dot tis guidelines_1.1

Transportation Impact Study Guidelines

November 2009

UNITED ARAB EMIRATES

Emirate of Abu Dhabi

Department of Transport

His Highness Sheikh Khalifa bin Zayed Al Nahyan

President of the United Arab Emirates, Ruler of Abu Dhabi

His Highness General Sheikh Mohamed bin Zayed Al Nahyan

Crown Prince of Abu Dhabi, Deputy Supreme Commander of the UAE Armed Forces and Chairman of the Abu Dhabi Executive Council

Integrated Planning Department

Transportation Impact Study Section

DoT Transportation Impact Study Guidelines, October 2009

Transportation Impact Study Guidelines November 2009

Document Record

Issue Description Date Author Approver

0.1 Draft – DoT workshop comments August 2009 RR MD

0.2 Draft – Circular adjustment September 2009 RR MD

1 Issue October 2009 RR MD

1.1 Stakeholder Comments November 2009 RR MD

This guideline applies to all municipal regions in the Emirate of Abu Dhabi, namely in Abu Dhabi Municipality, Al Gharbia and Eastern Region/ Al Ain.



DoT Transportation Impact Study Guidelines, October 2009 iii

Content

0 Background.................................................................................................................1

1 Introduction..................................................................................................................1

1.1 At What Development Stage to Apply for a Transportation Impact Study?................................. 1 1.2 The TIS Process at DoT ............................................................................................................. 2 1.3 Guideline Structure .................................................................................................................... 6 1.4 Required Documents ................................................................................................................. 7

2 TIS Application .............................................................................................................8

3 Circulation Plan for Small Developments ....................................................................10

3.1 Project Description................................................................................................................... 10 3.2 Site Access & Exit Provision..................................................................................................... 10 3.3 Service and Emergency Access............................................................................................... 11 3.4 Parking Demand & Supply ....................................................................................................... 11

4 Methodology Report ..................................................................................................12

4.1 Project Description................................................................................................................... 14 4.2 Existing Transport Infrastructure .............................................................................................. 14 4.3 Baseline Traffic (Existing and Future) ........................................................................................ 15 4.4 Trip Generation ........................................................................................................................ 15 4.5 Internal Capture and Pass-by Trips .......................................................................................... 16

Internal Capture ............................................................................................................................. 16 Pass-by Trips/ Combined Trips...................................................................................................... 16

4.6 Trip Distribution........................................................................................................................ 16 4.7 Modal Split............................................................................................................................... 17 4.8 Trip Assignment ....................................................................................................................... 17 4.9 Study Area ............................................................................................................................... 17 4.10 Parking Demand ...................................................................................................................... 18 4.11 Assumptions and Agreements ................................................................................................. 18 4.12 Summary ................................................................................................................................. 18

5 Transportation Impact Study (TIS) ..............................................................................20

5.1 Introduction ............................................................................................................................. 20 5.2 Existing Conditions .................................................................................................................. 20 5.3 Methodology Report Outcome................................................................................................. 20 5.4 Traffic Impact of the Development ........................................................................................... 21 5.5 Mitigation of Impacts................................................................................................................ 22 5.6 Site Access & Exit Provision..................................................................................................... 23



DoT Transportation Impact Study Guidelines, October 2009 iv

5.7 Emergency and Service Access............................................................................................... 23 5.8 Parking .................................................................................................................................... 23

Parking Demand & Supply ............................................................................................................. 23 Parking Access .............................................................................................................................. 24 Parking Circulation ......................................................................................................................... 24

5.9 Pedestrian and Cycling Accessibility ........................................................................................ 24 5.10 Conclusions and Recommendations........................................................................................ 25

6 Transportation Masterplan (TMP) ...............................................................................26

6.1 Introduction ............................................................................................................................. 26 6.2 Methodology Report Outcome................................................................................................. 26 6.3 Land Use Characteristics/ Travel Characteristics ..................................................................... 26 6.4 Internal Network....................................................................................................................... 27

Alternative Modes .......................................................................................................................... 27 Internal Road Network ................................................................................................................... 27

6.5 Impact on Surrounding Network .............................................................................................. 29 6.6 Mitigation of Network Impacts ................................................................................................. 31 6.7 Parking .................................................................................................................................... 32

Parking Demand ............................................................................................................................ 32 Essential Facilities .......................................................................................................................... 32 Public Parking Structures ............................................................................................................... 33

6.8 Travel Demand Management (TDM)......................................................................................... 34 6.9 Future Responsibilities ............................................................................................................. 34 6.10 Summary and Conclusions ...................................................................................................... 35

7 TIS for Plot within TMP...............................................................................................36

7.1 Introduction ............................................................................................................................. 36 7.2 Methodology Report Outcome................................................................................................. 36 7.3 Traffic Impact of Development ................................................................................................. 36 7.4 Mitigation of Impacts................................................................................................................ 37

Infrastructure in Masterplan Developer Responsibility..................................................................... 38 Infrastructure in Public Responsibility ............................................................................................. 38

7.5 Site Access & Exit Provision..................................................................................................... 39 7.6 Emergency and Service Access............................................................................................... 39 7.7 Parking .................................................................................................................................... 39

Parking Demand & Supply ............................................................................................................. 39 Parking Access .............................................................................................................................. 40 Parking Circulation ......................................................................................................................... 40

7.8 Pedestrian Accessibility............................................................................................................ 40 7.9 Conclusions and Recommendations........................................................................................ 41

8 Executive Summary and Approval Plans ....................................................................42 Executive Summary ....................................................................................................................... 42 Approval Plan for a TIS................................................................................................................... 43 Approval Plan for a TMP ................................................................................................................ 44



DoT Transportation Impact Study Guidelines, October 2009 v

9 Standards and Definitions ..........................................................................................45

9.1 Signaling Requirements ........................................................................................................... 45 9.2 Access Capacity and Queue.................................................................................................... 46 9.3 Level of Service Definitions....................................................................................................... 47 9.4 Link Capacity and Road Categories ......................................................................................... 50 9.5 Thresholds for Mitigations ........................................................................................................ 52 9.6 Level of Service Standards for Abu Dhabi ................................................................................ 54 9.7 Software Requirements ........................................................................................................... 55 9.8 Standard Parameters............................................................................................................... 56

10 Strategic Transport Modeling Protocol .......................................................................57

10.1 Outsource Modeling Protocol .................................................................................................. 57 10.2 In-House Modeling Protocol .................................................................................................... 58 10.3 Other Protocol ......................................................................................................................... 58

Table Index Table 1-1 Required Documents ................................................................................................................ 7 Table 9-1 Entry/Exit Lane Capacities for Car Parks................................................................................. 46 Table 9-2 Signalized Intersection Level of Service (LOS) Definitions ........................................................ 47 Table 9-3 Non-signalized Intersection Level of Service (LOS) Definition................................................... 48 Table 9-4 Link Level of Service (LOS) Definitions .................................................................................... 48 Table 9-5 Level of Service (LOS) Definitions for Weaving Segments........................................................ 49 Table 9-6 Level of Service (LOS) Definitions for Merge and Diverge Segments ....................................... 49 Table 9-7 Typical Lane Capacities in Abu Dhabi per Link Type ............................................................... 50 Table 9-8 Threshold to Establish the Need for Mitigation ........................................................................ 53 Table 9-9 Level of Service Standards in the Emirate of Abu Dhabi.......................................................... 54 Table 9-10 Standard Parameters............................................................................................................ 56

Figure Index Figure 1-1 TIS Review Process, Categorization and Requirements ........................................................... 4 Figure 1-2 TIS Review Process, Participants and Responsibilities............................................................. 5

Appendices Appendix A: Transportation Impact Study Application Form

Appendix B: Circulation/ Approval Plan Examples



DoT Transportation Impact Study Guidelines, October 2009 1

0 Background Over the last few years Abu Dhabi City has experienced enormous growth in all aspects of urban life. As a result of the booming economy the population in Abu Dhabi increased and is expected to continue to expand at a high rate. This development is also responsible for a corresponding rise in the ownership of cars and traffic growth.

Major developments are being planned and constructed on Abu Dhabi’s islands and other surrounding areas. Plan Abu Dhabi 2030 forecasts 3.1 million residents in 2030. This development is expected to more than triple the area’s population within the next 20-25 years, whereas previous population and road plans only provided for 50% growth by 2020.

Traffic congestion will increase and transport links between the City and these developments will be overloaded unless a balanced transport system is built comprising of new public transport systems, supply and demand management strategies and the use of advanced ITS technologies. That means too, that there will be a large amount of construction traffic as a result of many new development projects from single-plot high-rise buildings to complete cities.

As a consequence Abu Dhabi Municipality (ADM) has introduced the requirement to undertake a Traffic Impact Study (TIS) for developments planned in Abu Dhabi.

The Traffic Impact and Parking Requirements Guidelines were issued by ADM in 2004 to assist and guide consultants preparing TIS. They were finally made compulsory in October 2005.

In 2008 ADM commissioned a review of the approval process and guidelines in light of the experience gathered since the introduction of the TIS requirement. In May 2009 the TIS process was transferred to the Abu Dhabi Department of Transport (DoT).

The project continued to include an analysis of international TIS procedures and the relevant TIS guidelines. This was aimed at gathering experience from other cities around the world with similar challenges, and assessing whether this experience could be adaptable for Abu Dhabi. The outcome of this study has also been included in the review of the TIS process and guidelines in Abu Dhabi. Further a workshop was undertaken to involve consultants currently preparing TIS in the review of the guidelines.

The structure and format of the new guidelines have been changed and are more focused on the process and required study content aiming at more consistent quality of the studies assisting the review process and accelerating approvals.

The new guidelines follow a multimodal approach giving more consideration to non-car transport modes, such as public transport, cycling and walking, the term TIS therefore now refers to a Transportation Impact Study. This guideline supersedes the Traffic Impact Study and Parking Requirements Guidelines issued by ADM.




1 Introduction

1.1 At What Development Stage to Apply for a Transportation Impact Study? Generally the overall process from the idea/commitment for a development to realization can be split into three important stages:

Planning or Concept Design

Detailed Design

Construction

The Transportation Impact Study (TIS) is part of the Planning (Concept Design) stage, as its outcome is critical for overall development design. In the Urban Planning Council (UPC) Development Review Process this corresponds to the Concept Planning Review.

Substantial changes to crucial elements of the development such as land uses, road network/ access strategies and the overall concept of the development may be the result of a TIS!

It is highly recommended that the developer or appointed consultant applies for a TIS as early as possible and before commencing with Detailed Design or even Construction. The Department of Transport will not be responsible for delays as a result of late submissions too close to the proposed start of construction.

All submissions to DoT require a transport consultant who has been classified by DoT to prepare TIS of the requested scale.

For large developments the contractor or consultant may be requested to submit a Construction Traffic Management Plan (CTMP) for approval before being permitted to commence with construction. The CTMP will have to address issues such as estimates of construction traffic, routes, impact and site access management. This will be a separate approval and is not part of the TIS process.




