Office of Transport and Traffic Policy and Planning
The study of Traffic Impact Assessment Standard
Executive Summary Report
A21 Consultant
Naresuan University
JUNE 2019 PSK Consultants Executive Summary Report The study of Traffic Impact Assessment Standard
CONTENT
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CHAPTER 1 INTRODUCTION 1-1 1.1 Background 1-1 1.2 Objectives 1-1 1.3 Scope of Study 1-2 1.4 Study framework 1-3
CHAPTER 2 REVIEW OF TRAFFIC IMPACT ASSESSMENT 2-1 2.1 Traffic Impact assessment in Thailand 2-1 2.2 Traffic impact assessment in developed countries 2-5
CHAPTER 3 SURVEY FOR VARIABLES, AND PARAMETERS FOR TRAFFIC IMPACT STUDY 3-1 3.1 Survey for standard parameters for road link and junction capacity 3-1 3.2 Trip rate survey 3-5
CHAPTER 4 DEVELOPMENT TYPE AND LEVEL OF TRAFFIC IMPACT 4-1 4.1 Type of Development 4-1 4.2 Level of Traffic Impact and TIA Report. 4-4 4.3 Indicative thresholds for Traffic Impact Assessment 4-5
CHAPTER 5 TRAFFIC IMPACT ASSESSMENT STANDARD 5-1 5.1 Study Components 5-1 5.2 Mitigation Measures 5-6
CHAPTER 6 TRAFFIC IMPACT ASSESSMENT IMPLEMENTATION PLAN 6-1 6.1 Laws and Regulations 6-1 6.2 Classification of TIA project 6-4 6.3 Implementation of traffic impact assessment standard 6-6 6.4 Traffic Impact Assessment Standards Implementation Plan 6-7
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Executive Summary Report The study of Traffic Impact Assessment Standard
CONTENT (CONT.)
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6.5 Process and consideration of traffic impact assesment reports 6-9 6.6 Traffic Impact Assessment Standards Implementation Plan 6-12
CHAPTER 7 PUBLIC PARTICIPATION AND PUBLIC RELATIONS 7-1 7.1 Seminar (Public Hearing) 7-1 7.2 Training on TIA 7-3 7.3 Focus group meeting 7-5
CHAPTER 8 TECHNICAL SUPPORT 8-1 8.1 Assignment No.1: The concept of solving traffic problems by using tunnels in Bangkok and vicinity area. 8-1 8.2 Assignment No.2: Traffic Management Study for Siriraj Hospital and its vicinity. 8-4 8.3 Assignment No.3: Master plan for solving traffic congestion in Bangkok Metopolitan Region. 8-6
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Executive Summary Report The study of Traffic Impact Assessment Standard
FIGURE OF CONTENTS
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FIGURE 1.4-1 PROJECT STUDY FRAMEWORK 1-3 FIGURE 2.1-1 CHRONOLOGY OF TRAFFIC IMPACT STUDIES IN THAILAND 2-1 FIGURE 2.2-1 BACKGROUND AND RELATED LAWS OF EACH COUNTRY 2-6 FIGURE 3.1-1 TYPE OF ROAD AND JUNCTION USED FOR LINK CAPACITY AND JUNCTION CAPACITY SURVEY. 3-1 FIGURE 3.1-2 TRAFFC FLOWS OF T-JUNCTION AT UNSIGNALIZED CONDITION 3-4 FIGURE 3.1-3 TRAFFC FLOWS OF 4-LEG JUNCTION AT UNSIGNALIZED CONDITION 3-4 FIGURE 5.2-1 THE CONCEPTUAL FRAMEWORK OF MITIGATION MEANSURES 5-6 FIGURE 6.2-1 TYPE OF PROJECTS THAT NEED TO PERFORM EIA AND TIA STUDY 6-5 FIGURE 6.4-1 SUMMARY OF IMPORTANT ISSUES AND IMPLEMENTATION OF EACH OF THE PROPOSED OPTIONS 6-8 FIGURE 6.5-1 STRUCTURE OF TRAFFIC IMPACT ASSESSMENT COMMITTEE AND RELATE ORGANIZATION 6-9 FIGURE 6.5-2 APPROVAL FRAMEWORK OF TRAFFIC IMPACT ASSESSMENT STUDY WITH HIGH IMPACTS 6-10 FIGURE 6.5-3 APPROVAL FRAMEWORK OF TRAFFIC IMPACT ASSESSMENT STUDY WITH MODERATE TO SMALL IMPACTS 6-10 FIGURE 6.6-1 GUIDELINES FOR IMPLEMENTATION IN THE SHORT AND MEDIUM TERM 6-13 FIGURE 6.6-2 GUIDELINES FOR MEDIUM AND LONG TERM IMPLEMENTATION PLAN 6-14 FIGURE 7.1-1 PICTURES OF 3 SEMINARS 7-1 FIGURE 7.2-1 PICTURES FROM 3 TRAINING SESSION THAT HAVE BEEN HELD 7-3 FIGURE 7.3-1 FOCUS GROUP MEETING. 7-5 FIGURE 8.1-1 BANG KRACHAO-SATHORN TUNNEL CONSTRUCTION MODEL 8-3 FIGURE 8.1-2 BANG KRACHAO-SATHORN TUNNEL ROUTE 8-3 FIGURE 8.2-1 PROPOSED SOLUTION ON INTERNAL TRAFFIC CIRCULATION 8-5 FIGURE 8.2-2 TRAFFIC MANAGEMENT AT SIRIRAJ INTERSECTION 8-5
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TABLE OF CONTENTS
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TABLE 2.1-1 SUMMARY OF SUBMISSION GUIDELINES FOR PROJECT APPROVAL 2-2 TABLE 2.1-2 SUMMARY THE DETAIL OF WHAT MUST BE PROVIDED IN ORDER TO CONSTRUCT DEVELOPMENT FROM RELEVATE AUTHORITIES. 2-4 TABLE 2.2-1 COMPARISON OF KEY ISSUES OF TIA 2-7 TABLE 3.1-1 PARAMETERS FOR EQUATION OF RELATIONSHIP BETWEEN VELOCITY AND FLOW RATE 3-2 TABLE 3.1-2 LEVEL OF IMPACT ON ROAD 3-2 TABLE 3.1-3 SATURATED FLOW AND STARTING LOST TIME FOR JUNCTION TYPES 3-3 TABLE 3.1-4 SATURATED FLOW AND STARTING LOST TIME FOR ROUNDABOUT 3-3 TABLE 3.1-5 COEFFICIENT OF CAPACITY OF THE JUNCTION WITHOUT TRAFFIC LIGHTS 3-4 TABLE 3.1-6 TRAFFIC IMPACT LEVELS AT INTERSECTIONS 3-4 TABLE 3.2-1 SUMMARY OF TRIP RATE ANALYSIS 3-6 TABLE 3.2-2 DISTRIBUTED TRIP DURING PEAK HOUR 3-7 TABLE 4.1-1 THE 15 TYPE OF LANDUSES NEED TO PERFORM THE TRAFFIC IMPACT ASSESSMENT 4-1 TABLE 4.2-1 DETERMINATION OF TRAFFIC IMPACT LEVEL AND TIA REPORT 4-4 TABLE 4.3-1 THRESHOLDS BASED ON SIZE OR SCALE OF LAND USE 4-5 TABLE 5.1-1 LIST OF TOPICS REQUIRED FOR TRAFFIC IMPACT ASSESSMENT REPORT 5-1 TABLE 5.1-2 CONTENTS REQUIRED TO PRESENT IN TIA REPORT 5-2 TABLE 6.1-1 LEGAL AND REGULATORY ABOUT SIZE AND LOCATION OF THE PROJECT THAT REQUIRE TIA 6-3 TABLE 6.3-1 OPERATIONAL GUIDELINES FOR STANDARDIZATION OF TRAFFIC IMPACT ASSESSMENT 6-6 TABLE 7.1-1 THE SUMMARY OF COMMENTS AND SUGGESTIONS FROM THE 3 SEMINARS WERE AS FOLLOWS: 7-2 TABLE 7.2-1 SUMMARY OF THE COMMENTS AND SUGGESTIONS RECEIVED FROM THE 3 TRAINING SESSIONS 7-4 TABLE 7.3-1 SUMMARY OF IDEAS AND SUGGESTIONS FROM FOCUS GROUP MEETINGS 7-6 TABLE 8.1-1 REVIEW SUMMARY OF THE TUNNEL PROJECT IN FOREIGN COUNTRIES AND THAILAND. 8-2
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TABLE OF CONTENTS (CONT.)
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TABLE 8.2-1 TRAFFIC PROBLEM AND CONDITION 8-4 TABLE 8.2-2 PROPOSED TRAFFIC SOLUTIONS 8-5 TABLE 8.3-1 DEFINED CRITICAL CORRIDORS OF THE INCREASED ROAD CAPACITY STRATEGY 8-7
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CHAPTER 1
INTRODUCTION
Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 1 Introduction
Background The traffic problems in Bangkok and other major cities is dominant. It has been drastically affecting the country economic in the competition level, worsen air and noise conditions and undermine quality of life of the population. The most important factors causing traffic problems are one center for inclusive growth, high level of employment prevail only in the inner-city area and more importantly the lack of quality and accessible public transportation system. The fact that development of Bangkok and other major cities grows rapidly with several large project developments have directly affect on the increment of travel demand leads to over consumption of planned transportation facility and finally generates traffic problems. In the present, standard setting for Traffic Impact Assessment (TIA) which support and mitigate the current situation of city development and other traffic problems in the present and what will occur in the future is not currently present in Thailand. If there is no standard setting for Traffic Impact Assessment, the assessment of development impacts will be unable to assess. More importantly, the preparation of mitigation plans or mitigation strategies in order to support the travel demand will be impractical, which will soon create more traffic problems in the future. The office of Transport and Traffic Policy and Planning operates under Ministry of Transport, has an authority to offer the policy and traffic planning system and standardization of traffic system management to the cabinet, see as appropriate that Traffic Impact Assessment standard need to be set up so that it can be used as a possible model in order to manage, decrease and minimize the most effect of development since the construction approval process and during the construction also apply mitigatation strategies after the construction finished, with that the cabinet also see as appropriate to take the study of TIA into practical level. Objectives 1) To set up the Traffic Impact Assessment standard and together prepare the index and parameter related to TIA. Also purpose the way to legitimate the standard to the practical level and purpose the implementation plan. 2) Prepare technical support related to traffic policy and planning. 3) Enhance knowledge and potential of transport and policy and planning’s officers along with its relevant department in order to strengthen the analysis and planning skills.
