Traffic and Parking Clause Samples

Traffic and Parking. Prior to approval of development at Cheakamus and South Base and any new parking spaces, the Developer will work with the Ministry of Transportation and the Resort Municipality of Whistler to complete Traffic Impact Assessments and address any demands that the development of these areas may have on traffic and the Function Junction/Highway 99 intersection.

Traffic and Parking. A Traffic Impact Statement submitted by the applicant was reviewed by engineering staff and determined to be acceptable. This statement found that the number of vehicle trips resulting from the proposed building addition are not expected to negatively affect traffic operations on the surrounding street network. The current entrance for the existing residential buildings will not change. The existing access is from the end of ▇▇▇▇▇▇▇▇▇ Court and is shared with the residential buildings at ▇▇ ▇▇▇ ▇▇ ▇▇▇▇▇▇▇▇▇ ▇▇▇▇▇. The supply of parking, including spaces for visitors, was a concern expressed through the engagement process. However, the Land Use By-law does not require on-site parking for visitors of apartment building sites and the proposal exceeds LUB requirements for the overall number of parking spaces provided. In terms of bicycle parking, the addition will include spaces for bikes as per LUB requirements.

Traffic and Parking. FJJH shall provide large sandwich board signage to indicate: “Market Entrance Only” to be placed by 8:45 am Saturdays at the Southern driveway;

Traffic and Parking. Traffic controls and lane closures shall be installed and maintained in accordance with the approved SHA traffic control plan. • Construction vehicles, including personal vehicles for workers, shall not use interior Town streets to access the site. All access to the site will be made from Connecticut Avenue driveway entrances unless otherwise approved by the Town Manager. • Vehicles leaving the site to travel northbound on Connecticut Avenue (prior to the installation of the Connecticut Avenue traffic signal) shall not turn onto ▇▇▇▇▇▇▇▇ Street. To implement these restrictions, ▇▇▇▇▇ Construction will (1) negotiate the inclusion of all traffic and parking restrictions from this agreement as exhibits to their subcontracting contracts; (2) hold preconstruction meetings with all trade partners informing them of the site access points and reminding them to ensure that all site traffic uses only approved streets; (3) provide reminder handouts to be shared with their drivers; and (4) institute penalties for demonstrably non-compliant and repeat offenders. • Construction vehicles, including personal vehicles for workers, must park on the building site. No construction vehicles, trailers or other equipment shall be parked or stored on Town streets or in the Town right-of-way. • Sidewalk closures and related detours along Connecticut Avenue shall be made in accordance with the approved SHA traffic control plan. • Construction of sidewalk connections and sidewalk bypass areas on Thornapple Street shall be coordinated with the Town. Barricades and advance warning signs shall be installed when the sidewalk is impassible. Work shall be scheduled so the duration of any sidewalk closure is as short as possible. • Utility connections and work in the Town right-of-way shall be approved by and coordinated with the Town. A travel lane shall be maintained during the work, and the road must be reopened at the end of each day. Unattended construction pits and trenches in the public right-of-way shall be clearly marked and covered. • No person shall store or allow an accumulation of refuse, excavation or construction debris, or any construction materials on any public right-of-way including, but not limited to, streets, sidewalks, curbs, gutters and grassy areas. Accumulation of mud or dirt must be removed from the public right-of-way daily. Public sidewalks must be kept passable at all times unless otherwise approved by the Town Manager. • Once the sanitary sewer line on Thorna...

Traffic and Parking. The London Plan (2011) policies 6.3, 6.9, 6.10 and 6.13 seek to regulate parking in order to minimise additional car travel and encourage use of more sustainable means of travel. Core Strategy Policy CS 1 R and draft policy 53 of the Development Management DPD, also seeks to provide a managed response to car use and traffic growth associated with new development. Policy T6 of the Harrow Unitary Development Plan (2004) requires new development to address the related travel demand arising from the scheme and policy T13 requires new development to comply with the Council’s maximum car parking standards. Residents have queried why a Transport Assessment (TA) was not provided with the application. Transport Assessments help to inform the Local Authority of the likely implications of a development. Although not a legal requirement, the Department for Transport (DfT) guidance on transport assessments suggest that a TA would be appropriate for this size of development but also that the need for a formal transport assessment is determined by the relevant local authorities. The Highways Authority have considered the application and are of the view that a transport assessment is unlikely to add to what has already been acknowledged in terms of some adverse traffic impact and possible mitigation measures. On this basis it is felt that a full transport assessment will be of little benefit in deciding on this planning application. At peak times, in the morning and afternoon, the existing school already results in short term, localised congestion, as parents and guardians drop off and pick up children from the school. This pattern, and impact, is repeated across the Borough, and across the Country. There is potential for and a likelihood that this disruption will increase, as the pupil numbers rise. A significant number of representations submitted, report a concern over the transport impacts of the development. Outside of this time, service vehicles and visitors to and from the existing and the proposed school are unlikely to give rise to significant interference of traffic using the surrounding roads. Given the local catchment of the school, the very limited scope to re-engineer surrounding roads to meet future demand, and the particular and individual patterns and circumstances of the parents and careers of pupils, the short term, localised impacts of these peaks are an inevitable and unavoidable disruption that has become part of London traffic’s character. There is ...

