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.
Traffic Impacts. Work with Park City to review and create an incentive program for attendees that take alternative modes of transportation. TCS and Park City will determine a traffic baseline, and provide plan to lessen vehicle impacts annually.
Traffic Impacts. Determine the number of PM PHT impacting each impacted road/street.
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: TRIP GENERATION SUMMARY: 4-21055 TERRAPIN STATION AM Peak Hour PM Peak Hour Existing Land Use Quantity Metric In Out Total In Out Total Single-Family 1 units 0 1 1 1 0 1 Strip Retail 13,500 sq. ft. 21 14 35 48 48 96 - 50% Pass-by -11 -7 -18 -24 -24 -48 Total Existing Trips 10 10 20 26 25 51 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 Total New Trips 30 80 110 94 63 157 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 Xxxxxxxxxxx Drive • US 1 and Fraternity Row • US 1 and College Avenue/Regents Drive • US 1 and Xxxx Road • US 0 xxx Xxxxxxxx Xxxx • US 1 and Xxxxxxx Road • US 1 and Guilford Drive Additional intersections, Xxxxxxxx Road/Site Access, Xxxxxxxx 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 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. Common Open Space 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. Common Ownership/Shared Services 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...
Traffic Impacts. Traffic impacts have been monitored and data collected throughout the DND retaining wall replacement project. Traffic conditions in this area are difficult to model due to the number of buses stopping in traffic, high number of heavy vehicles, and narrow lanes that do not make it comfortable for vehicles to drive side by side, therefore impacting the road capacity. One of the main impacts of the proposed lane reconfiguration to traffic is queue length. To understand the queue lengths with the construction encroachment in place, time lapse cameras were installed along Barrington Street during the last week of May 2018 for the inbound direction, and the 3rd week of June 2018 for the outbound direction to capture queue lengths. Pictures were taken at 5-minute intervals between 6am and 7pm for multiple weekdays. Observing queues in the inbound direction, time lapse cameras were installed on Barrington Street at Devonshire Avenue, Xxxxxx Street, Glebe Street, and just south of the Mackay Bridge (2.8 kilometers north of the intersection of Barrington Street and North Street.) Photographs from the time lapse cameras demonstrate that on a typical weekday, the inbound queue reached or exceeded the camera near the Mackay Bridge from approximately 08:30 until 09:05, indicating a queue length up to 2.8km or longer for approximately 35 minutes. In the outbound direction, a similar approach was taken with time lapse cameras installed on Barrington Street just south of the Xxxxxxxxx Bridge ramp, at Xxxxxxx Street, and at Cornwallis Street. Photographs from the time lapse cameras demonstrate that on a typical weekday, the outbound queue reached or exceeded the camera at Cornwallis Street from approximately 16:15 until 17:30, indicating a queue length up to 800m or longer for approximately 75 minutes. This is mostly caused by the vehicles queuing from the Xxxxxxxxx Bridge ramp.
Traffic Impacts. The Company or its designee shall:
Traffic Impacts. 2.2.1 A preliminary Traffic Impact Assessment (TIA) was carried out in July 2013. Preliminary Temporary Traffic Arrangement (TTA) Schemes have been developed to facilitate the proposed construction works. The potential traffic impacts of the proposed works on the existing road network were assessed. The results indicate that with the proposed TTA Schemes, most of the road networks and junctions will have adequate capacity to facilitate the construction works.
Traffic Impacts. A Traffic Impact Statement (TIS) was prepared by the applicant to evaluate potential impacts of the proposed development on adjacent streets and intersections. The TIS was reviewed by HRM Traffic Services and no issues were identified. Traffic Services has accepted the conclusion of the TIS. The proposed development will not have negative impact on the existing road network and access and egress to the site is acceptable.
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...