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Executive Summary Report The study of Traffic Impact Assessment Standard
Scope of Study 1.3.1 Task 1: Study, collect, and analyze information related to the traffic impact assessment data of relevant agencies Study, collect, and analyze data and the study process of traffic impact assessment by using the index, variable, and parameters from the foreign department to analyze and compare to operation in Thailand. 1.3.2 Task 2: Explore the relevant information, index, variable, and parameter need to be used in studying the traffic impact assessment in order to recommend the suitable one. Explore the information need to be used in the study of traffic impact assessment in order to analyze and set up the suitable parameter such as trip generation, trip attraction, and level of service. 1.3.3 Task 3: Set the standard for traffic impact assessment to be used as guideline and purpose the implementation plan. 1) Define type of project development/activity that create traffic impact and identify what should perform traffic impact assessment before construction. 2) Establish traffic impact assessment standard that consists of procedures, methodology of analysis for developer or ones who deliberates use as a guideline for conducting the TIA study such as determine the extent of development impact and mitigation measures to the development. 3) Study and propose the possible solution to regulate the TIA guideline and its approval procedures that suitable for Thailand. 1.3.4 Task 4: Provide techincal support about traffic policy and traffic management plan. Support the academic part for making the traffic impact assessment by consulting and recommending sufficient information, at least three subjects. 1.3.5 Task 5: Enhance knowledge and potential of transport and policy and planning’s officers and relevant staffs in order to strenghten their analysis and planning skills. Arrange the seminars and training events to accure the analysis and planning skills of the OTP’s officers along with its relevant department.
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Study framework The study process of Traffic Impact Assessment project within 12 months are shown in Figure 1.4-1
Figure 1.4-1 Project study framework
1.4.1 Task 1: Study, collect, and analyze information related to the traffic impact assessment data of relevant agencies Studied, collected, and analyzed the traffic impact assessment data and the use of index, variable and relevant parameters from successful country to compacted and conducted suitable outline for the use of Thailand. 1.4.2 Task 2: Explore the relevant information, index, variable, and parameter needed in the study of traffic impact assessment in order to recommend the suitable one. Review the index and relevant parameters and explore information needed for study the traffic impact assessment used in the analysis which lead to setting the suitable parameters such as trip generation, trip attraction, road capacity, and level of service.
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1.4.3 Task 3: Set the standard for traffic impact assessment to be used as guideline and purpose the implementation plan. Identified the project or activity which affect the traffic and established the study process that the analysis start before the project begins. The traffic impact assessment guideline consist of the guidelines and process in analyze the traffic impact and recommend the way to operate. This traffic impact assessment recommended the responsible agency, process of consideration to approve the traffic impact report, and purpose draft of laws and regulations related in order to the traffic impact to practical level. This include study of the effect which could affect the private sector and people. 1.4.4 Task 4: Provide techincal support about traffic policy and traffic management plan. Supported the academic part for making the traffic impact assessment by consulting and recommending proper information. There are three subjects which are 1) The concept of solving traffic problems by using tunnels in Bangkok and continuous area. 2) Traffic Management Study for Siriraj Hospital and its vicinity. 3) Master plan for solving traffic congestion problems in Bangkok Metropolitan Region. 1.4.5 Task 5: Enhance knowledge and potential of transport and policy and planning’s officers and relevant staffs in order to strenghten their analysis and planning skills. Arranged 3 seminars and 3 training events to accure the analysis and planning skills of the OTP’s officers along with its relevant department.
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CHAPTER 2 REVIEW OF TRAFFIC IMPACT ASSESSMENT Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 2 Review of Traffic Impact Assessment
Traffic Impact assessment in Thailand The study of traffic impacts of Thailand has a sequence of events as shown in Figure 2.1-1.
Figure 2.1-1 Chronology of Traffic Impact Studies in Thailand
From Figure 2.1-1, it is evident that Thailand currently has 3 agencies responsible for traffic impact studies, which can be summarized in Table 2.1-1 and 2.1-2, which is based on the following regulations and laws: 1) Office of Natural Resources and Environmantal Policy and Planning (ONEP) operated under the Promotion and Conservation of National Environmental Quality Act, B.E. 2535 (Additional Issue, B.E. 2562). 2) The Commission for the Management of Land Traffic (CMLT) operates under the Cabinet resolution on March 12, B.E. 2545, which the Cabinet approved to cancel the Cabinet resolution (September 19, B.E. 2538) regarding the utilization in the State Property and Land which is the royal property or the mutual temple property that used to provide benefits in the inner Bangkok area, or the municipality with traffic congestion or areas from 1 rai or more must propose to Commission for the Management of Road Traffic (CMRT) to consideration in accordance with the guidelines for solving traffic problems. 3) Traffic Policy and Transport Office, Bangkok Metropolitan Administration operated under the regulations within Bangkok in accordance with the resolution of the Traffic Subcommittee of the Bangkok Council, B.E 2542.
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Executive Summary Report The study of Traffic Impact Assessment Standard
Table 2.1-1 Summary of submission guidelines for project approval Traffic Impact Criteria buildings Recipients Consideration Studies 1) Promotion and 1) High-rise buildings or Office of Natural Expert committee Conservation of special large buildings Resources and According to Section 51 in National in accordance with the Environmantal Policy this act. Promotion and Environmental law governing building and Planning Conservation of National Quality Act, B.E. control, which has the accordace with section Environmental Quality Act 2535 characteristics, location 49 in Promotion and (Additional Issue, B.E. (Additional Issue, or use of any building in Conservation of 2561). B.E. 2561). accordance with the National Environmental announcement Quality Act 2) Land allocation for (Additional Issue, B.E. residential or 2561). commercial purposes under the law on land allocation 3) Hospitals or nursing homes under the law on nursing homes 4) Hotels or vacation rentals in accordance with the law on hotels 5) Residential buildings included in the building control law Condominium according to the condominium law or dormitory according to the dormitory law 6) Harbour 7) Construction or airport expansion or temporary landing for commercial purposes
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Executive Summary Report The study of Traffic Impact Assessment Standard
Traffic Impact Criteria buildings Recipients Consideration Studies 2) Cabinet Project development The Commission for the Bangkok: Sub committee resolution on royal property Management of Land to consider the utilization 12 March B.E 2545 as follows Traffic of royal property and 1) Land in the inner or mutual temple Bangkok area or land in property the municipality with Regional: Subcommittee traffic congestion on Provincial Land Traffic 2) Other Areas which Management System has a size of 1 rai or more and has traffic congestion 3) The resolution of Building with 300 Bangkok Metropolitan Bangkok Metropolitan the Traffic parking spaces Administration Administration Subcommittee of the Bangkok Council, B.E 2542 Source: 1) Announcement of the Ministry of Natural Resources and Environment regarding the project, business or operation which must prepare an environmental impact assessment report accordingly to the criteria, procedures and conditions for preparing the EIA report. 2) The secretariat of the Cabinet. 3) Criteria for considering the reduction of traffic impact from the opening of the entrance-exit for vehicle for large building projects with parking space of 300 or more according to the letter No. 1603/2675 dated 8 June B.E 2549
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Table 2.1-2 Summary the detail of what must be provided in order to construct development from relevate authorities. Promotion and the resolution of the Conservation of Traffic Subcommittee Cabinet resolution on List National of the Bangkok 12 March B.E 2545 Environmental Quality Council, B.E 2542 Act, B.E. 2535. Project details √ √ √ Surrounding transportation √ √ √ network information Current and future traffic √ √ volume Delay √ √ Safety √ √ Public transport √ √ Pedestrian Parking and internal traffic √ Mitigation measures √ √ Source: Consultant
In addition, the counselor has also studied the current problems and obstacles from the experience of the consultant and the collection from experienced people in various fields, can summarize the problems and obstacles in 4 areas as follows. Information problems Research and development problems Problems in the enforcement of laws and educational process Organization and Staff issues
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Traffic impact assessment in developed countries Traffic impact assessment standard or guideline from various developed countries and continents were selected in order to represent the best practice in TIA, which are United Kingdom, Australia, USA, South Korea, and Japan Key issues of traffic impact studies in developed countries The content of traffic impact study from each country are different. Key issues of TIA were identified and grouped as follows; 1) Background and development of traffic impact studies The name of agencies that initiated the traffic impact study are introduced in this part. Figure 2.2-1 shows the name of the manual and their enforced law of each country. 2) The study and approval process The approval process of traffic impact study has shown in flow chart. The coordination between each department and their responsibilities are also shown in the section. The comparison of important issues are shown in Table 2.2-1 Comparison table of important issues of each country. 3) Standards of TIA The criteria (such as living space factor and the traffic volume during rush hour) for conducting traffic impact study for each country is represented in this section. Table 2.2-1 presents the comparison of impart issues for each country. 4) Parameters for the preparation of TIA This section represents the parameters that used in traffic impact study. Each country has their own parameter. Table 2.2-1 presents the comparison of parameter for preparation of TIA from each country. 5) Traffic analysis and Mitigation measures The software that are used to analyze traffic impact study are different from country to country. The section presents the software that are used in each country to analyze traffic impact study. The mitigation measures from each country are also mentioned in this section. The summary of history and related regulations of studied countries are shown in figure 2.2-1. Along with comparison table of important issues of each country shown in Table 2.2-2
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Executive Summary Report The study of Traffic Impact Assessment Standard
Figure 2.2-1 Background and related laws of each country
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Table 2.2-1. Comparison of key issues of TIA. Initiatives of the Law Level The authorities in the Acceptable criteria of Country Country context TIA Guide and Criteria of TIA Parameter Mitigation measures enforcement of TIA approval process impact Law UK Public transport more than National strategy Law = Not 1 - > 100 cars during rush hour Local: London, Trip Rates, Pass-by The number of traffic Bangkok specified Transportation for Rates, Internal Trip, increases in rush hour Population density near Manual = 1994 London Parking Parameter < 10% Bangkok USA Public transport more than Environment Act Law = 1970 3 levels - < 50 cars during rush hour Ex: Oakland-California, Trip Rates, Pass-by LOS < D Bangkok Population density is Manual= 1990 (small/ and meet CEQA criteria Governor’s Office of Rates, Internal Trip, VMT (Vehicle Mile lower than Bangkok medium - 50 cars during rush hour Planning and Research. Parking Parameter, Travel, the threshold Every country / large) and meet CEQA criteria VMT database, varies per land use introduced - Not exceed CEQA c AADT, Crash type.) Improve/add Parameter, Parking infrastructure that Parameter supports public Australia Public transport more than Town planning Law = 2005 3 levels - 10 cars during rush hour Local: Victoria State, Trip Rates, Pass-by LOS < D transportation, Bangkok Population density is Act Manual = 2016 (small/ - 10-100 cars during rush VicRoads Rates, Internal Trip, parking management, lower than Bangkok. medium hour Parking Parameter TDM and Monetery /large) - > 100 cars during rush hour penalty as mitigation Japan Public transport more than Environment Act Law = 1998 1 Depending on the city, there City Traffic Research Parking Parameter V/C < 0.8 measures except Bangkok Population density is Manual= 1989 are both criteria for using Section of the Ministry of Congestion Rate < 1 Japan. higher than Bangkok space, size, density and LOS. Land, Infrastructure and Saturation Flow < 0.9 Transport (MLIT)
South Korea Public transport more than Traffic/Transport Law = 1960 1 10 cars during rush hour, Lacal: Korean - Performance Bangkok Population density is Rules = 1987 Characteristics or types of area Environment Institute; KEI indicators of public higher than Bangkok usage transport systems Thailand - Environment Act Law = Not - - - Trip Rates - - specified Manual = 2016* Source: Consultant
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CHAPTER 3 SURVEY FOR VARIABLES, AND PARAMETERS FOR TRAFFIC IMPACT STUDY
Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 3 Survey for variables, and parameters for traffic impact study
Survey for standard parameters for road link and junction capacity Traffic Impact Analysis for projects requires traffic engineering principles in analyzing the capacity at the road and junction. However, foreign parameters may not be suitable for application to roads in Thailand. This study therefore examines and analyzes the parameters for calculating the capacity of the road and junction. The result can be summarized as follows Eight road were surveyed, divided into 6 roads in the city and 2 highways, which are considered as representatives for the survey of the flow rate and average speed, divided into 2 groups: urban roads and highway roads Twelve junctions were observed. They could be divided into 2 groups according to traffic control, signalized intersection and non-signalized intersection. Each group may be classified into T-junction, intersections and roundabout. The detailed analysis and results will be shown in the next section.