1.2 The TIS Process at DoT

The TIS process at DoT is presented in schematic form in Figure 1-1 and Figure 1-2 on the following pages. The TIS process is split into Application, Methodology Stage (I) and TIS Stage (II).

The Application should be prepared by the DoT classified transport consultant assigned by the developer before preparing the TIS, as the outcome will determine the category of the TIS and the scope of work required.

Following application the requirement for a TIS will be determined by the DoT Reviewer. Based on the scale of the development, the requirement would be categorized as:

Circulation Plan only

Transportation Impact Study (TIS)

Transportation Masterplan (TMP)

Small developments require a minimal assessment of parking requirements, provision and access to the development only. The outcome of this analysis needs to be provided on a DoT standard Circulation Plan only; a report is usually not required. Small developments typically generate no more than 99 trips during any one peak hour (highest total generation during AM, PM or Evening Peak). The requirements are outlined in Chapter 3.

All other TIS/ TMP require a Methodology Report in Stage I. Stage I allows for an early agreement of trip generation, distribution and assignment before commencing with the impact analysis in Stage II. This aims to avoid unnecessary revisions to the entire impact analysis if fundamentals, such as trip generation etc., require changes. The requirements for a Methodology Report are explained in Chapter 4.

The Reviewer will further determine whether a strategic modeling assessment would be appropriate. In many cases however a use of background traffic from the Abu Dhabi strategic model will be sufficient. The consultant simply needs to submit the attached Modeling Output Request Form and the information will be provided by DoT.

If a modeling exercise is required the consultant will be required to submit a Modeling Application Form to the DoT Transport Modeling Section to determine the protocol to be followed. This may also require an additional modeling report be prepared by the consultant. This is further explained in Chapter 10.

A TIS is usually required for most developments. Typically this applies to developments generating from 100 trips up to 2500 trips during any one peak hour (highest total generation during AM, PM or Evening Peak). Exceptions are for example large developments that are being planned at masterplan level or. The requirements for a Standard TIS are described in Chapter 5. The Reviewer may determine differing requirements for the TIS depending on location and other information available. For example developments that are within an already approved TMP may have different requirements.

The requirements for typical TIS for a plot within an approved Transportation Masterplan (TMP) are described in Chapter 7. This TIS mainly focuses on consistency with the TMP, parking requirements, provision, access and immediately surrounding infrastructure. However, whether




changes to the scope of a standard TIS are permitted/ required, is at the discretion of the Reviewer and will be established in the Methodology Stage.

A Transportation Masterplan (TMP) focuses on large area impacts, internal network operations and integration of all transport modes. TMPs are usually required for all developments generating more than 2500 trips during any one peak hour (highest total generation during AM, PM or Evening Peak). For each plot development within the masterplan a separate Masterplan Plot TIS will be required later on. The requirements for a TMP are described in Chapter 6.

Checklists, forms and a summarizing Circulation Plan for each TIS are a compulsory part of the process to ensure consistent quality and to accelerate the reviews and approval process. Example Circulation/ Approval Plans have been included as appendices.

Where can I find which information?

The Application procedure is described in Chapter 2 (page 8). Guidance on a Circulation Plan required for small developments is provided in Chapter 3 (page 10). For all TIS and TMP a Methodology Report is required to be prepared as Stage I which is set out in Chapter 4 (page 12). The analysis and production of the TIS/ TMP in Stage II is then set out for each type of TIS in Chapters 5, 6 and 7 respectively (pages 20, 26 and 36). The Executive Summary and Approval Plan required for all TIS and TMP is explained in Chapter 8 (page 41). Standards and Definitions required for the analysis can be found in Chapter 9 (page 45), whilst the model protocol for the use of the strategic transport model for Abu Dhabi is set out in Chapter 10 (page 57). Checklists for each Chapter and type of TIS/ TMP will be provided by the Reviewer once the relevant type of study has been established.




Figure 1-1 TIS Review Process, Categorization and Requirements




Figure 1-2 TIS Review Process, Participants and Responsibilities




1.3 Guideline Structure

The Transportation Impact Study guidelines are an easy to apply and user-friendly guide trying to ensure a high quality of the studies submitted and a smooth review/ approval process.

The guidelines clearly set out the requirements of a TIS and parameters to use. It is accompanied by a set of forms and checklists which will be provided by the Reviewer.

The guidelines mainly outline the expected analysis/ information, level of detail and factors/ thresholds to be used. For more detailed instructions on the principles and methods of the required analysis many guidelines are already available worldwide. Particular reference in this regard is therefore made to:

Traffic Impact Studies Applicant’s Guide, Dubai Municipality

Institute of Transportation Engineers (ITE), Traffic Access and Impact Studies for Site Development, USA

The Institution of Highways & Transportation (IHT), Guidelines for Traffic Impact Assessment, UK

The guidelines will lead the consultant through the review and approval process and provide the structure and requirements for all required reports and documents. The structure of the guidelines reflects the review process and TIS categorization starting with the TIS Application in Chapter 2. Each category is represented in one chapter:

1. Introduction

2. TIS Application

3. Circulation Plan for Small Developments

4. Methodology Report

5. Transportation Impact Study (TIS)

6. Transportation Masterplan (TMP)

7. TIS for Plot within TMP

8. Executive Summary and Approval Plan

9. Standards and Definitions

10. Strategic Modeling Protocol

The subheadings in each chapter represent the structure of the required TIS report. Each chapter accompanies a checklist that clearly summarizes all items that will need to be included in the required type of TIS, listing which tables, figures or analysis needs to be covered. The tick box icon ( ) indicates which paragraph is associated to a checklist entry.

The checklists will be provided by the Reviewer following Application and/ or Methodology Stage. The Checklists need to be submitted together with the TIS for review. Exclusions and variations from the checklist must be agreed with the Reviewer before commencing the study.




1.4 Required Documents

Table 1-1 Required Documents

Documents Sm

all D

evel

opm

ent

Circ

ulat

ion

Pla

n

Tran

spor

tatio

n Im

pac

t S

tud

y (T

IS)

Tran

spor

tatio

n M

aste

rpla

n (T

MP

)

Application Form

Circulation Plan with Checklist

Methodology Report with Checklist

Transportation Impact Study Report with Checklist

Transportation Masterplan Report with Checklist

Executive Summary and Approval Circulation Plan

Presentations Requested by the Reviewer for large or potentially critical developments to allow for a better involvement of all relevant stakeholders

When to apply? How does it work?

The TIS is part of the conceptual planning stage of any development and should be submitted as early as possible and before commencing Detailed Design. Based on the TIS Application (by the Developer) the TIS will be categorized (by the Reviewer) determining the extent of analysis required. The guidelines set out the requirements and steps in consecutive order and one chapter for each type of report (see Figure 1-1 for details). Checklists are associated to each chapter assisting the consultant preparing the TIS. All reports and Circulation Plans submitted to DoT need to be prepared by a transport consultant who is classified by DoT for a project of this scale.




2 TIS Application

For all developments a TIS Application at the Department of Transport (DoT) is required. The Application Form can only be submitted by a DoT classified transport consultant. The application is used to determine the extent of traffic analysis required.

The Application Form is provided in Appendix A, brief instructions are given below:

2.1.1 Attach scaled drawing clearly showing size and location of development, also showing the corresponding land-use classification and densities.

2.1.2 Development Name All projects must have a name; you cannot use plot number or any Identity number to name your project. If the project has different phases, you can give the project a name with a phase number.

2.1.3 Tracking number will be assigned by the DoT on the first submittal. All re-submittals and subsequent submittals shall use the same tracking number. The time for any further submission shall not exceed more than one year. If it exceeds the one year period, a new application is required.

2.1.4 Consultant Information The consultant must be listed on the Department of Transportation Prequalification List.

2.1.5 Developer Information The contact details for the developer or owner of the development will be used for the study coordination.

2.1.6 Project Information Please indicate the location of the project area (i.e Reem Islands, Al Bateen). Clearly state the project opening date or the completion date of the first phase of the project.

2.1.7 Master Plan Information If the project is located within an approved “Transportation Master Plan” then write the name of the master plan, date of approval and name of the approving authority.

2.1.8 Specify the major master planning features of the development which may be related to or utilized for transportation (air, water, or a significant road or public transportation corridor).

2.1.9 Land-use and Trip Generation Information List the major development land-use types and size (densities) for quick reference.

2.1.10 Trip generation codes must be provided based on "Dubai Trip Generation and Parking Rates Manual" (DTGM). If rates are not available then the ITE manual rates can be used or rates can be base on a survey for similar land-use. The code used must be confirmed with the DoT liaison engineer and shall be classified as CBD or Non CBD. Total Generated trips "IN" must be filled in separately from the total generated trips "Out".




2.1.11 Parking Demand & Supply Calculate the parking demand based on DoT parking rates. State the parking demand as calculated per the DoT parking rates and land-use without applying any reduction factors. State the parking supply as per the current proposal.

The Reviewer will assess the application and determine the relevant category.

If only a Circulation Plan for small developments is required, prepare a Circulation Plan addressing all relevant items as per the instructions provided in

Chapter 3.

If a TIS/ TMP is required, proceed with the Methodology Report according instructions in Chapter 4.

TIS/ TMP only The Reviewer may be able to define a preliminary study area for the development based on experience and knowledge of the area. The final extent of the required study area will however be defined in Stage I of the TIS process (Methodology Report).




3 Circulation Plan for Small Developments

For small developments, typically generating up to 99 trips during the peak hour, a Circulation Plan is sufficient for review and approval by DoT. The Circulation Plan should follow the DoT template as presented in the examples in Appendix B. All required information that needs to be included in the Circulation Plan is listed in the checklist and explained below. The drawings need to be named in the following fashion: “TIS Tracking Number/ Abu Dhabi Plot Number/Circulation Plan/Drawing x of y”.

Any variation from the below list needs to be agreed with the Reviewer and documented in minutes of meeting.

3.1 Project Description

3.1.1 Include the proposed land use for the development as a table, typically in the key section of the drawing. The table should follow the below format:

Land Use Land Use Class Unit Quantity

3.1.2 Include the trip generation as per the agreed manual for the development as per the below format. Typically this would include AM peak, PM peak and Evening peak, however if a Generator peak for the entire development shows higher trip generation than any of the above peak periods, this will need to be included in the table, also showing the exact time period of the Generator peak.

AM Peak (7am – 8am) PM Peak (2pm – 3pm) Evening Peak (7pm – 8pm)

In Out Total In Out Total In Out Total

3.1.3 Include a figure clearly showing the location and size of the proposed development (ideally based on an aerial photograph).

3.2 Site Access & Exit Provision

3.2.1 Indicate clearly on the drawing the locations and proposed design of all site access and exit roads provided. Ideally this is done using colored arrows on the drawing also showing the direction of proposed access.