Traffic and Parking. During both public information meetings there was concern regarding the increase in traffic to the area and the potential for overflow parking on the neighbouring side streets. As part of the application, a Traffic Impact Statement (TIS) was completed. The TIS outlined that the site can be accessed at 3 points; at Simpsons Lane, Chebucto Road and at the intersection of ▇▇▇▇▇▇ Street and ▇▇▇▇▇▇▇ Street. The TIS further sets out that the subject property is close to various transit locations including the Mumford Transit Terminal. It was concluded that, due to the various accesses and the proximity to transit service, the proposed office addition would have a minimal impact on the existing traffic network. Regardless of the TIS, there were still several concerns from the public regarding the increase in traffic to the area, especially the effect on pedestrians. The subject property is located in close proximity to a seniors home and a junior high school. There is a sidewalk on the east side of ▇▇▇▇▇▇▇ Street and on both sides of ▇▇▇▇▇▇▇ Street. There are currently well marked crosswalks at the intersection of ▇▇▇▇▇▇▇ Street and ▇▇▇▇▇▇▇ Street. It was determined by the HRM Traffic Authority that changes to the street and pedestrian networks were not warranted at this time. It should also be noted that the majority of the pedestrian network that is not accommodated through HRM sidewalks is located on an adjacent property that is not subject to this application. Regarding concerns of insufficient parking, the proposed development agreement requires 720 parking spaces to be located within the parking garage. Staff are of the opinion that this quantity of parking is adequate. The Halifax Peninsula LUB does not require parking for commercial uses. Although there is no specific policy correlation in the MPS on this item, staff advise that the requirement is likely due to the urban context of peninsular Halifax and the minimized need for commercial parking in an urban area. During the public information meeting, it was suggested that on-site parking be provided at no cost to reduce the incidence of parking on the side streets. Although the applicant has committed to provide free parking to tenants for a period of time, this is not a matter which can be included within the development agreement.

Traffic and Parking. MFV’s shall follow all applicable traffic and parking rules and regulations. MFV’s shall park only in spaces designated by Town and shall not cause a safety hazard for pedestrian traffic or obstruct any public street, roadway or thoroughfare.

Traffic and Parking. The NPPF sets out the overarching planning policies on the delivery of sustainable development through the planning system. It emphasises the importance of reducing the need to travel, and encouraging public transport provision to secure new sustainable patterns of transport use. The London Plan (2011) Policies 6.3, 6.9 and 6.13 seek to regulate parking in order to minimise additional car travel, reduce trip lengths and encourage use of other, more sustainable means of travel. The Parking Addendum to Chapter 6 of The London Plan (2011) sets out maximum parking standards for new development dependant upon their use and level of public transport accessibility. Saved policies T6 and T13 of the Harrow Unitary Development Plan (2004) state that the Council should have regard to the transport impact of development and whether a proposal is likely to create significant on-street parking problems and potential highway and traffic problems. In broad terms this is an ideal location for the proposed uses given the ultra high level of public transport accessibility given the proximity of Harrow on the Hill train and bus stations combined with stringent parking controls over an extensive area which renders the site highly reliant on public transport which is of course encouraged and welcomed. The Council’s Highways Authority has advised that the proposed A1 retail and D2 gym use is unlikely to generate significant additional vehicle trips owing to continued linked trips generated by other and comparable destinations to and from this town centre location. Although there are other educational facilities within the proximity of the site, the proposed D1 educational use will be substantively dependant on public transport and will therefore be the most significant change to the current use profile. The existing underground car park consists of 96 parking spaces. It is proposed to restrain use of these spaces by allocating up to 10 spaces for disabled users of the facility with up to 30 secure and accessible cycle parking spaces within the basement area. The proposed level of cycle parking is below The London Plan (2011) standards, which require 1 space per 125 sqm food retail (5 spaces), one space per 110 staff and 20 visitors for gyms (5 spaces) and one space per 8 staff / students for colleges (60 in total), and so should be increased to a figure of at least 70 to cater for all of the proposed use classes, and so a planning condition is recommended to secure this. With th...

Traffic and Parking. If needed, we will work with you to locate and/or provide parking assistance.