Junction (12) Road link (8)
Signalized Unsignalized Urban Rural
High Low High Low High Low High Low Motorcycle* Motorcycle Motorcycle* Motorcycle Disturbance Disturbance Disturbance Disturbance Rate Rate Rate Rate -T-Junction - T-Junction - T-Junction - T-Junction - 2 Lanes - 2 Lanes -2 Lanes - 2 Lanes -4 legs Junction - 4 legs Junction - 4 legs Junction - 4 legs Junction - 4 Lanes - 4 Lanes - 4 Lanes up - 4 Lanes up -Roundabout - Roundabout - Roundabout - Roundabout -6 Lanes - 6 Lanes
Figure 3.1-1 Type of road and junction used for link capacity and junction capacity survey.
3.1.1 Parameters for road link capacity Road level of service can be identified by using travel demand and traffic standard parameters. Level of service can be used to determine the average speed of road traffic from the amount of demand traveling on the road. Required parameter varies according to the type of road, number of traffic lanes, and traffic disturbance rate as shown in Table 3.1-1, summarizing the parameters for various cases
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Executive Summary Report The study of Traffic Impact Assessment Standard
Table 3.1-1 Parameters for equation of relationship between velocity and flow rate
S0 S1 F C Road type No. of lanes Disturbance* (km/h) (km/h) (pcu/h/lane) (pcu/h/lane) Highway 2 - 50 25 800 2,000 Highway 4+ - 100 60 800 2,000 Urban 2 High 25 17 500 1,000 Urban 2 Low 40 25 500 1,000 Urban 4 High 30 23 600 1,200 Urban 6 High 50 13 600 1,100 Urban 4+ Low 50 30 800 1,200 Source: Consultant * The disturbance rate depends on many factors, such as number of entry points from the roadside, number of U-turn, and bus stop. High disturbant rate is route contains more than 12 disturb points within 1 kilometer.
The average speed of the traffic flow divided by free flow speed of the route (S0) in Table 3.1-1, as a ratio, is used to show the impact level of traffic on that route. As summarized in Table 3.1-2 Table 3.1-2 Level of impact on road Ratio against free flow speed Impact level 0.8 – 1.0 None 0.5 - 0.8 Moderate Lower than 0.5 High Source: consultant
3.1.2 Parameter for junction capacity Junction level of service can be identified by using travel demand and the capacity of the junction, v/c or volume to capacity ratio, which varies according to factors, namely junction type, traffic control at the junction, and motorcycle to car ratio. As summarized below. A) Signalized Intersection The Table 3.1-3 below shows Thailand standard values classified by type of intersection and proportion of motorcycles in traffic flow.
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Table 3.1-3 Saturated flow and starting lost time for junction types Saturated flow (pcu/h/lane) Starting Motorcycle Type lost time proportion L TL T TR R (sec) High 1,100 1,500 1,800 1,500 1,500 5.0 Intersection Low 1,300** 1,800 1,900 1,800 1,700 3.5 High 1,100** 1,250 1,500 1,250 1,250 5.0 T-junction Low 1,300** 1,800 2,000 1,800** 1,500 4.5 Source: consultant * Direction TL = Left turning and through traffic combined lane T = Through traffic lane TR = Right turning and through traffic combined lane R = Right turning traffic lane ** Values undetermine by survey, then estimateed by consultant by using values from similar movement.
Table 3.1-4 Saturated flow and starting lost time for roundabout Te Tc Motorcycle Type Saturated flow Starting lost Saturated flow Starting lost proportion (pcu/h/lane) time (sec) (pcu/h/lane) time (sec) High 1,500 3.5 Roundabout Low 1,800 4.5 1,600 5.5 Sources. consultant *Te = Towards roundabout direction Tc = Circling within roundabout
In this regard, the student must compare the v/c value of the junction between morning and evening rush period or the holiday period, whichever is the highest value must be used to identify traffic impact of the project. B) Non-Signalized Intersection The main purpose of the guideline for analyzing the capacity of non-signalized intersections, that were developed in England by Traffic and Road Research Laboratory (TRRL), is to be understandable and make traffic data collection covenient. To achieve that purpose, linear equation that describes the capacity of secondary roads with the flow rate on the main road was created. Coefficient for the junctions in Thailand can be summarized as in Table 3.1-5. The study found that without traffic signal, the coefficient of junctions with less than 20% and more than 20% motorcycle proportion are slightly but significantly different, leading to classification of low and high
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Executive Summary Report The study of Traffic Impact Assessment Standard motorcycle proportion proportion value at 20%. The proportion determine from number of motorcycles and no need to align with car PCU. After receiving the capacity of the intersection will be able to calculate the traffic volume per capacity of the intersection (v/c) which will indicate the traffic impact level at the intersection as shown in Table 3.1-6 Table 3.1-5 Coefficient of capacity of the junction without traffic lights T-junction 4-Junction Roundabout Coefficient Low MC High MC Low MC High MC Low MC High MC q0 750 850 800 800 950 a1 -0.2 -0.2 -0.2 -0.3 -0.7 -0.55 a2 -0.3 -0.3 -0.3 -0.3 a3 -0.15 -0.15 -0.3 -0.3 a4 -0.5 -0.5 -0.5 -0.5 Sources. Consultant
a1 and a2 are number 1 and 2 and a3 and a4 are number 3 and 4 as shown in figure 3.1-1
Figure 3.1-2 Traffc flows of T-Junction at Figure 3.1-3 Traffc flows of 4-leg Junction at unsignalized condition unsignalized condition
Table 3.1-6 Traffic impact levels at intersections v/c Impact Level Lower 0.6 No Impact 0.6 - 0.9 Medium Higher 0.9 High Sources. Consultant
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Executive Summary Report The study of Traffic Impact Assessment Standard
Trip rate survey At present, even though there has been no announcement of trip rates standard in Thailand, there have been many studies of trip rates, the most important of which is the study of Department of Public Works and Town & Country Planning, which studies the trip rate with more than 1,000 sample in 13 areas, consisting of 37 building types, which are used in 2 purposes, which are used to study the impact of traffic. And in urban planning From the review of the data, it can be seen that the data of the Department of Public Works and Town & Country Planning is also new information that can be used in conjunction with this study and in order to extend the data and link between each other according to the government's policy to achieve and combining various aspects of information together. The consultant designed the preparation of trip rate by extending from the previous study and improve the format of the data to suit the design of traffic impact studies in this study The survey building in this study consists of: 1) House 2) Condominium 3) Hotel 4) Restaurant 5) Martket 6) Shopping Mall 7) Retailers 8) Office building 9) Convention hall 10) Secondary school 11) Primary school 12) University 13) School Industrial Park 14) Hospital 15) Stadium
In this study, the city level was divided in order to be consistent with the density of the city, which is the concept of studying the impact of traffic in this time by dividing into 3 levels according to the administrative area. 1) Bangkok and metropolitan areas consist of all areas in Bangkok, Pathum Thani, Nonthaburi, Samut Prakan, Samut Sakhon, Nakhon Pathom, which are announced by Metropolitan Office of the National Economic and Social Development Board. 2) The municipality is a local assembly with over fifty thousand people. Both have enough income to perform their duties in accordance with this Act and which have been announced by the Ministry of Interior as a municipality, the Ministry of Interior announcement shall specify the name and county of the municipality as well. 3) The municipality is the local area where the town hall is located. Or the local congregation with ten thousand or more people Both have a reasonable income to perform their duties in accordance with this Act and which have been announced by
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the Ministry of Interior as a municipality. The Ministry of Interior announcement shall also specify the name and county of the municipality. In the study of Trip rates obtained from surveys, it was found that Trip rate of certain types of buildings does not need to be divided according to areas due to similar rate and some building types need to be divided into areas which can be summarized as shown in Table 3.2-1
Table 3.2-1 Summary of Trip rate analysis Town City Bangkok and Building Type Unit Municipality Municipality Vinicity House 3.06 PCU/Dwell Condominium 3.25 1.77 PCU/ Dwell Hotel 8.26 3.19 PCU/ Dwell Restaurant 34.82 20.25 PCU/ GFA (100 sq.m.) Market 54.00 78.49 PCU/ GFA (100 sq.m.) Shopping Mall 11.66 PCU/ GFA (100 sq.m.) Retailer 37.85 14.77 PCU/ GFA (100 sq.m.) Ofiice Building 10.07 25.30 PCU/ GFA (100 sq.m.) Convention Hall 15.18 PCU/ GFA (100 sq.m.) Primary School 2.74 1.93 PCU/Student Secondart 2.03 0.93 PCU/Student School University 1.53 0.49 PCU/Student Industrial Park 24.83 PCU/Area (Rai) Hospital 17.14 PCU/Bed Stadium 0.83 0.37 PCU/Seat Source: Consultant
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Table 3.2-2 Distributed trip during peak hour AM Peak Hour PM Peak Hour Development Peak Hour Type Area % % % % % % Proportion Proportion Period Proportion In Out In Out In Out House All area 29.80% 14% 86% 36.34% 76% 24% Same as PM Peak hour Municipal 5.93% 39% 61% 6.54% 54% 46% Same as PM Peak hour Condominium Bkk and vicinities 5.90% 21% 79% 7.66% 62% 38% Same as PM Peak hour Municipal 5.40% 67% 33% 5.40% 63% 37% 09.00-11.00 11.00% 49% 51% Hotel Urban/Bkk and 9.18% 46% 54% 7.19% 56% 44% Same as AM Peak hour vicinities Municipal - 10.72% 54% 46% Same as PM Peak hour Restaurant Bkk and vicinities - 14.06% 69% 31% 19.00-21.00 18.56% 43% 57% Municipal 7.44% 49% 51% 11.17% 48% 52% Same as PM Peak hour Market Bkk and vicinities 6.56% 49% 51% 3.49% 69% 31% Same as AM Peak hour Shopping Mall All area 2.54% 70% 30% 10.00% 47% 53% 11.00-13.00 10.61% 54% 46% Municipal 5.18% 64% 36% 9.85% 45% 55% 13.00-16.00 11.69% 49% 51% Retailer Bkk and vicinities 4.15% 66% 34% 9.28% 53% 47% 11.00-13.00 10.62% 51% 49% Municipal 14.68% 69% 31% 6.34% 30% 70% Same as AM Peak hour Ofiice Building Bkk and vicinities 12.45% 72% 28% 7.40% 16% 84% Same as AM Peak hour Industrial Park All area 6.21% 88% 12% 4.18% 43% 57% Same as AM Peak hour Primary School Municipal 27.13% 63% 37% 16.83% 40% 60% Same as AM Peak hour Secondart School Bkk and vicinities 18.31% 61% 39% 6.87% 22% 78% Same as AM Peak hour Secondary Municipal 20.49% 92% 8% 11.25% 26% 74% Same as AM Peak hour School Bkk and vicinities 18.53% 82% 18% 9.51% 30% 70% Same as AM Peak hour University Municipal 12.02% 80% 20% 8.21% 38% 62% Same as AM Peak hour Primary School Bkk and vicinities 12.12% 73% 27% 10.06% 22% 78% Same as AM Peak hour Hospital All area 8.96% 64% 36% 6.98% 45% 55% Same as AM Peak hour Convention Hall All area 5.03% 73% 27% 8.38% 46% 54% Same as PM Peak hour Municipal 6.59% 58% 42% 10.35% 47% 53% 13.00-16.00 14.42% 41% 59% Stadium Bkk and vicinities 8.89% 63% 37% 6.77% 40% 60% 13.00-16.00 18.48% 28% 72%
Source: Consultant