3.2.2 Potential conflict points with pedestrian/ cyclists movements need to be highlighted. Any conflict areas should be carefully assessed by the Consultant, regarding on how safety for pedestrians/ cyclists will be ensured (reduction of vehicle speeds, visibility etc.). The Reviewer may request amendments to the design or location of the access/ exit to improve safety.

3.2.3 Show the access route to the nearest public transport facilities (bus stops, metro stations etc.). Estimate the average walking time; consider that road crossings will naturally impact on the travel time. Typical walking speed would be 1 m/sec for pedestrians. Show walking distance and walking time on the drawing.




3.2.4 Show existing pedestrian/ cycling routes on the drawing and illustrate whether the development changes existing pedestrian/ cycling routes in and around the plot.

3.3 Service and Emergency Access

3.3.1 Show on the drawing delivery and service routes and access and exit.

3.3.2 Show on the drawing access to taxi drop off/ pick-up facilities.

3.3.3 Show on the drawing emergency vehicle access to the development (fire engine, ambulance etc.). Ensure that emergency access can be kept free from blockages (from other vehicles for example). Please be aware that separate Civil Defense approval must also be sought for all developments.

3.4 Parking Demand & Supply

3.4.1 Provide a table showing the parking demand calculated according to current Abu Dhabi DoT guidelines and the parking supply of your development.

3.4.2 Provide a drawing clearly showing all parking spaces provided with the development, highlight all parking facilities and number each parking space.

3.4.3 All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with current Abu Dhabi design guidelines and must be checked using Autoturn or similar software.

3.4.4 Provide prints of Autoturn (or similar analysis) for all relevant movements within the parking area.

3.4.5 Parking facilities considered in the parking supply table (3.4.1) must be provided on the site of the development. Publicly available on-street parking facilities can typically not be included.

What is the purpose of the Circulation Plan?

The above is a reminder for key items of good planning practice. It is therefore expected that the developer/ consultant carefully considers potential issues and includes obvious improvements before submitting the Circulation Plan.




4 Methodology Report

Before progressing with the Methodology Report, arrange for a meeting with the Department of Transport (DoT) to establish the following:

Manual or model assignment for trip distribution and assignment

Modeling Application required Chapter 10

Surveys to be undertaken

Adjacent developments to be included in the assessment

Preliminary study area

Planned traffic infrastructure to be considered

Horizon years/ phases for the assessment

DoT Liaison Engineer (Reviewer)

Surveys are required to be provided to DoT as part of the report submission to be included in the Abu Dhabi survey data base. The data needs to be provided as softcopy (typically MS Excel) in a DoT standardized format.

DoT may be able to provide survey data from the above mentioned survey data base. Please confirm details with the Liaison Engineer (Reviewer).

Trip distribution and assignment manually or model based?

TIS manual assignment may be sufficient for small developments (< 500 trips); however this also depends on location, access and character of development (to be determined by Reviewer). TIS for plot within approved Masterplan trip distribution and assignment for the development should be derived from the TMP (unless requested otherwise by Reviewer). For all other developments a model (Modeling Application required!) shall be used to establish both, trip distribution and assignment. Transportation Masterplan TMP a model (Modeling Application required!) shall be used to establish both, trip distribution and assignment.




The Methodology Report should be a short and concise document, outlining all essential information in the form of tables and clearly understandable figures (at sufficient scale and including relevant key). The structure and content of a typical Methodology Report are presented below. Any variation from the below structure needs to be agreed with the Reviewer and documented in minutes, which will need to be attached to the report.




4.1 Project Description

4.1.1 Provide a brief description of the following:

Location of proposed development

Proposed land use and how this relates to the surrounding area

Special constraints/ issues

4.1.2 Include a table detailing the land use of the development based on the land use categories according Abu Dhabi guidelines.

4.2 Existing Transport Infrastructure

4.2.1 Provide a brief description of the following (existing and future without development):

Surrounding road infrastructure (type of roads, connectivity, observed road conditions)

Public transport facilities in the proximity of the development, including:

- Tram/ Bus routes and frequencies

- Tram/ Bus stop locations

- Metro/ Train station locations

Pedestrian/ cycling infrastructure in the proximity:

- Pedestrian/ cycling routes

- Pedestrian access to public transport facilities (from development site)

- Current pedestrian routes crossing the development site

4.2.2 Provide a drawing illustrating the existing road network and public transport, pedestrian and cycling facilities and routes mentioned in the above description.

4.2.3 Provide a drawing illustrating the future (opening year) road network and public transport, pedestrian and cycling facilities and routes mentioned in the above description (without development).

4.2.4 If several phases are planned for the implementation of the development, the above drawing needs to be provided for each phase.

4.2.5 Provide a drawing illustrating the future (2030) road network and public transport, pedestrian and cycling facilities and routes mentioned in the above description (without development).

4.2.6 TIS for plot within TMP If the infrastructure of the approved TMP has not been implemented at the time preparing the TIS, the existing and future scenarios will be determined




using the proposed infrastructure of the TMP. Highlight any changes that have been made since approval of the TMP that would impact on conditions immediately surrounding the development. Horizon years for the analysis are the opening year of the plot development and 2030 based on the TMP.

4.3 Baseline Traffic (Existing and Future)

4.3.1 Provide a drawing illustrating the existing traffic flows in and around the proposed development site (use preliminary study area as guide for area to be covered). Ideally these traffic flows have been established based on traffic surveys. The Reviewer may be able to provide survey results on request.

4.3.2 List the traffic surveys used, origin, time the surveys were undertaken, locations and peak periods covered by each source. List all assumptions and adjustments made and explain. All surveys used must be provided as soft copy with the report.

4.3.3 Provide a drawing illustrating the future baseline traffic flows in and around the proposed development site for the opening year scenario. These flows should be based on either the existing traffic flows using an agreed growth rate or on modeling results taking into consideration all developments and infrastructure confirmed for the relevant horizon (to be agreed with Reviewer). DoT may be able to provide baseline traffic flows.

4.3.4 Provide a drawing illustrating the future traffic flows in and around the proposed development site for the year 2030 scenario. These flows should take into consideration all developments and infrastructure committed for the relevant horizon (to be agreed with Reviewer). DoT may be able to provide baseline traffic flows.

4.3.5 TIS for plot within TMP background traffic shall be derived from the TMP. If the opening year of the plot development is different to the TMP, traffic flows can be manually adjusted to meet relevant conditions. Clearly explain all assumptions and include the following figures:

traffic flow as derived from TMP

adjusted traffic flow

4.3.6 Discuss the baseline traffic flows and growth and highlight implications for the proposed development.

4.4 Trip Generation

4.4.1 Provide a table showing trip generation for each land use type/ code and summarize. The calculation shall not include any reductions for public transport, internal capture or pass-by trips.

4.4.2 Trip generation must be calculated based on "Dubai Trip Generation and Parking Rates Manual" (DTGM). If rates are not available then the ITE manual rates can be used or rates can be base on a survey for similar land-use. The code used must be confirmed with the DoT




liaison engineer and shall be classified as CBD or Non CBD. Total generated trips "IN" must be filled in separately from the total generated trips "Out".

4.4.3 TMP In addition to the above, provide a land use drawing of the development with appropriate level of detail and scale (A3 or A1 may be required).

4.4.4 TIS for plot within TMP In addition to the above (4.1.2), provide a comparison to the land use and trip generation used for this site in the relevant TMP.

4.4.5 If several phases of completion apply, clearly indicate which land uses are being included in which phase and summarize for each phase. The trip generation calculation for each phase must be clearly comprehensible from the report.

4.5 Internal Capture and Pass-by Trips

4.5.1 Provide the calculation of Internal Capture and Pass-by Trips, as applicable. The calculations should be presented in a concise and comprehendible manner.

4.5.2 Summarize the factors/ trips applied and resulting total trip generation values for each peak period in a table.

Internal Capture

4.5.3 TIS calculate Internal Capture based on methodology described in Chapter 7, ITE Trip Generation Handbook, June 2004 or as agreed by the Reviewer.

4.5.4 TMP Internal Capture should be based on the distribution established using the agreed model, which should include all relevant attractors within the development. However a potential reduction can only affect the traffic using the external road network. No reduction can be made for traffic using the internal road network.

Pass-by Trips/ Combined Trips

4.5.5 Calculate Pass-by and Combined Trips based on methodology described in Chapter 5, ITE Trip Generation Handbook, June 2004 or as agreed by the Reviewer.

4.6 Trip Distribution

4.6.1 Include drawings showing the main attractors for trips originating at the development including the percentage and total number of trips (one drawing for each peak period and all agreed horizon years).

4.6.2 Include drawings showing the main origins for trips attracted by the development including the percentage and total number of trips (one drawing for each peak period and all agreed horizon years).




4.7 Modal Split

4.7.1 Provide the calculation of Modal Split and assumptions made in a concise and comprehendible manner.

4.7.2 Summarize the factors/ trips applied and resulting total trip generation values for each peak period in a table.

4.7.3 TIS The modal split should be based on agreed percentages provided by the model. Distance, accessibility and capacity of public transport needs to be considered. General guidance is:

If the distance is more than 400 meters and/ or pedestrian access is obstructed the public transport share is likely to be lower than the model figures.

If substantial parts of the development lay within 200 meters of a high capacity public transport access (Metro/ Tram or railway station) the public transport share may be higher than the model figures.

4.7.4 TIS for plot within TMP The modal split should be based on percentages used in the TMP. Distance, accessibility and capacity of public transport needs to be considered (compare 4.7.3 above).

4.7.5 TMP The modal split should be based on agreed percentages provided by the model. The modal split is considered a target only, which will need to be supported/ achieved by measures detailed in the TIS Report. These measures include for example public transport provision within the development, accessibility and capacity of public transport, demand management measures.

4.8 Trip Assignment

4.8.1 Include a drawing/ figure showing turning volumes (added traffic generated by the development) for each affected intersection (A3 or A1 may be required).

4.9 Study Area

4.9.1 The Consultant proposes a study area which is then discussed and agreed with the Reviewer. The decision will be based on the results of the Trip Assignment above and follow the criteria set out below (please prepare relevant prints prior to the meeting):

All links that carry 10% of the traffic generated by the development, if the volume/ capacity ratio (v/c ratio) on this link is below 0.9 (existing+development scenario)

4.9.2 TIS for plot within TMP The study area for should be confined to the immediately surrounding/ affected network. If trip generation results are smaller or equal to the trip generation used in the TMP and network performance is not critical (as of the TMP) the study




may be restricted to entry/exit onto the plot only. This will need to be agreed and discussed with the Reviewer.

4.9.3 Include a drawing clearly showing the extent of study area as agreed with the Reviewer.

4.10 Parking Demand

4.10.1 Provide a table showing the parking demand calculated based on Abu Dhabi Department of Transport rates and the land use shown in 4.4. If a suitable land use code is not available refer to ITE parking rates or surveys can be undertaken to determine an appropriate local rate (to be agreed with Reviewer).

Parking Demand and Supply

Please be aware that all parking requirements must be met 100% within the limits of the development!

