Traffic Impacts Clause Samples

Traffic Impacts. Medway Grid agrees to work with Medway officials, including the Medway Chief of Police, to address both construction- and operations-phase traffic, and to include traffic mitigation as part of its Construction Management Plan. A. Medway Grid agrees to utilize Medway police details as may be required or directed by the Town during construction and operation of the Project to ensure the safety of the surrounding area. Any costs incurred by the Town to employ police officers to oversee the traffic during construction shall be paid for Medway Grid. Use of such details in connection with construction or operation of the Project or upon local public ways shall be subject to the rules and requirements of the Medway Chief of Police. B. During construction, any deviations from the Construction Management Plan must be submitted to the Medway Chief of Police for his approval, not to be unreasonably withheld. C. Medway Grid shall, following construction of the Project (but in no event later than six

Traffic Impacts. Determine the number of PM PHT impacting each impacted road/street.

Traffic Impacts a. Staff determined that a traffic study was not initially required for this application, but if there are concerns with potential ingress, egress, and off-site impacts from vehicular traffic, the County may request a traffic study as Section 9.15.4. of the Land Development Code contains such a requirement. . Egret ▇▇▇▇▇ ▇▇ is a 60ft wide private, unpaved easement that is maintained by the property owners. An agreement from the property owners along this road will be required. In driving the property I found that ▇▇▇▇▇ ▇▇▇▇▇ is only wide enough for one vehicle. It also has a blind curve. Both the insufficient driving lane width for two-way traffic and the blind curve make this access insufficient for ingress and egress for an event venue and present public safety concerns.

Traffic Impacts. This PPS is for residential and commercial development. The table below summarizes trip generation in each peak hour that will be used in reviewing traffic and developing a trip cap for the site: Strip Retail 13,500 sq. ft. 21 14 35 48 48 96 - 50% Pass-by -11 -7 -18 -24 -24 -48 Proposed Multifamily 175 units 18 73 91 68 37 105 Strip Retail 15,000 sq. ft. 23 15 38 52 52 104 - 50% Pass-by -11 -8 -19 -26 -26 -52 Net Primary Trips for 4-21055 30 80 110 94 63 157 The sector plan requires that traffic counts be averaged, as indicated by the following standard: “Within the Central US 1 Corridor Development District, the transportation facilities adequacy standard shall be Level of Service E, based on the average peak period levels of service for all signalized intersections in three designated segments of the Central US 1 Corridor.” The site falls within the segment between Campus Drive and Guilford Drive. Each traffic count is grouped together and averaged with other signalized intersections within the segment, as defined by the sector plan to determine adequacy. This procedure is explained in the Guidelines on pages 31 and 32. The study area includes the following signalized intersections: • US 1 and Campus Drive • US 1 and Hotel Drive • US 1 and ▇▇▇▇▇▇▇▇▇▇▇ Drive • US 1 and Fraternity Row • US 1 and College Avenue/Regents Drive • US 1 and ▇▇▇▇ Road • US ▇ ▇▇▇ ▇▇▇▇▇▇▇▇ ▇▇▇▇ • US 1 and ▇▇▇▇▇▇▇ Road • US 1 and Guilford Drive Additional intersections, ▇▇▇▇▇▇▇▇ Road/Site Access, ▇▇▇▇▇▇▇▇ Road/Yale Avenue, and Yale Avenue/Site Access are included in the study area as all-way, unsignalized intersections. The procedure for unsignalized intersections is not a true test of adequacy, but rather an indicator that further operational studies need to be conducted, and the standards are explained below: For two-way stop-controlled intersections, a three-part process is employed:

Traffic Impacts. The TIS identified certain improvements necessary to the Refugee Road/Mink Street intersection, the Refugee Road/Etna Parkway intersection and the Refugee Road corridor connecting those two intersections (collectively, the “Road Improvements,” as further described in Exhibit B attached hereto and incorporated herein by this reference. It is estimated that the total cost of the Road Improvements will be $10 million - $12 million, with private partners (including the Developer) collectively responsible for approximately $4 million of the total cost (the “Private Partner Costs”), and the City and Etna Township (Licking County), Ohio (collectively, the “Public Partners”) responsible for the remaining amount, not to exceed $7 million (the “Public Partner Costs”). In no case shall the City of Pataskala’s Share exceed $3,500,000, regardless of the total actual cost of the Road Improvements.