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CHAPTER 4 DEVELOPMENT TYPE AND LEVEL OF TRAFFIC IMPACT Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 4 Development type and level of Traffic Impact
Type of Development Per the results of reviewing traffic impact assessment standard or guidelines of the successful developed countries illustrates that every development type, which generates traffic that can be impactful that stated by law to the roadway system must perform traffic impact assessment. For the first step of Thailand in introducing traffic impact assessment to the country, a small and precise step should be proceeding by caution that only moderate and high level of development impact must perform the traffic impact assessment. The results of 15 type of landuses are suggested to perform the traffic impact assessment accordingly to the traffic impact assessment standard., Table 4.1-1 shows mentioned 15 type of landuses. Tabe 4.1-1 The 15 type of landuses need to perform the traffic impact assessment
No. Type Definition
1 Housing Estate The sale of land that has been divided into ten or more sub-plots, whether divided from one plot of land or divided from several plots of land that are connected by receiving property or benefits as compensation. And shall include the said operation which has been divided into ten plots of land and later divided the original land further within three years when combined more than ten plots. 2 Condominium Building that a person can separate ownership of each part which consists of individual ownership and shared property as a mutual property. 3 Hotel Accommodation set up with business objectives in order to temporary accommodate for travelers or other persons with fee This condition does not include; • Accommodation established for temporary accommodation services operated by government agencies, state enterprises, public organizations or other government agencies or for charity or education, which classified as nonprofit. • Accommodation established with the objective of providing accommodation by charging monthly service fee.
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No. Type Definition
4 Restaurant Any building, location or area that is not a place or public spaces and that is prepared for cooking. Either fully preparation of the food so that the buyer can immediately consume, regardless of whether it is sold to consume. No matter there is an area for consumption at that place or consumed elsewhere. 5 Fresh/Flea Market Places that are normally provided for traders to use as gatherings for products as meat, vegetables, fruits or food that are fresh assembled or cooked or easy waste, regardless of whether the product is for sell as well or not. Includes the area that is provided for traders to use as a gathering place to sell such types of products on a regular basis or from time to time or on a specified date. 6 Department Store Any building or part of the building that is used to operate as department store or shopping center. 7 Retail/Wholesale store Any part of the building or part of the building used for retail or wholesale business. 8 Office Building Any building or part of the building that is used as an office. 9 Industrial Estate Areas designated for the operation of the industry service or other
businesses that are beneficial or related to the industry or areas designated for industrial, commercial or other related businesses. Either or operate for economic benefits, state security, public welfare, environmental management or other necessities as determined by what is boarded. The items imported into mentioed area that receive tax benefits and additional fees as provided by law. 10 School Early childhood development center, school, learning center (Primary level and education agencies or other government agencies or private lower) authorities which has the authority or objectives of educational management in kindergarten education programs and primary education. 11 Secondary School School, learning center education agency or other government or private agencies which has the authority or objectives to manage education in secondary and vocational education programs.
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No. Type Definition
12 University College, institute, university, education agency or other government or private agency with the authority or objective of tertiary education. 13 Hospital or Nursing Locations including vehicles that are provided for the practice of the home art of healing under the law on the practice of the art of healing. Practice in the medical profession under the law on medical profession. Professional practice in nursing and midwifery according to the law on nursing profession. Including dental profession in accordance with the law on dental profession. Physical therapy practice under the physical therapy law. Medical technology professional practice under the law on medical profession Professional practice of Thai traditional medicine and the practice of applied traditional Thai medicine according to the law on the Thai traditional medicine profession. Either or other medical and public health professions under the law on that matter, which is normally done regardless of whether they receive benefits or not. 14 Auditorium Building or any part of the building that a person may enter inside for the benefit of the assembly people with an area of one thousand square meters or more or gather up to 500 people or more 15 Stadium Building or any part of the building that a person may enter inside for the benefit of gathering people from an area of one thousand square meters or more or gather up to 500 people or more with the purpose of watching sporting events.
Source: Consultant Note: In this regard, the type of projects that are considered in the preparation of traffic impact assessment report, including large scale transportation development projects which affects on traffic condition, also which the government has already implemented, such as the development of large railway stations and airports
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Level of Traffic Impact and TIA Report. The review found that level of traffic impact assessment (TIA) is mainly consider based on traffic volume that a development generates. The development of the project with a usable area greater than or equal to the specified criteria must determine the total trips using standard travel rates (Trip Generation Rate). Therefore, if seizing the standard trip generation rate will be able to determine the size of the minimum project development that has to enter the TIA process. On the other hands, the successful contries such as United States of America, United Kingdom and Australia and even the only previous study on creating Thailand trip generation rate have the TIA level of 3 levels which are low impact, moderate impact and high impact. In addition to levelized the development impact according to the amount of travel occurrence itself, the location of the development must be considered together. With the complexity of the analysis, to perform the traffic impact assessment should equires the expertise of both the report maker and the committee of approval. In applying to Thailand, following aspects should be considered; the location of the development according to the size of the city, population and population density as illustrated in Table 4.2-1. Determining the scope of the study area, the level of education, such standard will help lead to easier implementation, such as the enforcement of specific areas in the municipality. In case that the area has low population have no need to perform the study. Table 4.2-1 Determination of Traffic impact level and TIA report. Peak Hour Trips Site Location (PCU/Hour) BMR City municipality Others Lower 50 No need to study TIA No need to study TIA No need to study TIA 50 - 300 Short Version Short Version No need to study TIA Higher 300 Full Version Full Version Short Version Source: Consultant Note: Bangkok and metropolitan region consist of all areas in Bangkok, Pathum Thani, Nonthaburi, Samut Prakan, Samut Sakhon, Nakhon Pathom which are divided according to National Economic and Social Development Board. The city municipality is a local community with over fifty thousand people by having enough income to perform their duties in accordance with this act and which have been announced by the Ministry of Interior as a municipality. The Ministry of Interior announcement shall specify the name and county of the city municipality as well. Others is the local area where the town hall is in the local congregation with ten thousand or more people by having a reasonable income to perform their duties in accordance with this act and which have been announced by the Ministry of Interior as municipality. The Ministry of Interior announcement shall also specify the name and county of the municipality as well.
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Indicative thresholds for Traffic Impact Assessment After applying trip generation rate to the size of development with the criteria for classifying the impact resuling in the minimum size of the development. Then they were some adjusted adjoining accordingly to the current active environment act for facilitate the user and minimize the controversy of developer in order to determine the traffic impact level of their development. The size of development that need to perform traffic impact assessment shown in Table 4.3-1 Table 4.3-1 Thresholds based on size or scale of land use Peak hour trip generation (PCU/hour) No. Building Moderate Impact Low Impact (0-50) High Impact (>300) (51-300) 1 Housing Estate* 0-250 unit 251-500 unit >500 unit 2 Condominium 0-250 rooms 251-1,500 rooms >1,500 rooms 3 Hotel 0-80 rooms 81-300 rooms >300 rooms 4 Restaurant Usable area 0-1,500 sq.m. Usable area 1,500 -8,000 sq.m. Usable area >8,000 sq.m. 5 Market Salable area 0-800 sq.m. Salable area 601-5,000 sq.m. Salable area >5,000 sq.m. Department Store/Shopping 6,7 Usable area 0-4,000 sq.m. Usable area 4,001-25,000 sq.m. Usable area >25,000 sq.m. Center/Retail Store 8 Office Building Usable area 0-2,000 sq.m. Usable area 2,001-10,000 sq.m. Usable area >10,000 sq.m. 9 Industrial Estate 0-30 rais 31-200 rais >200 rais 10 Primary School No. of student 0-150 persons No. of student 150- 750 persons No. of student >750 persons 11 Secondary School No. of student 0-150 persons No. of student 150- 750 persons No. of student >750 persons 12 University No. of student 0-300 persons No. of student 301- 1,600 persons No. of student >1,600 persons Hospital/Nursing 13 0-60 bed 61-200 bed >200 bed home 14 Auditorium Usable area 0-5,000 sq.m. Usable area 5,001-25,000 sq.m. Usable area >25,000 sq.m. 15 Stadium 0-500 seats 501-2,500 seats >2,500 seats
Source: Consultant * Adjustment accordingly to current EIA enforcement. Note: Basic building size that is subject to traffic impact assessment mentioned abpve is only the preliminary information that is provided for the traffic impact assessment report perfomer to evaluate preliminary level of the report to be processed Such criteria mentioned above are not finalized and can be studied further for additional information to decliar the values and also the studied values can be used as reduction to number of trip generates from such development.