4.11 Assumptions and Agreements

4.11.1 List all assumptions regarding development, trip generation, impact analysis that have been agreed with the Reviewer.

4.11.2 List all variations from the checklists and standard procedures that have been agreed with the Reviewer.

4.11.3 Approved minutes of meeting for all agreements with the Reviewer should be attached in the appendix.

4.12 Summary

4.12.1 Include a table summarizing the trip generation of the development in the following format (if several phases apply, one row for each phase):



4.12.2 Summarize internal capture, pass-by/ combined trips and modal split assumed in the assessment.




4.12.3 Include a figure showing the key areas of impact based on the traffic assignment results.

4.12.4 Discuss the above results.




5 Transportation Impact Study (TIS)

The structure and content of a typical Transportation Impact Study report are presented below. Any variation from the below structure needs to be agreed with the Reviewer and documented in minutes, which will need to be attached to the report.

5.1 Introduction

5.1.1 Background - Explain the background of the project and the TIS, outlining responsibilities, stakeholders, relevant documents and decisions.

5.1.2 Project & Location - Describe the project and the project location, summarizing the character of the development, its impact on the location and how it corresponds to Abu Dhabi’s 20 years long term strategy currently set out in the 2030 Surface Transportation Masterplan (STMP).

5.1.3 Include a figure clearly showing the location and boundaries of the proposed development.

5.1.4 Include the approval letter by UPC or ADM Town Planning Section approving the land use of the development.

5.2 Existing Conditions

5.2.1 Describe traffic/ road network and conditions within the study area. Refer to road hierarchy, main routes, capacities, traffic volumes (refer to Methodology Report), peak movements and identify areas/locations with problems or of particular relevance for the development.

5.2.2 Describe the existing public transport network in the study area; identify existing stops/ services, connectivity, capacity and relevance for the development.

5.2.3 Identify key walking and cycling routes and desire lines in and around the development.

5.2.4 Describe parking conditions in the surrounding area; identify possible oversupply, lack of parking, high/ low demand, at which times and relevance for the development.

5.3 Methodology Report Outcome

5.3.1 Summarize trip generation, assumptions and assignment established in the Methodology Report using the tables and figures included in the Summary section of the report.

5.3.2 Include the figure showing the agreed study area and the parking demand calculated for the development.




5.4 Traffic Impact of the Development

5.4.1 All analysis needs to be undertaken for all agreed peak periods and the following scenarios:

Opening year without development (baseline traffic)

Opening year with development

Five years after opening year (STMP interval years) without development (baseline traffic)

Five years after opening year (STMP interval years) with development

Year 2030 without development (baseline traffic)

Year 2030 with development

5.4.2 Provide results for intersection analysis, weaving/ merging/ diverging in tabular format for all scenarios and all agreed peak periods.

5.4.3 The intersection analysis results should be presented in the following format:

Intersection Worst Movement Intersection

No. Delay LOS v/c ratio Delay LOS v/c ratio

5.4.4 Provide a drawing clearly showing intersection locations and numbers.

5.4.5 The merging/ diverging analysis results should be presented in the following format:

Freeway Ramp Location

No. Lanes Speed Volume No. Lanes Speed Volume Density LOS

5.4.6 The weaving analysis results should be presented in the following format:

Location Weave Type No. of Weaving

Lanes Weaving Length

Freeway Speed

Density LOS

5.4.7 Provide a drawing clearly indicating the location of each merging/ diverging/ weaving segment.

5.4.8 Discuss the results. All movements that reach LOS E or F or exceed or equal v/c ≥ 0.9 following implementation of the development will need to be discussed.

5.4.9 For each critical intersection (as per the above criteria) figures need to be included showing: conceptual intersection layout, lane configuration, phasing plan and movement volumes. Indicate the failing movement in the relevant figures.




5.4.10 Intersection analysis should be based on existing cycle time and phasing, optimization of the split only. Any change in cycle time or phasing in a future scenario must be explained, which will need to be agreed with the Reviewer.

5.4.11 Analysis software requirements are set out in 9.6 on page 54.

5.5 Mitigation of Impacts

5.5.1 Based on the above results identify the need for mitigations, include a table detailing the mitigation assessment using the given thresholds. The thresholds for the need to mitigate are shown in 9.5 on page 52.

5.5.2 For traffic signal requirements and practice in Abu Dhabi refer to 9.1 on page 45.

5.5.3 Develop and explain proposed mitigations in a concise format in the report. Include conceptual designs and for intersections also include phasing plan and cycle time if signalized.

5.5.4 Compare modeling results (with, without and mitigated) for each measure, showing the Level of Service for all approaches, highlight critical movements (LOS E/ F, volume/ capacity ratio ≥ 0.9).

5.5.5 Estimate the costs of each mitigation measure. These estimates are preliminary only and should be done based on standard rates and specifications. Please check whether a list of standard costs has been issued by the ADM or DoT.

5.5.6 Calculate the developer cost share. The principles of cost share calculation are under constant review, please check with the Reviewer which methodology shall be applied.

5.5.7 Summarize the cost estimates and calculated cost share in a table in the following format:

No. Mitigation Measure Estimated Cost

(Dirham) Developer Cost

Share (%) Implementation

required by (Year)

Mitigation Measures

All mitigation measures proposed must be feasible and reasonable. All measures must be in line with the Abu Dhabi 2030 plan and the Surface Transport Masterplan (STMP) and follow the principles of the Urban Street Design Manual. Simply increasing capacity may not always be possible or sensible, hence alternative measures should be explored, altering land uses, structure of the development or utilizing other transport modes.





5.6.1 Provide a drawing clearly showing the location and design of all site access and exit roads provided. Highlight potential conflicts with pedestrian movements. Examples are shown in Appendix B.

5.6.2 Provide a table showing the volume/ capacity ratios (v/c ratio) for all access and exit roads to the development. For access/ exits with a v/c ratio > 0.5 a queue assessment will be required. Include 95%ile queue results and queuing capacity in the table. A v/c ratio > 1 will not be accepted.

5.6.3 Typical capacities and the methodology for the queue assessment are given in 9.2 on page 46.

5.6.4 Assess potential conflicts with pedestrian movements and explain how safety for pedestrians will be ensured (reduction of vehicle speeds, visibility etc.).

5.7 Emergency and Service Access

5.7.1 Provide a drawing showing all delivery and service routes, access and exit.

5.7.2 Provide a drawing showing access to taxi drop off/ pick-up facilities or if provided on the development, how taxis would enter and exit the taxi facilities.

5.7.3 Provide a drawing showing emergency vehicle access to the development (fire engine, ambulance etc.). Indicate how emergency access will be kept free from blockages (from other vehicles for example).

5.8 Parking

Parking Demand & Supply

5.8.1 Provide a table showing the parking demand calculated, and the parking supply of your development.

5.8.2 Provide a drawing clearly showing all parking spaces provided within the development, highlight all parking facilities and number each parking space. Identify the provision for accessible parking (in Abu Dhabi 2% of parking provision must be accessible).

5.8.3 Parking facilities considered in the parking supply table must be provided on the site of the development. Publicly available on-street parking facilities can not be included.




Parking Access

5.8.4 Undertake capacity analysis of vehicle access to car park based on the highest peak traffic inflow. Particular consideration need to be given to access control systems (gates, barriers, ticketing systems etc.) and their capacity in relation to the expected peak traffic inflow.



Parking Circulation

5.8.7 Provide a drawing showing vehicle access to and circulation in the proposed car park (main movements). Show main pedestrian routes in the car park (from/ to lifts, gates, stairways etc.). Highlight conflict areas and proposed measures to address the conflict.

5.8.8 All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with current Abu Dhabi design guidelines and must be checked using Autoturn or similar.


5.9 Pedestrian and Cycling Accessibility

5.9.1 Provide a drawing showing the key desire lines for pedestrians leaving and entering the development and within the development (if more then one building). Illustrate how the desire lines are met by existing and proposed facilities.

5.9.2 Illustrate whether the development changes existing pedestrian routes in and around the plot.

5.9.3 Provide a drawing showing access to the nearest public transport facilities (bus stops, metro stations etc.). Illustrate the average walking time using isochrones (5min, 10min, 15min) based on the established access routes. Road crossings will naturally impact on the travel time, reducing the connectivity and distance covered. Typical speeds would be 1 m/sec for pedestrians.

5.9.4 Based on the isochrones above analyze/ estimate the resident population/ employment covered by the catchment areas.




5.9.5 Include a drawing showing these routes and illustrate how the development and proposed measures support the use of the cycling facilities (i.e. measures such as cycling provisions en-route from the development to other cycling routes, the provision of cycle parking or the provision of a cycling through-route within the development etc.).

5.10 Conclusions and Recommendations

5.10.1 Summarize trip generation, parking demand/ supply and any important facts about the development.

5.10.2 Summarize all findings of the report. Draw conclusions and show all measures, policies and strategies proposed to mitigate impacts.




6 Transportation Masterplan (TMP)

The structure and content of a typical Transportation Masterplan report are presented below. Any variation from the below structure needs to be agreed with the Reviewer and documented in minutes, which will need to be attached to the report.

For guidance on the design and requirements of masterplans in Abu Dhabi, refer to the Urban Street Design Manual, in particular Chapters 4 (Design Process) and 7 (Sample Projects).

6.1 Introduction

6.1.1 Background - Explain the background of the project and the TMP, outlining responsibilities, stakeholders, relevant documents and decisions.

6.1.2 Project & Location - Describe the project and the project location, summarizing the character of the development, its impact the location and how it corresponds to Abu Dhabi’s 20 year long term strategy currently set out in the 2030 Surface Transport Masterplan (STMP).

6.1.3 Include a figure clearly showing the location and size of the proposed development.



6.2.2 Include the figure showing the agreed study area.

6.3 Land Use Characteristics/ Travel Characteristics

6.3.1 Include the approval letter by UPC approving the land use of the development.

6.3.2 Show that local amenities (schools, shops, restaurants) provide for expected population. This could be done using a table showing population, factor used (i.e. students per population), source of the factor, demand established using the factor and supply in the development. This will inform the assumptions regarding internal capture of generated trips. Ensure that provisions are in line with UPC guidelines for community facilities.

6.3.3 Provide a drawing showing all land uses for this development. Show all blocks of the development, name or number the blocks. This is required for the parking demand, which needs to be calculated for each block in the development.

6.3.4 Provide a drawing showing the key desire lines within the development (from to amenities/ higher density residential/ work place) and estimated possible volumes.

6.3.5 Discuss how the desire lines are supported by the planned network (all modes).




6.4 Internal Network

Alternative Modes

6.4.1 Show existing and planned public transport network, including routes and existing/ proposed Right of Way (ROW). This is best done using a drawing, also highlighting the number of services, resulting approximate capacities, interchanges and access points.

6.4.2 Show existing and planned bicycle/ pedestrian network. This is best done using a drawing, showing the network, highlighting the planned DoT bicycle network, crossing points, location of bicycle parking and other facilities provided and conceptual designs for crossing points.

