impact
Studies” July 2013, Toronto.
For a comprehensive TIA study there are many other aspects
8. “Traffic Impact Studies” Planning and Survey
such as cost sharing procedure for implementation of
Department, Dubai Municipality.
mitigation measures.
AUTHORS PROFILE
VII. ACKNOWLEDGEMENT
The authors express deep sense of gratitude to the Shakeel Ayjaz, Associate Professor,
management of Muffakham Jah College of Engineering and Department of Civil Engineering ,
Technology, Hyderabad and M/s LEA Associates in Muffakham Jah College of Engineering &
particular for permitting use of TIA project information. Technology, Hyderabad, India.
E-mail: [email protected]
REFERENCES
Shoukat Iyaz, Chief General Manager
1. G.O Ms No 486, dated 07-07-2007,”Rules for (Traffic & Transportation), M/s LEA
Construction and Regulation of Multiplex Complexes” Associates South Asia Pvt Ltd, Hyderabad,
Municipal Administration and Urban Development India.
Department, Government of Andhra Pradesh. E-mail: [email protected]
Hyderabad.
2. S Bachan Jeet Singh. “Traffic impact report must to get
building permits in Hyderabad”, The Indian Express,
Jul. 20, 2019.

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