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CHAPTER 5 TRAFFIC IMPACT ASSESSMENT STANDARD
Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 5 Traffic impact Assessment standard
Study Components In the preparation of traffic impact assessment report, the analyst must analyze the amount of travel generates that occurred in the year when development is opened which consists of two factors; the amount of travel that development itself generates and the amount of passed by travel through the development then determine the impact level that the development falls into, along with conducting detailed reports in accordance with the impact levels as shown in Table 5.1-1 Table 5.1-1 List of topics required for traffic impact assessment report Impact Level No. Topic Moderate impact High impact (Short report) (Full report) 1 Project Description √ √ 2 Study Area √ √ 3 Transportation Network √ √ Only road that connect 4 Existing Traffic Condition the project All Study area 5 Travel Demand Analysis - Trip Generation √ √ - Background Traffic Condition √ Only road that connect 6 Future Traffic Condition All Study area the project Project Internal Traffic 7 - Traffic Circulation √ √ - Parking Management) √ √ - Drop-off √ √ - Emergency Vehicle Management √ √ - Loading Area Management √ √ - Pedestrian and Bicycle Conditions √ 8 Impacts - Road Link √ √ - Junction √ √
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Impact Level No. Topic Moderate impact High impact (Short report) (Full report) - Conflict Point at entrance and exit area and the distance between the area and other √ √ infrastructure - Queue Length √ - Sight Distance √ √ - Impact Summary √ √ 9 Mitigation Measures √ √
Source: Consultant
Table 5.1-2 Contents required to present in TIA report Content that must be presented Order Outline Moderate impact High impact (Short report) (Full report) 1 Project Description 1) Project investor 2) Location 3) Specify the location, type of land use under the Town Planning Act, land use and density. 4) Project plan showing the space allocation in the project, the location of the parking area and traffic movement. 5) Development period and phasing. 2 Study Area Intersection and road Intersection and road locations location within radius of 0.5 with the following scope km. from development and • Study area within radius of 1-2 cover at least 1 km. from development in the intersection. case that development located in metropolis area with dense road network. • Study area within a radius of 1- 3 km. from development in the case that development located in other area.
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Content that must be presented Order Outline Moderate impact High impact (Short report) (Full report) 3 Transportation • Detailed descriptions of current and future transportation Network networks. • Figure showing the road network, public transport, pedestrian and bicycle networks. 4 Existing Traffic • Traffic volume and average speed of the surrounding roads. Condition • Traffic volume at intersection and various connected links. • The amount of public transport users through the project frontage route. 5 Travel Demand
Analysis - Trip Generation Show the trip generation volume and number of Passed by Trips and Internal Trips and Public Transport Trips during the peak hours. - Development • The figure shows the network that is expected to be Traffic Conditions affected, along with the amount of traffic during the specified period, to study each survey location. • Trip Generation of development. - Trip Distribution The figure shows the distribution of all the travels that are distributed to the study network with additional explanations for the topic. 6 Future Traffic Traffic volume that occurred during the opening of the development, Condition including the 5 and 10 years after the development was opened, Both in the case of with- and without a development. 7 Project Internal Traffic - Traffic Circulation • Route within the project • One-way and two-way assignments • The size of vehicle used in the turning design • Prohibiting and allowing certain types of vehicles to access certain routes • The distance that the car can pass through various points • Other obstacles to accessing the interior space
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Content that must be presented Order Outline Moderate impact High impact (Short report) (Full report) - Parking • Position and number of parking spaces Management • Time to open and close the park • Parking classification such as parking for executives, employees and customers • Parking classification, including small cars, trucks • Parking fee structure when the project is opened (if any) - Emergency Vehicle • Access routes of emergency vehicles and the width of the Management road • The location of each type of emergency vehicle-related equipment, such as water dispensers, fire extinguishers and first aid unit - Loading Area Delivery management within the project Management - Pedestrian and - Pedestrian network and Bicycle Conditions connection to surrounding road network of the development between public transportation systems, parking spaces, obstructions on sidewalks and usable living areas in various parts 8 Impacts - Road Link Traffic volume on the road in the study area and speed calculated from the traffic volume along with detailed analysis. - Junction Traffic volume at intersection and v/c along with detailed analysis. - Conflict Point at • The location of the entrance of development. entrance/exit area • The amount of trip from each entrance. and the distance • Distance from bus stop, the parking lot and the main between on-off intersection. area and other infrastructure
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Content that must be presented Order Outline Moderate impact High impact (Short report) (Full report) - Queue Length - Queue length from entrance - Sight Distance Layout shows the exit, stop line, boundary of the main road and area management for sight distance. - Impact Summary Summary of all traffic impacts according to Article 8. 9 Mitigation Measures Present the strategies in order to mitigate the impact.
Source: Consultant
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Mitigation Measures To mitigate the impact of development, the developer needs to have commitment to implement the strategies to achieve the goals of reducing impact as much as possible or meet the condition of approval. The standard provides strategies to reduce traffic impact and to facilitate the performer of traffic impact assessment report in selecting and applying the measures to the development. The conceptual framework of mitigation meansures as shown in Figure 5.2-1.
Figure 5.2-1 The conceptual framework of mitigation meansures
1) Strategy 1: Avoid This strategy straightforwardly cuts down travel demand by reducing activities or altering activity types in the area. As the travel demand is created from demand of activities and is estimated from the trip rates and associated factors. Reducing such factors as store leasable area, condominium units, or number of students would also decrease travel demand. Changing types of usage may also reduce number of trips and travel demand. Nonetheless, this strategy will directly affect the business plan such as Reduce amount of area usage from the factors affecting travel demand such as condominium units or department store leasable area and modify types of usage to reduce trip rates. For example, a project in Bangkok can convert part of the office area into a restaurant to reduce trip rate. One will also have to examine relevant laws including Town Planning Act B.E. 2518 and Bangkok Metropolitan Ordinances so that the design is in line with the city context.
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2) Strategy 2: Manage This strategy maintains the same level of travel demand but manages to use less resources and achieve more efficiency. This mainly involves public transport promotion such as providing a shuttle service between the project and the urban rail station, staggering usage time to prevent high traffic volume to enter or leave the project at the same time, limiting parking spaces to reduce demand to use private cars, and setting up parking fee to control parking duration and ensure sufficient vacant spaces. This strategy also includes traffic management such as prohibiting or allowing traffic to move in some specific direction, or retiming traffic signal to accommodate increase traffic volume. In addition, it may also incorporate promotion non-motorized transport such as providing bicycle lane and parking, improving sidewalk and building skywalk connection. Measures under this strategy may require some low-budget investment such as provide sidewalk connection to public transport services to enhance convenience and safety in accessing the project area and provide bicycle lane and parking.
3) Strategy 3: Mitigate This strategy involves supply-side development by increasing capacity of the roadway and traffic facilities. Examples comprise building or improving physical characteristics of the road, adding acceleration or deceleration lanes at the project entrance and exit, adding a lane on the main road, installing traffic signal to enhance the intersection capacity, building an overpass or elevated u-turn, building a tunnel, and building a flyover connecting to the parking garage to reduce traffic conflicts such as add auxiliary lanes at the entrance or exit to reduce impact to main traffic stream and improving physical design of the intersections around the project area to maintain an acceptable v/c level. These projects are usually not carried out by the developer alone but require permission and action from relevant government agencies such as Department of Highways, Department of Rural Roads, Bangkok Metropolitan Administration, and town and city municipalities.
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CHAPTER 6 TRAFFIC IMPACT ASSESSMENT IMPLEMENTATION PLAN
Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 6 Traffic Impact Assessment Implementation Plan
Laws and Regulations Laws and regulations that related to the Traffic Impact Assessment (TIA) are classified into 3 main groups as follows; (1) traffic laws (2) environment laws and (3) city planning laws. The result of various legal framework studies related to the study of TIA, it was found that there are only two types of studies that require traffic impact assessment which are Environmental Impact Assessment Law (EIA) and City Planind and Urban Development Law. However, the City Planing and Urban Development Law is required only for the overview study of traffic impact. Although there are studies on the effects of TIA that may occur during construction and operation of the development but the study is only used as an information for city planning purpose, such as road planing, orientation of public transportation services, which found only in large scale of urban planning such as Bangkok. While environmental law on the issue of environmental impact studies, most of which are measures taken during construction but still lack of details related to traffic impact assessment during the opening period of development. If any development does not have to conduct EIA report, developer have no need to conduct traffic impact assessment such as department stores, government office buildings, schools, universities and markets etc. except those was enforcemented by other laws. For EIA report approved, Environmental Expert Committee will focus on the environmental impact on biology. In addition, on the part of the expert committee, in some areas or some developments will mainly focus on the environmental impact on the biological side with limitations numbers of qualified expertise as required by the committee, or some committees have no traffic expert, or there has been no clear indication of the qualifications of the expertice in traffic impact assessment in law to focus on traffic impact. Data analysis may not reflect the actual traffic volume especially after the project is open for service. Due to the collection of information related to traffic impact assessment is require using specific knowledge and high budget. Although in present there are process in collecting traffic impact assessment data from various developed projects and areas which were collected from various agencies, but it is only for identifying the feature of the project and the surrounding areas. But the study of indirect effect of background development around the project has not determine especially after the development was open for operation. In the study of traffic impact assessment, it is necessary to study the traffic impact in sub-areas in order to strengthen information in further analysis. In the present, there are 3 areas of laws and regulations that related to traffic impact assessment that required applicants to submit report as follows;
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Promotion and Conservation of National Environmental Quality Act, B.E. 2535 and the Amendment on B.E. 2562 There are 35 type of projects under this act that required the applicant to submit an EIA and report to the Office of Natural Resources and Environmental Policy and Planning (ONEP).