6.4.3 Show on a drawing isochrones of pedestrians walking and cyclists to/from public transport interchanges and access points (5min, 10min, 15min walking/ cycling time).

6.4.4 Show on drawing isochrones of pedestrians walking and cyclists to/from local amenities (retail, community centers, district centers etc.) This should be based on established desire lines (5min, 10min, 15min walking/ cycling time).

6.4.5 Isochrones must be based on the provided/ proposed infrastructure that can be used by pedestrians/ cyclists and reasonable walking/ cycling speeds. Road crossings will naturally impact on the travel time, reducing the connectivity and distance covered. Typical speeds would be 1m/sec for pedestrians and 5.5m/sec for cyclists.


6.4.7 Provide tables showing the population/ employment within each walking/ cycling catchment area. For example: population within 5min walking distance of public transport…population within 10min walking distance of public transport… etc.

6.4.8 Based on the outcome of the above, discuss whether mode share targets, internal capture targets identified in Methodology Report can be achieved.

Internal Road Network

6.4.9 Show scaled drawing(s) of road network and illustrate road categories, major junctions and any important or non-typical road/ intersection designs. Include numbers/ indices used in the analysis.


Opening year

Opening phase years (if applicable)




Year 2030

6.4.11 Provide drawing of traffic flows/ turning movements in internal network for all scenarios and all agreed peak period.

6.4.12 Provide results of the link capacity analysis on links within the internal network for all scenarios and all agreed peak periods.

6.4.13 Link capacity analysis needs to be undertaken for all links within the masterplan. Typical link capacities and LOS definitions are included in Table 9-7 on page 50 and Table 9-4 on page 48.

6.4.14 The link capacity results may be presented in tabular format if only a small number of links needs to be analyzed. However, a drawing needs to be included showing all links that have been assessed. The table needs to include link reference, volume/ capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

6.4.15 For larger networks a graphical presentation (drawing, Emme/3 print) of the link capacities is more appropriate and is recommended. The drawings need to show volume/ capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

6.4.16 For all links showing a v/c ratio > 0.7 further analysis will be required. This usually entails analysis of the affected intersections or interchanges or any other qualitative assessment necessary (e.g. conflicts with parked vehicles/ queues from side streets/ driveways etc.; to be agreed with Reviewer).

6.4.17 Provide results for intersection analysis, weaving/ merging/ diverging in tabular format for all scenarios and all agreed peak periods. The analysis needs to be undertaken for all intersections/ links identified by the link capacity analysis and any other intersection that has to be amended or has a non-standard configuration.

6.4.18 Provide a drawing clearly indicating the location of each intersection and merging/ diverging/ weaving segment.













Freeway Speed

Density LOS

6.4.22 Discuss the results. All movements that reach LOS E or F or exceed or equal v/c ≥ 0.9 following implementation of the development will need to be discussed. Link capacities that exceed or equal v/c ≥ 0.9 need to be discussed comparing to the capacity of relevant intersections and weaving or merging results. Explain the reasons for the failure and choice of design.

6.4.23 For each critical intersection (as per the above criteria) figures need to be included showing: conceptual intersection layout, lane configuration, phasing plan and movement volumes. Indicate the failing movement in the relevant figures.


Internal Network Operation

The proposed internal network needs to be designed to cater sufficiently for the anticipated demand. Mitigation measures should not be required, necessary network amendments should be made before submitting the TMP for approval. Increasing road capacity may not always be possible or sensible, alternative measures should also be explored, altering land uses, structure of the development or utilizing other transport modes.

6.5 Impact on Surrounding Network


Opening year without development (baseline traffic)


Opening phase year without development (baseline traffic)

Opening phase year with development

Year 2030 without development (baseline traffic)

Year 2030 with development




6.5.2 Provide drawings/ figures of traffic flows/ turning movements in surrounding network for all scenarios and all agreed peak periods. This should be in line with outcome of Methodology Report. Any differences must be discussed and agreed by the Reviewer.

6.5.3 Provide results of the link capacity analysis on links within the study area for all scenarios and all agreed peak periods.

6.5.4 Link capacity analysis needs to be undertaken for all links within the study area! Typical link capacities and LOS definitions are included in Table 9-7 on page 50 and Table 9-4 on page 48.

6.5.5 The link capacity results may be presented in tabular format if only a small number of links needs to be analyzed. However, a drawing needs to be included showing all links that have been assessed. The table needs to include link reference, volume/ capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

6.5.6 For larger networks a graphical presentation (drawing, Emme/3 print) of the link capacities is more appropriate and is recommended. The drawings need to show volume/ capacity ratio (v/c ratio) and corresponding Level of Service (LOS).

6.5.7 For all links showing a v/c ratio > 0.7 further analysis will be required. This usually entails analysis of the affected intersections or interchanges or any other qualitative assessment necessary (e.g. conflicts with parked vehicles/ queues from side streets/ driveways etc.; to be agreed with Reviewer).

6.5.8 Provide modeling results for intersection analysis, weaving/ merging/ diverging for all scenarios and peak periods as above (table detailing LOS, v/c ratio, and delay) based on existing layout. The analysis needs to be undertaken for all intersections/ links identified by the link capacity analysis and any other intersection that has to be amended or has a non-standard configuration. Compare scenarios with and without (baseline) proposed development.

6.5.9 Future scenarios shall be based on future designs (not proposed mitigation) if known. But each comparison (with and without) need to be based on the same layout.


6.5.11 Modeling outputs shall be provided in the appendix. Depending on the number of intersections analyzed, a softcopy of the outputs may suffice to avoid unnecessary prints (to be agreed with Reviewer). All modeling files must be provided as softcopy to the Reviewer!

6.5.12 Discuss the results. All movements that reach LOS E or F or exceed or equal v/c ≥ 0.9 following implementation of the development will need to be discussed. Link capacities that exceed or equal v/c ≥ 0.9 need to be discussed comparing to the capacity of relevant intersections and weaving or merging results. Explain the reasons for the failure.




6.6 Mitigation of Network Impacts

6.6.1 Based on the above results identify the need for mitigations, include a table detailing the mitigation assessment using the given thresholds. The thresholds for the need to mitigate are shown in 9.3.4 on page 52.

6.6.2 For signaling requirements and practice in Abu Dhabi refer to 9.1 on page 45.


6.6.4 Compare modeling results (with, without and mitigated) for each measure, showing the Level of Service for all approaches, highlight critical movements (LOS E/ F, volume/ capacity ratio >0.9).







required by (Year)

Mitigation Measures

All mitigation measures proposed must be feasible and reasonable. All measures must be in line with the Abu Dhabi 2030 plan and the Surface Transport Masterplan (STMP) and follow the principles of the Urban Street Design Manual. Simply increasing capacity may not always be possible or sensible, hence alternative measures should be explored, altering land uses, structure of the development or utilizing other transport modes.




6.7 Parking

Parking Demand

6.7.1 The blocks of the development should be included in the drawing set out in 6.3.3.

6.7.2 Calculate the parking demand based on the established land uses for each block. Provide a table summarizing the parking demand for each block and the total parking demand.

6.7.3 Discuss for each block how and where the required parking can be provided in each block based on the land uses established. Identify whether underground parking will be required on the plot (based on available space) or parking can/should be reduced to influence mode choice (Travel Demand Management). Parking demand can be reduced if public parking structures have been provided within reach (see 6.7.19).

6.7.4 Explain how the developer aims to ensure parking demand will be met by plot developments.

Essential Facilities

6.7.5 For facilities essential for the development, such as service compounds and community centers etc., the assessment of parking requirements can be included in the TMP. These facilities would then be covered by the TMP and do not require further TIS for approval. All other developments within the masterplan area will require a Masterplan Plot TIS following the TMP approval.

6.7.6 Provide a table listing all essential facilities to be included in the TMP.

6.7.7 Demand & Supply Provide a table showing the parking demand calculated based on the Abu Dhabi guidelines and the land use shown in 6.2, and the parking supply for each of the facilities included.

6.7.8 Provide a drawing clearly showing all parking spaces provided with each of the facilities included, highlight all parking facilities and number each parking space.

6.7.9 All turning radii and dimensions for the parking spaces and access to these parking spaces must comply with current Abu Dhabi design guidelines.






6.7.12 Parking facilities considered in the parking supply table (3.4.1) must be provided on the site of the development. Publicly available on-street parking facilities are typically not included.

6.7.13 Access Undertake capacity analysis of vehicle access to car park based on the highest peak traffic inflow. Particular consideration need to be given to access control systems (gates, barriers, ticketing systems) and their capacity in relation to the expected peak traffic inflow.



6.7.16 Circulation Provide drawing showing vehicle access to and circulation in the proposed car park (main movements). Show main pedestrian routes in the car park (from/ to lifts, gates, stairways etc.). Highlight conflict areas and proposed measures to address the conflict.

Public Parking Structures

6.7.17 Provide a table listing all public parking structures included in the TMP and include the total capacity of each.

6.7.18 Supply Include a drawing clearly showing all parking spaces provided with the development, highlight all parking facilities and number each parking space.

6.7.19 Parking demand in the surrounding area may be reduced based on the provided capacity and distance to the public parking structure. Depending on local conditions a distance of up to 400m may be acceptable. This will need to be discussed and agreed with the Reviewer.

6.7.20 Access Undertake capacity analysis of vehicle access to the car park based on the highest peak traffic inflow. Particular consideration need to be given to access control systems (gates, barriers, ticketing systems) and their capacity in relation to the expected peak traffic inflow.






6.7.23 Circulation Provide drawing showing vehicle access to and circulation in the proposed car park (main movements). Show main pedestrian routes in the car park (from/ to lifts, gates, stairways etc.). Highlight conflict areas and proposed measures to address the conflict.



6.8 Travel Demand Management (TDM)

6.8.1 All new developments in Abu Dhabi are encouraged to promote walking, cycling and the use of public transport. Explain how the developer aims to influence travel behavior particularly focusing on the climatic and cultural characteristics of Abu Dhabi.

6.8.2 Travel behavior could for example be influenced by:

High quality walk environment/ experience, shading

Provision of facilities for cyclists (cycle stands, lockers, showers etc.)

Design of crossings for pedestrians and cyclists

How well desire lines are met by facilities

Safety improvements, reduction of conflicts

Bus priority measures

Car park management (fees, reduction of provision, distance to car park)

Shelters (air-conditioned?)

Improved connectivity/ interchanges between/ to public transport services

Travel Plans/ continuous monitoring and improvement of travel behavior after implementation

Car pooling

6.9 Future Responsibilities

6.9.1 Each major development will require structures/ bodies to ensure maintenance of infrastructure and to follow-up on policies and targets set. From a transportation point of view these bodies would be responsible for monitoring of travel behavior, implementing of demand management measures and maintenance/ upgrade of infrastructure, such as roads, walkways, cycle paths and access to public transport facilities. For monitoring and the identification of demand management measures a transport consultant could be assigned by the developer. Further allowance must be made for a regional traffic control center, if required, and its future management.