Traffic Impacts. The study area is serviced by the Thika Super highway connecting Nairobi and Thika towns. More proximal to the footprint are the Thika-Gatundu road, Thika- Limuru road, Nairobi Northern Bypass and many other access roads to the coffee estates, residential and industrial sites. During construction phase, various trucks will be expected to deliver materials and structure at various sections of the project footprint. Other personnel vehicles and heavy equipment will also be using these roads, especially the access roads. The risk of injuries from road traffic accidents will increase during civil construction work associated with the movement of equipment and people by road. The increase in traffic could also create noise, dust and safety (including injury or even death due to accidents) impacts for other road users and people living or working within close proximity to the roads on the selected transport routes. This will particularly be the case if informal traders and Motor Cycle taxi riders best known as Boda bodas increase their presence around Project access roads and sites. Mitigation/Management Measures • During construction, arrangements and routes for abnormal loads (if required) will be agreed in advance with the relevant authorities (Kenya National Transport Safety Authority, NTSA and Kiambu County government) and the appropriate permit will be obtained for the use of public roads. However, it is anticipated that transport will be carried out with standard containers. • The Contractor will develop a Traffic Management Plan covering vehicle safety, speed limits on roads, driver and passenger behaviour, use of drugs and alcohol, hours of operation, rest periods and location of rest stops and accident reporting and investigations. • The Contractor will require Project drivers to be trained in defensive driving within the previous 3 years. • All vehicles used for the project should be regularly serviced and maintained. • Speed limits (of less than 30 km/h) should be adhered to on the Project site. • The Contractor will undertake consultations with communities along key transport routes to inform them about the potential for increased traffic movements prior to any changes, put up road signs such as “Heavy Trucks Turning Ahead” and warn Boda Bodas and other vehicle users along the project access roads of danger/ risk of accidents occurrence ahead. • A grievance procedure, as outlined above, will be established whereby any complaints by neighbours or aff...

Traffic Impacts. Determine the number of PM PHT impacting each transportation facility.

Traffic Impacts. The Company or its designee shall: (i) design, engineer, and construct, or cause to be designed, engineered, and constructed, a southbound left turn lane, at its sole cost and expense, from Etna Parkway into the Project Site pursuant to City specifications, with construction to commence no later than ___________. The Company agrees to grant, at no cost, to the City whatever rights-of-way or easements are necessary to construct , operate, and maintain the turn lane, as determined necessary by the City. Once constructed, dedicated, and accepted, this turn lane shall be maintained as a City public improvement. The City agrees to accept this turn lane upon dedication, contingent to City's plans and specifications being met. , or as otherwise mutually agreed to by the City and the Company, and (ii) pay the equivalent of a traffic impact fee calculated at a rate of $0.64 per square foot of the building at the Project Site. This fee must be paid in advance of, and is a contingency of being issued, and payable at the time of the issuance of the building permit for the Project.

Traffic Impacts. The lands of the proposed development connect to Sackville Drive, a two lane rural roadway with gravel shoulders and open ditches, where two abandoned roadway intersections with Sackville Drive and Highway 101 still exist. The Traffic Impact Study submitted in support of the application notes the easternmost access is proposed to be modified to meet Sackville Drive at an approximate 90 degree angle on the outside of the curve which will provide adequate visibility on Sackville Drive to the intersection for the posted speed limit. The western abandoned road intersection will be removed and replaced by a trail connecting to Sackville Drive. The study concludes that the number of site generated trips are low as are Sackville Drive volumes and the site generated trips are not expected to have any significant impact to the performance of Sackville Drive. Staff concurs with this summation and has accepted the study. Nova Scotia Transportation and Infrastructure Renewal (NSTIR) has reviewed the Traffic Impact Study prepared in support of this application and has accepted the report. The common shared private driveways (approximately 650 metres length in total) within the site are to be designed to a standard as scheduled in the proposed development agreement. Although the common shared private driveways are to be owned and maintained by the condominium corporation, the standard for the design of the driveways was established to ensure adequate travel width and support of emergency vehicles and HRM waste collection vehicles. A classic open space design development as conceived under the provisions of the 2006 Regional MPS allows for the development of 40% of the property with the remaining 60% of the property to be retained as common open space to be reserved for conservation and passive recreational uses. A large part of the proposed common open space on this site is made up of wetland areas and the riparian buffer almost equal in area to the non-wetland and buffer area. No development will be permitted within the common open space except for limited private trail development. Ownership of this development will be through condominium corporations. A condominium is more traditionally applied to a multiple unit building, however, under the development agreement individuals will own their individual units and will be responsible for their upkeep. The condominium corporation will be responsible for the maintenance of all other aspects of the development, including th...