Cabinet resolution on 12 March 2002 specified that the royal properties and mutual temple property that located in Bangkok or municipality or traffic congestion zone are consists of criteria of two; (1) The land in the inner Bangkok area which are the area of Ratchadaphisek ring road and the outer area within 200 meters from the Ratchadaphisek ring road or land in the municipality with traffic congestion. (2) Other area that is not included in item (1), which have size from 1 rai or more and with traffic congestion. If project is located in Bangkok, the agency responsible for the application is Office of Transport and Traffic Policy and Planning (OTP).Project owner will submit the application TIA report to OTP and OTP will to the Commission for the Management of Land Traffic (CMLT) to approve the application. If the project is in other province, it will be considered by Sub-committee on Provincial Land Traffic Management System, the project owner must submit the application to the provincial governor through the provincial office. In addition, with the word "Traffic congestion" the developer is very difficulty to identify the project is located in traffic congestion area with the necessity of traffic impact assessment required.
Internal Regulations of the Civil and Public Utilities Works of Bangkok Metropolitant Subcommittee B.E. 2542 There are criteria to minimize Traffic Impact of Large Building that has more than 300 parking spaces, Ref No. กท1603/2675 Dated 8 June B.E. 2549 and Permission Manual of Bangkok Metropolitan Administration in the case of any project desire to enter pubic road. In the case of requesting to connect the entrance to the public road, it is found that the application for construction permission. Traffic and Transportation Department is responsible for considering.The buildings with parking lot exceeding 300 spaces and connect to BMA road must study traffic impact assessment. TIA report was approved by the BMA environmental expert committee and submit to the Office
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of Natural Resources and Environmental Policy and Planning (ONEP) for issue a letter of approval. Table 6.1-1 Legal and regulatory about size and location of the project that require TIA Type of Project EIA Act. Regulations of BMA Cabinet resolution Industrial Estate Law or All size The building with more 1) Land in Bangkok projects that have the than 300 parking Area (Ratchada ring same characteristics as spaces that would like road) and outside the industrial estates or to connect to area within 200 industrial estate land BMA’road required to meters from allocation project. study TIA. Ratchada ring road or Air transportation system Runway more than 1,100 m municipal area with project high traffic density. High-rise buildings or Height> 23 m., or 2) Other area that is extra-large buildings any floow or all floors of more than 1 rai and according to the building the building have capacity > located in traffic control law: 10,000 square meters or congestion zone 1. Wholesale and retail more. building 2. Office or private building Real estate or > 500 Sections or more > commercial estate under 100 Rai Land allocation law. Hospital or Nursing 1) bed for OPD from 30 beds facilities under the law or more (in the environmental on nursing homes protection area). 2) beds for OPD from 60 beds or more (in othe area). Residential buildings > 80 rooms or utility space /Condominiums under > 4,000 Sq.m. Building Control law Hotel under Hotel Law. > 80 rooms or utility space > 4,000 Sq.m. Source: Consultant
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The projects that required EIA and have mare than 300 parking spaces that would like to request for the connection to the road in Bangkok is require a report on traffic impact assessment and needs to submit reports to 3 different agencies. Causing the developers difficulty in the process of implementation of the traffic impact analysis standards. OTP has a goal to standardize and correct the traffic impact assessment standard to be more efficiency and can reduce traffic impact in the future. Classification of TIA project There are 15 types of buildings that generates high travel trips and traffic impact classified by type, size and location of development as follows; 1) Buildings that classified by the number of the resident unit such as housing estates, condominiums and hotels. 2) Buildings that classified by the area size such as office buildings, fresh markets/flea markets,department stores,retail/wholesale buildings, convention hall and restaurants. 3) The building that classified by number of users such as primary school, secondary school and university. 4) Other buildings such as industrial estates, hospitals and sport arena. As mentioned above 4 groups of building that have traffic impact, some types and sizes of the building such as industrial estates, airports,private office buildings, retail or wholesale building, house, hotels, condominiums and hospitals are required by law to study TIA for EIA report. However, there are some types of the buildings that have traffic impacts, but there are not any laws to enforce such as fresh market/flea market, department stores, universities, schools, goverment buildings convention hall and stadiums. These projects or buildings will require to use traffic impact analysis standards as a guideline for assessing traffic impacts.
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Figure 6.2-1 Type of projects that need to perform EIA and TIA study
In addition to the above types of projects that affect traffic, there are two other factors, the volume of travel to project and project location. The projects that have high travel volume during rush hour will have a high impact and if the project is in a densely populated area such as in Bangkok or the municipality, it need to perform a full traffic impact assessment. However, if the project has a high impact, but the project is in the municipality or outside the municipality, it may require studying the traffic impacts assessment as a short version report.
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Implementation of traffic impact assessment standard Guidelines for the traffic impact assessment standard implementation as follows; 1) Type and size of projects that have high traffic impacts on all projects and all areas. 2) Type and size of the project in Bangkok and other provinces that have moderate traffic impact and require to prepare EIA reports according to the laws. 3) Type and size of the project in Bangkok and other provinces with moderate traffic impact but do not require EIA report. 4) Type and size of projects that have low or no traffic impact.
Table 6.3-1 Operational Guidelines for Standardization of Traffic Impact Assessment High Impact Moderate Impact Type Bangkok/Municipality Urban Bangkok/Municipality Urban Full Report Short Report Short Report Short Report 1) Development with EIA - Process TIA Law EIA Law EIA Law EIA Law - Authority TEC & CMLT (OTP) EEC (ONEP) EEC (ONEP) EEC (ONEP) 2) Development without EIA - Process TIA Law TIA Law TIA Law TIA Law - Authority TEC & CMLT (OTP) SPTE SBTE SPTE Source: Consultant Note: 1) CMLT : The Commission for Management of Land and Traffic. 2) TEC : Traffic Expert Committee. 3) OTP: Office of Transport and Traffic Policy and planning. 4) EEC : Enviromental Expert Committee. 5) ONEP: Office of Natural Resources and Environmental Policy and Planning. 6) SBTE : Sub-Committee on Bangkok Traffic Expert. 7) SPTE : Sub-Committee on Province Traffic Expert.
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Traffic Impact Assessment Standards Implementation Plan Authorities and Duties of Office of Transport and Traffic Policy and Planing (OTP) OTP is a unit that has the mission and authority as specified in the Ministerial Regulations for the distribution of government agencies, Office of Transport and Traffic Policy and Planning 2015, Clause 2 (2) and (5) together with the authority and duties under the Committee Act. Arrangement of the Land Traffic System BE. 2521, Section 10, in considering proposing comments to the Council of Ministers for the improvement of the law on land traffic or other laws affecting traffic management system statements. 2) The Substantial Regulations Requirement Define authority of OTP is the main agency responsible for the operations related to the TIA and decentralization of authority for approval. Examine and supervise the operations for the Board Subcommittee Including the province where the project is located by requiring the preparation of the TIA report as set out in the manual of the OTP by relevant agencies in the study and traffic impact as specified in the standard report of traffic impact analysis.From a comparative between advantages and disadvantages found that there are there are options that can be put into action as follows; Option 1 : enact the Regulations of the Office of Prime Minister on reduce Traffic Impacts Option 2 : enact the reduce Traffic Impact Act Both options should set the framework for determining the objectives, size, type of projects that need to be prepared for the TIA report. Setup and define authority of Traffic Expert Committee (TEC), Subcommittee on Bangkok Traffic Expert (SBTE) and Subcommittee on Provincial Traffic Expert (SPTE) with OTP as a main organization that has resposibility to analyze, control, manage on TIA report including place penalty.In process of TIA enforcement, should allow private sector to support the cost of reducing traffic impact according to the mitigation measures. Setting up a fund to reduce traffic impact and used for monitoring activities in accordance with the specified measures. In addition, during the project construction phase, it should have a direction to control, follow up and punishment. The advantages and disadvantages of each options chosen will allow TIA standard to the practical level quickly. Reduce the risk of objecting the current law. But still able to use the standard of traffic impact assessment to be effective in determining the type, size and location of projects that have traffic impacts and the determination of standards for the preparation of traffic impact assessment reports. It was found that choice 1 were more appropriate than the second option due to OTP’s authority in immediately proceed with fairy straightforward.
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Executive Summary Report The study of Traffic Impact Assessment Standard
Figure 6.4-1 Summary of important issues and implementation of each of the proposed options.
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Process and consideration of traffic impact assesment reports
Submitting a report of the applicant must considered according to the type and size of the project impact, including the project location, by submitting the report to the agencies to be considered, including CMLT TEC (OTP) EEC (ONEP) EEC (BMA) SBTE and SPTE. The structure of the agency that considers the TIA report is based on the level of impact and location of the development as follow;
Figure 6.5-1 Structure of Traffic Impact Assessment committee and relate organization.
Remarks: 1) CMLT : The Commission for Management of Land and Traffic 2) TEC : Traffic Expert Committee 3) EEC : Enviromental Expert Committee 4) SBTE : Sub Committee on Bangkok Traffic Expert 5) SPTE : Sub Committee on Province Traffic Expert
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Process of TIA approved - High impact projects’s structure shows as follows;
Figure 6.5-2 Approval framework of Traffic Impact Assessment study with high impacts. - Moderate impacts projects’s structure shows as follows ;
Figure 6.5-3 Approval framework of Traffic Impact Assessment study with moderate to small impacts.
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Executive Summary Report The study of Traffic Impact Assessment Standard
Relevant authorities involved in traffic impact assessment process are as follows; (1) Traffic Expert Committee (TEC) has responsibility as follows, (1.1) Consider and approve mitigation measure plans for development that have high impact on all areas. (1.2) Consider and approve measures and traffic management plans during project construction. (1.3) Supervise and coordinate with relevant agencies to perform the study accordingly to TIA. (1.4) Consider and approve TIA and supervise the implementation of TIA. (1.5) Follow up and expedite operations in solving traffic and transportation problems. (1.6) Establish measures and solutions to solve traffic problems both in current and long-term problems. (1.7) Perform any work or perform any other tasks assigned by CMLT. (2) Subcommittee on Bangkok Traffic Expert (SBTE) and Subcommittee on Provincial Traffic Expert (SPTE) has responsibility as follows, (2.1) SBTE: Consider and approve the measures and plans to solve traffic problems report for projects that have a moderate impact in Bangkok. (2.2) SPTE: Considering and approving the measures and plans to solve traffic problems report for projects that have a moderate impact in its province. (2.3) Supervise and coordinate with relevant agencies to perform the study accordingly to TIA. (2.4) Consider and approve TIA and supervise the implementation of TIA. (2.5) Follow up and expedite operations in solving traffic and transportation problems (2.6) Establish measures and solutions to solve traffic problems both in current and long-term problems. (2.7) Perform any work or perform any other tasks assigned by CMLT. (3) TIA Report perfomer qualification Must be a consultant registered with the Information Center of the Ministry of Finance.