6.9.2 Explain where the regional traffic control center will be located and which agreements have been made regarding the future responsibilities as stated above. Who will ensure targets set in this report will be met following completion of the development. Clearly list the responsibilities for each item listed above.

6.9.3 The proposed responsibilities will have to be in line with current Abu Dhabi policies and should be discussed with all relevant authorities, including Abu Dhabi Municipality, Department of Transport and Urban Planning Council.

6.10 Summary and Conclusions



6.10.3 Summarize the results of the internal network analysis. Explain how the network will perform in the future and how potential issues will be dealt with.

6.10.4 Summarize the results of the external impact analysis and highlight major impacts. Outline mitigations proposed and explain briefly if and how these mitigations fully address the identified impacts.




7 TIS for Plot within TMP

The typical structure and requirements for a TIS for a plot within an approved TMP are largely similar to a standard TIS report. However there are different requirements regarding the land use data, mitigating impacts and further details.

For ease of use the requirements are therefore explained separately below. The decision whether the below applies to the development is at the discretion of the Reviewer. This would be established during the Methodology Stage where the type of checklist and any variation in structure will to be agreed between the Reviewer and the Consultant. This shall be documented in minutes, which will need to be attached to the report.

7.1 Introduction

7.1.1 Background - Explain the background of the project and the TIS with respect to the Masterplan project, outlining responsibilities, stakeholder, relevant documents and decisions.

7.1.2 Project & Location - Describe the project and the project location, summarizing the character of the development, its impact the location and how it corresponds to Abu Dhabi’s long term strategy set out in the Abu Dhabi 2030 Plan and the Surface Transport Masterplan (STMP).

7.1.3 Include a figure clearly showing the location and size of the proposed development (ideally based on an aerial photograph).



7.2.2 Include the figure showing the agreed study area.

7.2.3 Summarize the comparison with the TMP trip generation.

7.3 Traffic Impact of Development

7.3.1 Provide results in tabular format for intersection analysis, weaving/ merging/ diverging for the following scenarios for all agreed peak periods:

Opening year without development


Year 2030 without development (as Masterplan)

Year 2030 with development (as Masterplan)








7.3.4 Provide a drawing clearly showing intersection locations and numbers.







Freeway Speed

Density LOS

7.3.7 Discuss the results. All movements that reach LOS E or F or exceed v/c > 0.9 following implementation of the development will need to be discussed.

7.3.8 For each critical junction (as per the above criteria) figures need to be included showing: conceptual intersection layout, lane configuration, phasing plan and movement volumes. Indicate the failing movement in the relevant figures.

7.3.9 Intersection analysis should be based on existing cycle time and phasing, optimization of the split only. Any change in cycle time or phasing in a future scenario must be explained and is considered a mitigation measure, which will need to be agreed with the Reviewer and included in the list of mitigations, although the cost is considered minimal.


7.4 Mitigation of Impacts

7.4.1 The infrastructure in a new masterplan development is usually the responsibility of a developer before it is handed over to public authorities. In some cases it may not have been built at the time of the application. Changes may therefore be easier to implement, as they may only induce amendments to planned designs. After infrastructure has been handed to the public authorities the same procedures apply the mitigation and cost share as for Standard TIS mitigations.

7.4.2 Based on the above results identify the need for mitigations, include a table detailing the mitigation assessment using the given thresholds. The thresholds for the need to mitigate are shown in 9.5 on page 50.




7.4.3 For signaling requirements and practice in Abu Dhabi refer to 9.1 on page 45.


7.4.5 Compare modeling results (with, without and mitigated) for each measure, showing the Level of Service for all approaches, highlight critical movements (LOS E/ F, volume/ capacity ratio >0.9).

Infrastructure in Masterplan Developer Responsibility

7.4.6 Agree with Masterplan developer and/or the assigned master-planning consultant on terms, schedule and responsibilities for the implementation of the identified mitigation measures.

7.4.7 Summarize the agreements in a clear and concise form. Attach relevant meeting minutes to the report.

Infrastructure in Public Responsibility







required by (Year)

Mitigation Measures

All mitigation measures proposed must be feasible and reasonable. Simply increasing capacity may not always be possible or sensible, hence alternative measures should be explored, altering land uses, structure of the development or utilizing other transport modes.





7.5.1 Provide a drawing clearly showing the location and design of all site access and exit roads provided. Highlight potential conflicts with pedestrian movements.



7.5.4 Assess potential conflicts with pedestrian movements and explain how safety for pedestrians will be ensured (reduction of vehicle speeds, visibility etc.).

7.6 Emergency and Service Access

7.6.1 Provide a drawing showing all delivery and service routes and access and exit.

7.6.2 Provide drawing showing access to taxi drop off/ pick-up facilities or if provided on the development, how taxis would enter and exit the taxi facilities.

7.6.3 Provide a drawing showing emergency vehicle access to the development (fire engine, ambulance etc.). Indicate how emergency access will be kept free from blockages (from other vehicles for example).

7.7 Parking

Parking Demand & Supply

7.7.1 Provide a table showing the parking demand calculated based on Abu Dhabi guidelines and the land use shown in 7.2, and the parking supply of your development.

7.7.2 Include the parking demand figure established in the TMP for the relevant plot and compare to parking demand calculated. Explain differences.

7.7.3 Provide a drawing clearly showing all parking spaces provided with the development, highlight all parking facilities and number each parking space. Identify the provision for accessible parking (in Abu Dhabi 2% of parking provision must be accessible).

7.7.4 Parking facilities considered in the parking supply table (3.4.1) must be provided on the site of the development. Publicly available on-street parking facilities are not included.




Parking Access

7.7.5 Undertake capacity analysis of vehicle access to car park based on the highest peak traffic inflow. Particular consideration need to be given to access control systems (gates, barriers, ticketing systems) and their capacity in relation to the expected peak traffic inflow.



Parking Circulation

7.7.8 Provide drawing showing vehicle access to and circulation in the proposed car park (main movements). Show main pedestrian routes in the car park (from/ to lifts, gates, stairways etc.). Highlight conflict areas and proposed measures to address the conflict.



7.8 Pedestrian Accessibility

7.8.1 Provide drawing showing the key desire lines for pedestrians leaving and entering the development and within the development (if more then one building). Illustrate how the desire lines are met by existing and proposed facilities.

7.8.2 Illustrate whether the development changes existing pedestrian routes in and around the plot.

7.8.3 Provide drawing showing access to the nearest public transport facilities (bus stops, metro stations etc.). Illustrate the average walking time using isochrones (5min, 10min, 15min) based on the established access routes. Road crossings will naturally impact on the travel time, reducing the connectivity and distance covered. Typical speeds would be 1 m/sec for pedestrians.





7.8.5 If cycling routes are existing or planned (by DoT) through or in the vicinity of the development, include a drawing showing these routes and illustrate how the development and proposed measures support the use of the cycling facilities. (This could be measures such as cycling provisions en-route from the development to the cycling route, the provision of cycle stands at retail or office areas or the provision of a cycling through route within the development etc.).

7.9 Conclusions and Recommendations






8 Executive Summary and Approval Plans

8.1.1 After the approval of the TIS/ TMP the consultant is required to prepare an Executive Summary including Approval Plans. The formal approval of the TIS will only be issued after the Executive Summary and Approval Plan have been submitted and were approved by the Reviewer.

8.1.2 The content required for the Executive Summary is listed below. The Approval Plan follows the same principles as a Circulation Plan for small developments as described in Chapter 3. It should be prepared using the same DoT template as presented in the examples in Appendix B.

8.1.3 All required information, to be included in the Approval Plans for a TIS or a TMP, are listed below. The drawings need to be named in the following fashion: “TIS Tracking Number/ Abu Dhabi Plot Number/ Approval Plan/ Drawing x of y”.

Approval Plans

The Approval Plans need to clearly show all agreed measures and impacts as identified by the TIS/ TMP. If questions arise, these need to be discussed and agreed with the Reviewer. Formal approval of the TIS/ TMP will only be given once the Approval Plan is agreed and finalized!

Executive Summary

8.1.4 The Executive Summary should be a short and concise document summarizing the TIS/ TMP as follows:

Overview of the Project:

- Location and surrounding road network (with a graphical illustration)

- Nature of land use

- Number of residential units, floor area of commercial and office spaces, etc.

- Number of residents

- Limits of the study area (graphical illustration)

Background Traffic:

- Graphical or tabular display of the background traffic at all horizon years including current year

Development Traffic:




- Assumptions used in trip generation (including growth factor, trip reduction rates, etc.)

- Graphical or tabular display of the development traffic at all horizon years

Combined Traffic:

- Graphical or tabular display of the combined background and development traffic at all horizon years

Expected LOS within the study area:

- Graphical or tabular display of the LOS at main junctions and links at all horizon years including current year

Proposed Mitigation Measures and Expected LOS after Mitigation:

- Listing of mitigation measures with a graphical illustration

- Graphical or tabular display of the LOS at main junctions and links at all horizon years

- Time schedule for implementation of the mitigation measures and the party responsible for the mitigation

Access Strategy to the Development

Parking Supply and Demand

Approval Plan for a TIS

8.1.5 The Approval Plan is a scaled cadastral drawing (e.g. AutoCAD drawing), typically in A1 format showing the development plot, including tables and detailed views illustrating the following:

Location of the development and all mitigation measures

Vehicle access to the development

Internal circulation of the development

Public transport access to development

Typical cross-sections for all relevant road types

Pedestrian access and circulation

Concept design of proposed mitigations (intersection designs etc. – figures)

Table of land uses in the following format:

Land Use Land Use Class Unit Quantity

Table detailing trip generation in the below format






Table detailing parking demand and supply (no. of parking spaces)

Approval box for DoT approval

8.1.6 All Approval Plans shall be folded in A4 size with the front page showing the title and approval box. Example plans are attached in Appendix B, DoT may be able to provide an electronic template if required.

Approval Plan for a TMP

8.1.7 The Approval Plan for a TMP follows the same principles as described above, however with slightly different content as shown below. The Approval Plans are scaled cadastral drawing (e.g. AutoCAD drawing), typically in A1 format showing the development plot, including tables and detailed views illustrating the following:

Location of the development and all mitigation measures

Plot boundaries

Right of Way for all agreed transport infrastructure within the development (road, public transport, cycling, pedestrian infrastructure)

Road hierarchy, public transport network

Typical cross-sections for all relevant road types

Concept design of proposed mitigations (intersection designs etc. – figures)

Land use, trip generation, parking demand and supply for each plot or block (as agreed with Reviewer) , maximum building height for each plot

Phasing of masterplan implementation

Approval box for DoT approval

TMP Plots

An approval of a Transportation Masterplan (TMP) does not include the approval of the single plots. For all plots within an approved TMP a separate TIS will be required.




9 Standards and Definitions

9.1 Signaling Requirements

9.1.1 For new installations, new area developments, a common cycle time for all intersections must be selected (usually 90s ≥ cycle time ≤ 120s). For existing installations or intersection within an already existing signal area/ cluster the cycle time must be in line with adjacent signalized intersections.