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Executive Summary Report The study of Traffic Impact Assessment Standard
Traffic Impact Assessment Standards Implementation Plan The guidelines for traffic assessment standards implementation plan, option 1 consists of 3 steps and separate into 3 phases of implementation as follows; Phase 1: Short-term (2020-2021) by announce the request to perform traffic impact assessment report and prepare regulation draft of the Office of the Prime Minister. When traffic impact assessment report has been completed, OTP proposes to CMLT for consideration. CMLT approves and recommend to ONEP for use as a guideline for traffic impact assessment under EIA report. OTP prepare regulation draft of the Office of the Prime Minister and public the TIA guideline to other related parties as show in Figure 6.6-1 Phase 2: Middle term (Year 2022-2024) Issuance and enforcement of the Office of the Prime Minister and preparation of the essence of the Act. The essence of the Office of the Prime Minister will apply only to high impact projects and prepare the mitigation for moderate impact as projects in 2024 also preparation of the essence of the Act as show in Figure 6.6–1 and 6.6-2 Phase 3: Long-term (Year 2025-2026) by issuance the Act and enforcement. The issuance of the Act will apply to projects that have moderate and high impact since it has been prepared along the way from the manual level and the implementation of regulations of the Office of Prime Minister as show in Figure 6.6-2
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Executive Summary Report The study of Traffic Impact Assessment Standard
Figure 6.6-1 Guidelines for implementation in the short and medium term
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Executive Summary Report The study of Traffic Impact Assessment Standard
Figure 6.6-2 Guidelines for medium and long term implementation plan
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CHAPTER 7 PUBLIC PARTICIPATION AND PUBLIC RELATIONS
Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 7 Public Participation and Public Relations
Seminar (Public Hearing)
Seminars and public participation are important in order to create understanding to the relevant authorities and more understanding of the traffic impact assessment. They have been held with the following objectives. 1) To perfom public hearing and publicize the project. 2) To promote awareness and correct understanding about the project. 3) Creation of consensus and legitimacy in various development projects.
Figure 7.1-1 Pictures of 3 seminars
Public Participation is an important activity that must be held to recieve comments and publicize the project. All 3 seminars held on December 24th, 2018, April 22nd, 2019 and June 13th, 2019. The target groups were invited, both government and private agencies relating to the project and traffic impact analysis. And there are 300 participants attend the seminar, consisting of representatives from related agencies as follows.
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Executive Summary Report The study of Traffic Impact Assessment Standard
1) Government agencies and related state enterprises such as the Office of Transport and Traffic Policy and Planning (OTP), Office of Natural Resources and Environmental Policy and Planning (ONEP), Department of Public Works and Town & Country Planning, Royal Thai Police and Ministry of Transport etc. 2) Local Administrative Organizations such as Bangkok Metropolitan Administrative, and Representatives Municipalities. etc 3) Private companies, Private Associations and Transportation Consultants Company 4) Academic group and Academic institution Professional Organizations such as the Council of Engineers, the Council of Architects, the Environmental Consultant Company, etc. Table 7.1-1 The summary of comments and suggestions from the 3 seminars were as follows: order The main issue Comments and suggestions
1 TIA standards Report Should focus on the city plan. Most 95% agree and TIA will be useful in the future. Database (Big Data) is important. Should add water park projects, commercial areas, Bus stations, ICDs and Ports.
2 TIA mitigation measures TIA measures focus on Internal and external Traffic management projects. TIA measures should be followed seriously before opening the project and after opening. TIA measures will help to solve traffic problems.
3 TIA Report Environmental Consulting firms do not have expertise in TIA. Should provide training for the TIA for consulting companies/project developers. Should start from the project plan to clearly define the project layout. Adjust the attitude of entrepreneurs to designers/architects/traffic engineers/consulting firms have been involved since the beginning of the project.
4 TIA report Approved Most of the original EIA was considered base on discretion. The acceptable standard/manual should be a solution. Spread to local / province because they understand the area, but should have standard / manual that can be used as a consideration frame. Set the time frame for consideration to be clear, fast and must not be longer than the EIA.
5 Implementation Plan 75 % believe that TIA legislation can solve traffic problems. The practitioner may not be able to adapt to TIA process in time (40%). TIA should have the main agency to coordinate, ie, OTP, like the EIA with the government. Most participants see that it should be issued as an act. Source: Consultant
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Executive Summary Report The study of Traffic Impact Assessment Standard
Training on TIA Due to traffic impact assessment is new topic of Thailand.OTP set up 3 trainings during the study to increase the understanding to traffic impact assessment and have been held on January 28th, 2019 (Overall process of TIA preparation), May 22nd, 2019 (Study and Analysis of TIA) and June 11th, 2019 (Impact evaluation and mitigation measures) with the following objectives. 1) In order to transfer knowledge of this study stakholders. 2) To present guidelines and traffic analysis. 3) In order to increase knowledge, understanding, develop skills and enhance capability in analyzing and planning the traffic and transportation systems to stakholders and the results of studies that have been prepare to carry out concrete practices and having a correct understanding together
Figure 7.2-1 Pictures from 3 training session that have been held
Target groups attending the training consisting of representatives from relevant agencies such as 1) Government agencies and related state enterprises such as the Office of Transport and Traffic Policy and Planning (OTP), Office of Natural Resources and Environmental Policy and Planning (ONEP), Department of Public Works and Town & Country Planning, Royal Thai Police and Ministry of Transport, etc. 2) Local Administrative Organizations such as Bangkok Metropolitan Administrative, and Representatives Municipalities, etc 3) Private companies Private Assosiations and Transportation Consultants Company 4) Academic group and Academic institution Professional Organizations such as the Council of Engineers, the Council of Architects and the Environmental Consulting Company, etc. There were 134 participants attended the 3 training sessions, summarizing the ideas and suggestions received from the 3 trainings as follows: Table 7.2–1
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Table 7.2-1 Summary of the comments and suggestions received from the 3 training sessions order The main issue Comments and suggestions 1 TIA standards Report Some requirements for traffic matters should be included in the law. In order to enforce the project owner to follow the rules and should create awareness of project owners to be responsible for traffic to society, such as allowing to reduce commercial areas in order to have more areas that can accommodate traffic reduction or car park reduction measures Get knowledge and support the project to achieve the objectives and be able to actually implement. 2 TIA mitigation measures The law including analyzing the surrounding environment of the project whether there are adequate travel facilities such as the metro or subway etc. In addition, the consultant advised that should separate the cost of parking from other expenses or residents with vehicles must pay according to actual. Should add assessments and mitigation measures. Would like to have a check list of mitigation measures in each issue to be a guideline for clarity. 3 TIA report Consulting companies want to participate in project planning and design from the beginning. Because the information that the consulting company has acquired cannot be changed project paln and design with problems that cannot be solved as well as the architect was unable to determine the direction of the project design as well since all designs are determined by the project owner and the project development department from the beginning by the solution. The training course has commented that should have traffic engineers participate in the project planning process. The content of the presentation and time are not enough because the people who attend the meeting have a differential level of knowledge. Source: Consultant
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Executive Summary Report The study of Traffic Impact Assessment Standard
Focus group meeting Conducting small group meetings with stakeholders, both public and private projects to know the facts and propose issues obstacles and limitations on various important issues that will make them aware of the importance of the group of people who have the role and power towards the operation of the project. In order to listen to comments, problems and obstacles through the existence of traffic impact assessment operation and suggestions. Therefore, creating knowledge and understanding and participation so that the project can be put into practice by having a small group meeting with private sector agencies include representatives of department store operators. Retail /Wholesaler Association Association of Real Estate Entrepreneurs Entrepreneurs and project developers, and related agencies such as the Office of Natural Resources and Environmental Policy and Planning, Department of Highways and the Department of Rural Roads, etc. can be summarized as follows in Table 7.3-1
Figure 7.3-1 Focus group meeting.
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Executive Summary Report The study of Traffic Impact Assessment Standard
Table 7.3-1 Summary of ideas and suggestions from focus group meetings order The main issue Comments and suggestions 1 TIA standards Report Strongly agree with the drafting of traffic impact analysis standards, can be used as a guideline for various agencies. Requesting the TIA standards. There are recommendations for reducing the impact of traffic that can lead to practical results. Willing to act as a solution to the problems of the project that has been developed and is currently experiencing problems. Requesting the OTP to publish project documents and draft TIA standards for the association will be used to study and be a guideline for future practice. Some projects that need additional consideration, such as Government agencies, universities, markets must apply for permission at the central TIA committee only. 2 TIA mitigation measures Get to know how to prepare for the upcoming TIA. Which is expected to be affected by both the development plan and expenses. 3 TIA report To have the least impact on project development time, not more than EIA approved 4 Approval of TIA report Separation of traffic impact analysis reports separately from the EIA report will cause The Office of Labor Affairs has more workload than it is currently reported. Environmental impact assessment report about the whole environment, the guidelines for consideration of the PMO and the FAO need to focus on every issue. Traffic effects are one of many the impact. The composition of the TIA committee must have knowledge and have understanding in consideration. Large project and projects that need additional consideration, such as Government agencies, universities, markets must apply for permission at the central TIA committee only. 5 Implementation Plan If the project is clear about the guidelines for implementation, ask the OTP to bring the information to discuss with the management of the PMO on the next occasion. See the importance and willing to help the government but would like to have clear guidelines and have suggestions for corrections to the developed projects. The TIA that the OTP is preparing to propose to the Land Traffic Management Committee (CRC) to approve, the relevant agencies should give suggestions and approval first. Source: Consultant
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CHAPTER 8 TECHNICAL SUPPORT
Executive Summary Report The study of Traffic Impact Assessment Standard
Chapter 8 Technical Support Three assignments have been assigned to provide supports ands studies related to traffic management and policy throughout the study are; 1) The concept of solving traffic problems by using tunnels in Bangkok and continuous area. Delivered on November 9th, 2018 2) Traffic Management Study for Siriraj Hospital and its vicinity Delivered on June 24th, 2019 3) Master plan for solving traffic congestion problems in Bangkok Metopolitan Region. Delivered on June 12th, 2019 Assignment No.1: The concept of solving traffic problems by using tunnels in Bangkok and vicinity area.
Introduction Traffic problems has continuosly been significant issue for Bangkok. The Office of Transport and Traffic Policy and Planning (OTP) operates under the Ministry of Transport aim to study the framework of utilizing underground space to mitigate traffic problems, in which many countries have in operation nowadays. Issue Traffic congestion problems are widely spread through many areas, especially on expressways that incapable to carry enough traffic. Eventhough, in the past, the relevant authorities have performed projects to alleviate and solv traffic problems such as increase road network, expressway network, create new routes, it has been still unable to carry the traffic during rush hours. To construct more of the facilities at grade in urban area in the present also difficult because office building, commercial area is covered over the area. Study framework Five projects of 4 foriegn countries were selected to reviewed technical information and compare to current underground facility projects in Thailand in order to identify suitable and possible route to construct tunnel in Thailand to solve traffic congestion problems. The content of the study included project, detailed construction, technical information, usage tunnel and investment models. The review summary shown in Table 8.1-1
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Table 8.1-1 Review summary of the tunnel project in foreign countries and Thailand. Sydney Metropolitan Metropolitan Ted Williams MRT Blue line, KL SMART Harbour Topic Expressway Expressway Tunnel, Sanamchai- Tunnel Tunnel, Shinjuku Shinagawa Boston Thapra Sydney
Country Japan Japan Malaysia Australia USA Thailand Objective To reduce To reduce Use as flood To reduce To connect the traffic of the traffic of the Increase the drainage traffic of airport and former C1 and former C1 and connectivity system and Sydney general roadway is part of C2 is part of C2 within Bangkok expressway. Harbour Bridge also I-90 expressway. expressway.
Estimate 9.7 (use as 2.6 (Total distance 11 9.4 expressway 2.3 construction is 2.6 (km.) 3 km.) 4.3 km.) Construction TBM Immersed Tube Immersed Tube (underground) + TBM + Cut and TBM + Cut and (underwater) + TBM + Cut and method + TBM + Cut Cut and Cover Cover Cover TBM + Cut and Cover and Cover (at grade entrance) Cover Tunnel construction cost 315,210 111,870 18,000 22,100 42,000 11,000 (million THB) Tunnel road 5,500 (Station construction 29,000 12,000 2,000 7,900 9,800 construction (million THB including) /km.)
Outer 24 (Twin tube) 24 (Twin tube) 13 (Twin tube) 13 13 13.2 Diameter (m.) Each tunnel 12 m. Each tunnel 12 m. Each Track 6.35 m.
4 No. of lane 4 4 4 4 2 (2 lanes each (inbound- (2 lanes each (2 lanes each (2 lanes each (2 lanes each (1 Track each tunnel with tunnel) tunnel) tunnel) tunnel) tunnel) outbound) double deck)
Terms of BT Build and PPP PPP PPP PPP PPP Contract Transfer Source: Consultant
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Executive Summary Report The study of Traffic Impact Assessment Standard
Result of study The selection of the tunnel route in order to solve traffic problem is considered base on traffic condition, physical of area and environmental condition. The suitable alignment of tunnel construction is to connect Sathorn Road, Bangna-Trad Road and Naradhiwas Rajanagarindra Road. The alignment crosses under the Chao Phraya River and Bangkachao area. The tunnel characteristics consists of 2-storey of 6-lane and both directions are separated 1-lane for the Bus Rapid Transit (BRT).
Figure 8.1-1 Bang Krachao-Sathorn tunnel construction model
The benefits consider interm of distance saving, time saving and decrease Sukhumvit traffic volume. The cost of project is estimated 25,000-50,000 million baht. However, the study should be performed in identify the exact construction cost.
Figure 8.1-2 Bang Krachao-Sathorn tunnel route
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Executive Summary Report The study of Traffic Impact Assessment Standard
Assignment No.2: Traffic Management Study for Siriraj Hospital and its vicinity.
Introduction The study on traffic improvement around Siriraj hospital is to relieve traffic problems for motorists commuting to and around the hospital. Siriraj hospital has over 30,000 trips traveling to the facility which cause surrounding roadway network over capacity. Issue The hospital location is on Thon Buri district of Bangkok, covering an area of 223,000 sq.m. which is surrounded by Arun Amarin, Wang Lang, Rod Fai and along the Bangkok Noi River road. The area is considered attractive to considerable amount of traffic with over 30,000 trip per day because of Siriraj Hospital, resulting in low mobility and traffic congestion. Study framework The study is devided in 4 parts as follows: (1) Site condition inspection, traffic volume survey, and travel information questionnaire. (2) Problem identification and analysis. (3) Traffic improvement alternatives (4) Proposed solution assessment by traffic micro simulation. Result of study From site inspection and survey data consideration, problems were classified into 2 groups, which are problems within and outside Siriraj hospital area. The results from microsimulation model also shown below.
Table 8.2-1 Traffic problem and condition Traffic issues within Siriraj hospital area Traffic issues outside Siriraj hospital
1) Insufficient parking space 1) Traffic congestion around Siriraj intersection 2) Disconnected pedestrian walkway 2) U-turn efficiency on Wang Lang road 3) Inappropriate drop-off point provision 3) Roadway invasion by merchandise carts and public transport 4) Low mobility on existing road network vehicles, and pedestrian forced to walk on vehicular roads (Wang Lang, Rod Fai, and along the Bangkok Noi river road)
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Executive Summary Report The study of Traffic Impact Assessment Standard
Table 8.2-2 Proposed traffic solutions Traffic solutions within Siriraj hospital Traffic solutions outside Siriraj hospital 1) Parking space provision 1) Road condition improvement 2) Private car reduction measures 2) Recalculate traffic signal phases for Siriraj intersection 3) Drop-off prohibition along the main road between 3) U-turn improvement and obvious public transport waiting gate 8-7 and 1-5 area provision on Wang Lang road 4) Traffic facility improvement 4) Public transport dwelling, on shoulder and footpath, control, 5) Drop-off area improvement footpath improvement, and obvious crossing location and 6) Alter the inner traffic circulation to be mixed pedestrian barrier provision (Wang Lang, Rod Fai, and along or clockwise the Bangkok Noi river road) 7) Parking information system installation Proposed solution on internal traffic circulation
• * Gridlock occurred in the model (An incident that multiple traffic directions stuck altogether and cause partly paralysis to the respective system). • ** After the extension of Arun Amarin Bridge finished. • *** Unknown because of gridlock. Result is computed from vehicles that don’t stuck only so it is exaggerated. Figure 8.2-1 Proposed solution on internal traffic circulation The traffic system with inner clockwise circulation performs the best (3rd option), illustrated in picture 1. It can facilitate the most vehicles upto 4,260 vehicles per hour, takes the least average travel time of 5.39 minutes, and allows the fastest average travel speed of 25.40 kilometres per hour and set up restrict area along the one leg of intersection with 100 meters.
Figure 8.2-2 Traffic management at Siriraj intersection
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Assignment No.3: Master plan for solving traffic congestion in Bangkok Metopolitan Region.
Introduction General Prayut Chan-o-cha as the Prime Minister of Thailand and the head of National Council for Peace and Order (NCPO) had charge the Ministry of Transportation, Thailand to compile up the Bangkok Metopolitan Region master plan in order to elevate and allocate its severe traffic congestion problem by the integration of units and estimate its cost either for the private budget or government statement of expenditure. Issue Bangkok Metopolitan Region continue to have a dominant role and rapid economic growth which culminate in rocket of travel trip within. In the same time, its area only has capacity 9.6% for road area/town area and the proportion of 10 km./million population which, far below other capital in the same size. Also, Bangkok Metopolitan Region carry more than 10 million cars with the average increment about 4% a year. Study framework Traffic congestion mitigate framework of the Bangkok Metopolitan Region can be categorized into 2 parts. 1) Increase roadway capacity Any classes of the main road in the study area contain the speed lower than 10 km./hr. and highway with the speed lower than 20 km./hr. were identified as critical study corridors. The increase roadway capacity consists of, Development of transportation infrastructure such as tunnel, roadway, elevated roadway, overcrossing, and the improvement of bottle neck location and missing link. Management measures to the remaining roadway.
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2) Promote the use of public transport system to reduce the use personal car Doing so by managing and implementing measures to solve problems is to promote forms of well-connected travel and promote strategies that support the change in people travel behavior including, Increase the facilities such as Park and Ride building and sky walk. Stragies which promote the use of public transit and strategies that control the growth of using private car. Result of study 1) Increase roadway capacity; The 9 coridors and 3 corridors along mass transit construction (Pink line, Orange line and Yellow line) were identified under the measure Increase roadway capacity with 1 strategy which claims to increase corridors capacity potentially. The budget estimate for this measure is 271,741 million Thai Baht. Table 8.3-1 defined critical corridors of the increased road capacity strategy Fund (Million Baht) During Short corridor construction Urgent Plan term/Long Plan tearm Plan 1) Ratchadaphisek ring road 3,058 1,325 - 2) M7 Expressway Si Rat Expressway 1,300 67,245 - 3) Prasert Manukit-Ngamwongwan line - 29,241 - 4) Chalerm Mahanakorn, Arjnarong - 6,190 - 5) Chalerm Mahanakorn, Praram 9 – Rama 2 - 41,744 69,957 6) Taksin Bridge Ratchapruek-Kalapapruek 477 2,420 - 7) The parallel sky line, Boromarajonani - Somdet Phra - 29,737 6,650 Pinklao Bridge 8) Chalong Rat-Lam Luk Ka Line - 7,571 - 9) Ratchaphruek Range, Chaiyapruek Rattanathibet Range 990 - - 10) BTS Pink line 97 2,260 - 11) BTS Yellow line - 373 - 12) BTS Orange line - 1,091 - Traffic enhancement measures 15 Sum 5,922 189,212 76,607 Total 271,741 Source: Consultant
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Executive Summary Report The study of Traffic Impact Assessment Standard
2) Promote the use of public transport system to reduce the use of personal car; The 5 of strategies which promote forms of well-connected travel and that support the change in people travel behavior in order to decrease the private car users is considerably use the amount of 1,937 million Thai Baht. The strategy consists of 2 main categories below; (1) Construction Measures that promote the use of public transport systems Arranging additional 10 parking park and ride facilities along public transportation systems. Improve the accessibility by add 2 (Sky Walk) crossing bridges. Improve the accessibility by new access road to 17 Mass Rapid Transit stations. (2) Von Construction Measures to promote the use of public transport system Push Strategy Measures to promote the use of public transport systems by using control measures such as road pricing, fuel tax collection measures to bring money to subsidize in public transportation system and car tax rate adjustment. Pull Strategy Measures to promote the use of public transport systems by promoting measures such as measures to support the secondary transportation system (Feeder) at the major metro station, measures to adjust the bus routes, and measures to adjust boat routes.
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