9.1.2 Standard phasing would be split phasing (one phase for each approach) and the standard inter-green would be 5s. This is based on a standard layout with four approaches, central median, right-turn slip lanes and all movements permitted.

9.1.3 Any variation from the standard setup (different layout, phasing, cycle time or inter-green) needs to be explained in detail in the report. This needs to be done separately for each affected intersection and needs to include:

Preliminary junction layout

Figure showing proposed phasing

Explanation for different layout/phasing

Cycle time if different and explanation for difference

Inter-greens if not 5s and explanation for difference

Signal Phasing

Apart from split phasing, “lead/lag” phasing may be used in Abu Dhabi to accommodate large through movements. Other opportunities may be offered by banning movements or grade-separation. Dedicated turning phases (i.e. as result of the Ring & Barrier method) or permitted left-turns are currently not recommended for use in Abu Dhabi for safety reasons.




9.2 Access Capacity and Queue

9.2.1 Capacities for access roads (entry and exit) are given in Table 9-1 below:

Table 9-1 Entry/Exit Lane Capacities for Car Parks

Type of Entry Capacity (veh/hour)

Free-flow access into internal distributor road/ structure (no parking spaces immediately after access, i.e. ramp distributing to several levels of car park)

800

Free-flow access 580

Lifting-arm barrier without ticket issue (i.e. loop etc.) 550

Lifting-arm barrier with automatic ticket issue (push button) 360

Lifting-arm barrier with access card (slot-based) 235

Lifting-arm barrier with transponder (no slot – RFID etc.) 380

Type of Exit

Ticket on entry and payment at a manned exit 240

Ticket on entry and variable payment to a machine linked to the exit barrier 270

Ticket on entry and operation of the exit barrier by a prepaid ticket or token 400

Free-flow exit Analysis based on specific road layout (i.e.

yield etc.)

Rates based on: „Design recommendations for multistory and underground car parks, Institute of Structural Engineers, 3rd Edition, June 2002“ and „HBS 2001, FGSV Verlag, January 2002“

9.2.2 A volume/ capacity ratio > 1 will not be accepted. For access roads with a volume/ capacity ratio > 0.5 a queuing assessment will be required. The assessment shall be based on the following formula:

9.2.3 p

pQaverage−

=1

2

, p

pQ−

=1

%95 , with

(vehicles) queue 95%ileQ(vehicles) queue averageQ

ratiocapacity volumepaverage

==

=

%95

9.2.4 The results shall be presented in a table comparing average, 95%ile queue and available queuing capacity, based on 7 meters per vehicle.




9.3 Level of Service Definitions

9.3.1 The Level of Service (LOS) definitions for signalized intersections is given in Table 9-2 below. The LOS is based on delay and v/c ratio. Whichever parameter shows the the worst conditions determines the LOS to be used. If one approach of the intersection operates at LOS F then the overall intersection LOS can not be better than LOS E, exceptions from this rule need to be discussed in detail in the TIS and agreed with the Reviewer.

Table 9-2 Signalized Intersection Level of Service (LOS) Definitions

LOS

Average Control Delay (s)

Volume/ Capacity Ratio Description

A 0 – 10 < 0.6 Uncongested operations; all queues clear in a single cycle

B > 10 – 20 0.6 – 0.69 Very light congestion; an occasional approach phase is fully utilized

C > 20 – 35 0.7 – 0.79 Light congestion; occasional backups on critical approaches

D > 35 – 55 0.8 – 0.89 Significant congestion on critical approaches, but intersection functional; cars required to wait through more than one cycle during short peaks; no long-standing queues formed

E > 55 – 80 0.9 – 0.99 Severe congestion with some long-standing queues on critical approaches; traffic queue may block nearby intersection(s) upstream of critical approach

F > 80 ≥ 1 Total breakdown, stop-and-go operation

Rates based on: „Highway Capacity Manual 2000, TRB“, „TRB Circular 212“ and „Traffic Level of Service Calculations, CCAGSMC“

LOS on Intersections

An intersection with one movement failing (LOS F or v/c ratio ≥ 1) does not operate satisfactorily. The overall intersection LOS can therefore not be better then LOS E. The LOS categorization of intersections in Abu Dhabi is not only based on delay but also considers the v/c ratio. Whichever shows the worst conditions determines the LOS to be used.

9.3.2 The Level of Service (LOS) definitions for non-signalized intersections is given in Table 9-3 below. This includes give-way/ yield and roundabouts. The LOS is solely based on delay.




Table 9-3 Non-signalized Intersection Level of Service (LOS) Definition

LOS Average Control Delay (s) Description

A 0 – 10 Excellent

B > 10 – 15 Very Good

C > 15 – 25 Good

D > 25 – 35 Fair

E > 35 – 50 Poor

F > 50 Failure

Source: Highway Capacity Manual 2000 (HCM 2000), TRB

9.3.3 The Level of Service (LOS) definitions for links are given in Table 9-4 below. The LOS is solely based on the volume/ capacity ratio (v/c ratio). Link lane capacities are given in 9.4 below.

Table 9-4 Link Level of Service (LOS) Definitions

Volume/ Capacity Ratio

LOS Freeway All Other Road Types Description

A ≤ 0.34 ≤ 0.34 Free-flow; speed is controlled by driver, speed limit or road conditions

B 0.35 – 0.54 0.35 – 0.50 Stable flow; operating speeds beginning to be restricted; almost no restrictions on maneuverability

C 0.55 – 0.77 0.51 – 0.74 Stable flow; speed and maneuverability more restricted

D 0.78 – 0.93 0.75 – 0.89 Approaching unstable flow; temporary restrictions may cause extensive delays, little freedom to maneuver

E 0.94 – 0.99 0.9 – 0.99 Approaching capacity; unstable flow with momentary stoppages; maneuverability severely limited

F ≥ 1 ≥ 1 Forced flow conditions; low speeds; stoppages for long periods

Source: San Joachin County General Plan 2010 based on HCM 2000

9.3.4 The Level of Service (LOS) definitions for weaving segments are given in Table 9-5 below. The LOS is based on the density in pc/km/lane.




Table 9-5 Level of Service (LOS) Definitions for Weaving Segments

Density (pc/km/lane)

LOS Freeway Segment Multilane Highway Segment Description

A ≤ 6 ≤ 8 Excellent

B > 6 – 12 > 8 – 15 Very Good

C > 12 – 17 > 15 – 20 Good

D > 17 – 22 > 20 – 23 Fair

E > 22 – 27 > 23 – 25 Poor

F > 27 > 25 Failure


9.3.5 The Level of Service (LOS) definitions for merge and diverge segments are given in Table 9-6 below. The LOS is based on the density in pc/km/lane.

Table 9-6 Level of Service (LOS) Definitions for Merge and Diverge Segments

LOS Density (pc/km/ln) Description

A ≤ 6 Excellent

B > 6 – 12 Very Good

C > 12 – 17 Good

D > 17 – 22 Fair

E > 22 – 27 Poor

F > 27 Failure





9.4 Link Capacity and Road Categories

9.4.1 A link capacity analysis is required for all links within the study area. Lane capacities for each link type in Abu Dhabi are given in Table 9-7 below. This includes all links excluding local roads.

Table 9-7 Typical Lane Capacities in Abu Dhabi per Link Type

Link Type Lane Capacity (vehicles/ hour)

Freeway 2000

Expressway 1900

Urban overpass, underpass 1700

Arterial road, signalized, non-CBD 1000

Arterial road, signalized, CBD 700

Collector road 700

Ramp 1500

Rural 2-lane highway (without median) 1100

Local road 600

9.4.2 Freeway – divided highway designed for safer high-speed operation with at least 2 lanes in each direction and full access control. This means grade separation and interchanges throughout, and the elimination of at-grade or right-in/right-out intersections.

9.4.3 Expressway – divided highway with at least 2 lanes in each direction, designed for high-speed through traffic with at least partial control of access.

9.4.4 Arterial – serves the major centers of activity of an urban area. Arterial roads serve the longest trip desires and represent highest traffic volume corridors. They carry a high proportion of the total urban area travel on a minimum of mileage. In reference to the Abu Dhabi Urban Street Design Manual arterial roads would typically be categorized as Boulevard.

9.4.5 Urban underpass/ overpass – multilane grade-separation facility built under or over intersections in urban areas to serve free-flow through movements, typically on arterials.

9.4.6 Collector – collects traffic from local subdivision areas and channels it into the arterial system. Collector roads provide both, land access and traffic circulations, within residential neighborhoods, commercial and industrial areas. In reverse they distribute trips from the arterial roads through these areas to their ultimate destination. In reference to the Abu Dhabi Urban Street Design Manual collector roads would typically be categorized as Avenue, however in some cases a categorization as Boulevard may be appropriate.




9.4.7 Ramp – sloped road of an interchange connecting two or more road planes at different levels. Usually, it is a short section of road which allows vehicles to enter or exit a highway via properly designed acceleration and deceleration lanes.

9.4.8 Rural 2-lane highway – undivided high-speed principal road outside of urban areas, serving long trips between urbanized areas or major generators.

9.4.9 Local road - provides direct access to abutting land and serves as access to the higher order system. Through traffic is deliberately discouraged. In reference to the Abu Dhabi Urban Street Design Manual local roads would typically be categorized as Street or Access Lane.

9.4.10 The results of the capacity analysis for links on arterial or collector roads with signal, stop/ give-way or roundabout control need to be discussed comparing to the relevant intersection analysis results. Free-flow links (freeway etc.) may also be affected by weaving and merging. Critical results therefore need to be discussed and agreed upon with the Reviewer.

9.4.11 For local (or residential) roads a maximum traffic flow of 600 vehicles per direction per peak hour applies. Traffic flows exceeding this value suggest “rat-running” or other through-traffic using this road. A different function, for example as collector road demanding different designs/ dimensions, may be more appropriate.

9.4.12 For a local road, other criteria, such as safety improvements and the reduction of noise and pollution, are of higher importance and should guide design and dimensioning of the road, rather than capacity.




9.5 Thresholds for Mitigations

9.5.1 Thresholds to identify the need for mitigations are given in Table 9-8 on the following page. The horizon year for mitigations will be the opening year of the development with full build-out, assuming full occupancy.

9.5.2 Maximum Level of Service (LOS) acceptable Please be aware that maximum LOS standards have been defined for Abu Dhabi. These standards vary depending on the area (for more details please refer to 9.6 on page 54). A new development may not be approved if affected junctions exceed the given standard.

9.5.3 For signalized intersections the overall intersection LOS shall be used to determine the need for mitigation. Be aware that this LOS is based on delay and on volume/capacity ratio, depending on whichever shows the worst conditions. If one approach of the intersection operates at LOS F then the overall intersection LOS can not be better than LOS E, exceptions need to be discussed in detail.

9.5.4 For non-signalized intersections (give-way/ yield, roundabout) the LOS of the worst approach shall be used to determine the need for mitigation.

9.5.5 For links the LOS will be determined based on volume/capacity ratios. Local roads however shall not exceed a traffic volume of 600 vehicles per direction during the peak hour. This aims at maintaining the residential character of local roads.

9.5.6 The final decision whether or not a mitigation is required should however always be based on good engineering judgment and common sense. The values given below are indicators to identify the need and results will need to be discussed and mitigation measures will need to be agreed with the Reviewer.

9.5.7 All mitigation measures need to be in line with the strategic plans and policies set out in the Abu Dhabi 2030 plan and the Surface Transport Masterplan (STMP) and follow the principles of the Urban Street Design Manual.

9.5.8 The developer/ consultant needs to ensure that mitigation measures proposed are feasible and confirm with relevant authorities accordingly (i.e. utility corridors, minimum gradients/ radii, property boundaries etc.).




Table 9-8 Threshold to Establish the Need for Mitigation

Category LOS (with Development) Mitigation required

A – C No mitigation required

D – E

Mitigate if change in overall LOS occurred (i.e. C D) – “without development” LOS should be achieved

If the LOS standard for this area is exceeded, mitigation must achieve required LOS standard

Signalized Intersections

(Use intersection

LOS)

F

Always mitigate – delay must be maintained at “without development” level or improved



D – E

Mitigate if change in approach LOS occurred (i.e. C D) – “without development” LOS should be achieved


Non-signalized

Intersections

(Use worst approach

LOS)

F



Local Road Volume > 600veh/h per

direction Mitigation required – mitigation must reduce volume on local road (possibly changing land use, road network)


D – E

Mitigate if change in LOS occurred (i.e. C D) – “without development” LOS should be achieved


Links (Freeway, Arterials,

Collectors)

F






9.6 Level of Service Standards for Abu Dhabi

9.6.1 Maximum LOS standards have been defined for Abu Dhabi. These standards vary depending on the area as described in Table 9-9 below. The main aim of the standards is to ensure a reliable operation of the transportation network in Abu Dhabi and a consistent approach in evaluating development throughout the emirate.

9.6.2 Any variation from the set standards must be addressed following a formal appeal process to ensure a fair evaluation of all aspects of the developments.

9.6.3 The horizon year for applying the standards will be the opening year of the development with full build-out, assuming full occupancy.

Table 9-9 Level of Service Standards in the Emirate of Abu Dhabi

Area Maximum acceptable Level of Service

Abu Dhabi Central Business District (Abu Dhabi CBD) LOS E*

Non-CBD (entire emirate) LOS D**

Within new Masterplan developments LOS D

* In extreme circumstances exemption may be given by the DOT technical committee for maintaining the current delay or level of service (LOS) after optimizing the junction. The LOS will be evaluated per approach. Under no circumstances, will deterioration in the Level of Service be accepted.

** In extreme circumstances exemption may be given by the DOT technical committee for LOS E.




9.7 Software Requirements

9.7.1 All modeling software used, other than the listed below, must be approved by the Reviewer.

9.7.2 AA Sidra Intersection is the preferred software for the analysis of separate signalized intersections and roundabouts. For the analysis of networks of signalized intersections the software Trafficware Synchro should be used. However, either Sidra or Synchro must be used and must be set to use HCM algorithms.

9.7.3 Weaving analysis for ramps and merges should be undertaken using HCM procedures. The methodology applied must be clearly explained in the report. The Reviewer may require the Consultant to use micro-simulation to assess weaving and merges.

9.7.4 Where micro-simulation is required/ requested this should be done using PTV VISSIM or S-Paramics. For small networks a SimTraffic simulation may be sufficient. Validation data needs to be provided for the existing scenario, including GEH comparison of the traffic flows, a comparison of LOS and drawings showing the selected locations for the GEH test and the LOS comparison. 85% of the measurements must achieve a GEH ≤ 5.

9.7.5 Emme/3 is currently being used for strategic modeling in Abu Dhabi and should be used for all strategic modeling required.

9.7.6 Modeling outputs shall be provided in the appendix. Depending on the number of intersections analyzed, a softcopy of the outputs may suffice to avoid unnecessary prints (to be agreed with Reviewer). All modeling files must be provided as softcopy to the Reviewer.




9.8 Standard Parameters

9.8.1 Typical parameters to be used in the analysis are listed in Table 9-10 below. Any variations of these parameters need to be discussed and agreed with the Reviewer.

Table 9-10 Standard Parameters

Parameter Value

Peak Hour Factor PHF 0.95

Lane Utilization 0.95

Minimum Yellow Time 3 seconds

Minimum All Red Time 2 seconds

Ideal Intersection Capacity per Through Lane 1900 vehicles per hour

Ideal Intersection Capacity per Left/Right Lane 1500 vehicles per hour

Ideal Freeway Lane Capacity 2000 vehicles per hour

Proportion of Truck/ HGV Traffic

2% AM, PM Peak on Abu Dhabi island (during truck ban)

5% Evening Peak on Abu Dhabi Island, All Peaks off-island

10% All Peaks industrial areas

These are typical values, depending on location surveys may be requested by the Reviewer if appropriate

Internal Capture Depending on calculation based on ITE procedure, typically this would not exceed 20% in Abu Dhabi. For Transportation Masterplans up to 30% are considered possible.

Pass-by Trip Adjustment

Pass-by trip reductions generally can con only be applied to trip attractors (retail, restaurants etc.) that are being build on already existing infrastructure. In Abu Dhabi the following rates are considered maximum rates achievable (based on ITE):

Supermarket 30%

General Retail 20%

Shopping Mall 35%

Petrol Station 50%

Bank 50%




10 Strategic Transport Modeling Protocol

Once a TIS application has been submitted and reviewed, the Reviewer will determine whether a strategic transport modeling exercise is necessary. This would typically only apply to a TMP or some Standard TIS.

If it is determined that model forecasting is required, then an official application should be submitted to the DoT following DoT procedure for all modeling projects using the Transport Modeling Application Form. This application requires details on the scope of modeling work, development location, land-use, and model inputs and outputs requested.

The Transport Modeling Application Form should be filled in by transport consultants and submitted to the DoT Traffic Studies Section Head and copied to the DoT Transport Modeling Section contact person. The application is used to determine the extent of transport modeling required and the protocols to be followed.

The Transport Modeling Application Form will be provided by the DoT Modeling Section.

The DoT Modeling Reviewer will assess the application and determine the relevant modeling protocol from the following options:

Outsource Modeling

DoT In-house Modeling

Other

A description of each modeling protocol is provided below. Any violations to the modeling protocol process or reporting requirements would be counted against the transport consultant.

10.1 Outsource Modeling Protocol

10.1.1 Once this modeling protocol is selected, DoT will forward the request to the classified consultants for modeling work for their review and cost estimate if a suitable consultant has not already been identified. The proposals will be evaluated by DoT and the final selection will be communicated to the consultant or agency that has initiated the request.

10.1.2 All electronic modeling files (2 DVDs) and a summary report must be presented to DoT for review in order to gain approval of the modeling effort. The reporting requirements are detailed in the Outsource Modeling Report Checklist provided by DoT.

10.1.3 The DoT Network Coding Guide should be STRICTLY followed and any variations to standard model processes should be highlighted and justified.

10.1.4 The Statement of Liability section of the Modeling Report Checklist must be signed by a professional with a minimum of 6 years of experience with modeling work.




10.2 In-House Modeling Protocol

10.2.1 Once this modeling protocol is selected, DoT will confirm requirements and determine a suitable study area which will be mutually agreed on, working closely with the TIS Liaison Engineer/Reviewer. DoT will provide base scenario model input files (networks, socio-economic and land-use data) as the starting point for the transport consultant to refine input files for the development.

10.2.2 The consultant will be responsible for modifying the model input files and providing revised files and supporting documentation as detailed in the In-House Modeling Request Checklist provided by the DoT. The DoT Network Coding Guide should be STRICTLY followed.

10.2.3 The Statement of Liability section of the In-House Modeling Request Checklist must be signed by a professional with a minimum of 6 years of experience with modeling work.

10.2.4 Once the transport consultant provides DoT will all the required files containing model modifications for the study area, DoT will review the files and integrate with the larger strategic transport model covering the emirate of Abu Dhabi. The requested model scenarios will then be executed and model outputs produced, verified and transmitted to the transport consultant for further use in the overall TIS study.

10.3 Other Protocol

10.3.1 The DoT Modeling Reviewer may determine that none of the above protocols are applicable. In this case DoT will confirm requirements and determine a suitable modeling process working closely with the TIS Liaison Engineer/Reviewer.

10.3.2 This may be as simple as providing a screenshot of the existing modeled network or a more complicated methodology proposed due to factors related to the specific Modeling Application.

Appendix A Transportation Impact Study Application Form

Tracking Number (Project ID)

Assigned by DOT

Phone # Fax E-mail

Phone # Fax E-mail

Project Opening Date:

UPC Reviewer Name and Project Number

If "No" approval specify status:

Yes No Name

Date of approval

Yes No

Yes No

Yes No

Yes No

AM LT PM Peak Hr. Generator

In In In In

Out Out Out Out

Total Total Total Total

Level 1 Less than 100 Vehicle trips

Level 2100 to 2,500 Vehicle Trips

Level 3More than 2500 Vehicle Trips

DOT Parking Rates Dubai Trip GenerationManual (DTGM) ITE Other

Total Parking Supply= Total Parking Demand=

Transportation Impact Study (TIS)Application Form

Development Name

Developer Name:

Consultant Name: Pre Qualified Consultant Only

Phone, Fax, E-mail

Consultant Liaison Engineer:

Phone, Fax, E-mail

Development Location:

Developer Contact Name:

If yes please explain the reason for re-submittal:

Was a TIS/TMP submitted before: Yes No

Has the development been pre-approved by UPC/ADM: Yes No

TIS Level Based on Total Trip Generation for the highest peak hour (AM, LT, PM) without Applying any Reduction Factors

An Airport (within a 15km radius)?

Total Vehicle Trips Generated (in & out) for AM, LT, PM and peak hour generator as per Dubai Trip Generation Manual used without applying any reduction factors:

Public Transportation Mode (Bus, Tram, LRT etc.)?

Maritime Feature such as a Coast or a Lake or with proposed water transport?

Total Parking Supply within development boundaries

Please state the Reference Manual used to calculate Parking

Demand

Is the project located within an approved Development Master Plan, If yes, please state the name of the Master Plan:

A location plan with Land-use tables, densities and UPC/ADM approval (if available) must be attached (Land use Table must be shown as per Section E)

F - Parking Demand & Supply

Does the Development Contain or is it Adjacent to:

What is the proposed maximum building height? (meters)

If yes, state the date of masterplan approval, and the approving authority:

Is the land use consistent with the approved Master Plan?

Approving Authority

Project InformationC - Project Information

A - Traffic Consultant Information

E- Trip Generation Information

D - Master Plan Information

B - Developer Information

Appendix B Circulation/ Approval Plan Examples