scientology north sydney ao project traffic study
TRANSCRIPT
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GTAconsultants
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Client
/
Church of
cientology
Australia
Office
/
NSW
Reference
/
14S1526000
Date
//
07/10/14
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8/10/2019 Scientology North Sydney AO Project Traffic Study
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126 reville
Street,
Chatswood
Proposed
Church
of
Scientology
Traffic
Impact
Assessment
Issue:
A
07/10/14
Client:Church of
Scientology
Australia
Reference: 14S1526000
GT
A
onsultants Office:NSW
Quality
Record
Issue Date
Description Prepared
By
Checked
By Approved By Signed
Jason
Rudd
J
A i
7/10/14
Final
Oasika Faiz Michael
Lee
z
GTAonsultonts
GTA
onsultonts
NSW)
ty
LId
2014
The
informotion
contoined
in
this document
s
confidential
and
intended
solely
for
the
use
of the
client
for
the
purpose
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which
t
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been
prepared
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epresentation
s made
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s to
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mplied
as
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any
hird
party.
Use or
copying
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his
document
n
whole
or
n
part
without
the written
permission
of
GTA
onsultants
constitutes
an
nfringement
of
copyright.
The
ntellectual
property
contained
in
this
document
remains the
property
ofGTA onsultants.
oee
I
k J ; t I i t r
009001
TAconsultants
MElflOURNE
YDNEY
RISBANE
CANBERRA
ADELAIDE GOLD OAST OWNSVILLE
www.gta.com.au
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Table ofContents
1
Introduction
2
Existing
Conditions
2
2 1
Site
Description
2
2 2
Previous ite Uses
2
2 3 Road Network 3
2 4
Public
ransport
3
2 5 Pedestrian
and
Cycle
Infrastructure 3
2 6
x i s t i n g
Traffic Volumes
3
Proposed
Church
of
Scientology
F a c i l i t y
7
3 1
Overview
of
Proposed Development
7
3 2
Proposed
Bus
a c i l i t y
7
4
TravelBehaviour
9
4 1
V i s i ta t io n Accumulation
9
4 2
Travel
Modes
11
4 3 Traffic Generation
12
5
Traffic
Assessment
13
5 1 Traffic
Generation
13
5 2
Intersection
Performance 13
5 3 Residential Street Environmental
Capacity
14
6
Parking
Requirements
15
6 1
Parking
Assessment 15
6 2
Parking
Layout
and
Access
16
7
Conclusion 17
Appendices
A:
Proposed
Bus
a c i l i t y
Layout
Plan
B:
Architectural
Car
ark
Layout
Plans
Figures
Figure
2 1:
Figure
2 2:
Figure
2 3:
Subject
Site and t s Environs
Cycle
Network
x i s t i n g
Peak
Hour
Counts
2
5
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126 reville
Street
Chatswood
roposed
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Figure
3.1:
Figure
4.1:
Figure
4.2:
Figure
4.3:
Figure
4.4:
Figure
4.5:
Tables
Proposed
Bus
Drop
Off
/
Pick
Up
a c i l i t y
Visitation Accumulation
Staff
Travel Modes
6
May
Parishioners TravelModes
6
May
Staff
Travel Modes
8
May
Parishioners TravelModes
8
May
8
10
12
12
12
12
Table
2.1:
Table 4.1:
Table
4.2:
Table
4.3:
Table 4.4:
Table 5.1:
PeakHourMidblock
Traffic
Flows
Visitation
Accumulation
Friday
16
May
2014
Visitation
Accumulation
Sunday
18May
2014
TravelModes
riday
16
May
2014
TravelModes
unday
18
May
2014
Fullers
Road Greville Street
nalysis
Results
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Assessment
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126 Greville
Street.
Chatswood
roposed
Church
f
Scientology
6
9
10
11
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2.
E x i s t i n g
Conditions
2.1
Site
Description
The
ite ofthe
proposed
Church
s located
at 126
Greville
Street
and23 5
Millwood
Avenue
Chatswood and s situated
within
the
Willoughby
Local
Government
Area.
Properties
surrounding
the ite
predominantly
include
residential
uses
to
the
south and
east.
and
bush
land
to
the
north andwest.
The
location
ofthe
subject
site and t s
surrounding
environs
are
shown
n
Figure
2.1.
Reproduced
ith
permission
from
Sydwoy
ublishing
Pty
LId
2.2
Previous ite
Uses
The
ite
at
126
Greville Street
was
reviously
occupied
by
the
National Acoustic
Laboratory NAL)
and
a
umberof related
tenancies
including
medical research. The
NAL s
the
research
division
of
Australian
Hearing
which s
a
tatutory Authority
underthe
Commonwealth
Department
of
Human ervices.
At
t s
peak
the
NAL
employed
some
70
esearches/staff
on
he Greville
Street
ite.
However
NAL
have relocated t s research
operations
tothe
Macquarie niversity
Campus
n
North
Ryde
and
the ite
i s
currently
unoccupied.
I t i s noted that
the
ite
was
ecently
rezoned
forlow
ensity
residential
uses.
This
zoning
would
accommodate
some
0 esidential
dwellings.
As
part
of
the
NAL
f a c i l i t y
the ite includes
an
xisting
multi-deck
car
ark
with
the
capacity
to
accommodate
some
36
vehicles.
There
are
ix
additional
parking
spaces
located
adjacent
to
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Greville
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the
main
entry
in
the
forecourt.
Vehicle
access
o the
existing
on
ite
car
ark
s
provided
via
Greville
Street
with
internalroad connections.
The
development
ite also includes two
existing
residential
dwellings fronting
Millwood Avenue.
Both
these
properties
have
on
ite
car
parking garages)
hich
are
serviced
by
individual
property
driveways
at
Millwood Avenue.
2.3 Road Network
Fullers Roadand
Millwood
Avenue
Fullers Road and
Millwood Avenue
are
classified
as
tate
Roads
Route 38).
In
the
i c i n i t y
of
the
site,
Millwood
Avenue
s
aligned
in
a
orth-westtosouth-east
direction. t i s
configured
as
a
wo-
way
road
with
one
raffic
lane
n
each direction.
Fullers
Road
s
a
our
lane
configured
road
that
allows
access
o
the
ite via Greville Street
and
s
aligned
in
an
ast-westdirection to
the east ofthe Greville
Street intersection.
Kerbside
parking
i s
prohibited
on
ullers Road andMillwood
Avenue.
Greville Street
Greville
Street s
a
ocal
residential
street
that
provides
site
access
o the
ubject
ite
plus
other
residential
properties
fronting
onto
t I t
connectsto ullers
Road
hich
becomes
Millwood
Avenue
to the
west
of Greville Street.
In
the
i c i n i t y
of the
ite,
Greville
Street s
aligned
in
a
orth-
south
direction.
A ombination of restricted and
unrestricted kerbside
parking
i s
permitted
on
Greville Street.
North of
Millwood
Road/Fullers
Road
reville
Street
has
a
ealed roadwidth of
approximately
7
etres.
With
car
parking
permitted
on
oth
sides
of
the
treet.
the available road width
permits
a
ingle
travel
along
reville Street.
The Millwood Road-Fullers
Road-Greville Street intersection s controlled
with
traffic
signals.
2.4 Public
Transport
The
ubject
ite i s located
approximately
1.8km westofChatswood Station. Bus
tops
are
located
within
walking
distances tothe
ubject
ite
along
Millwood Avenue
and ullers Road. These
bus
stop s
service the
ollowing
bus
routes:
Sydney
Buses
545 hatswood to Parramatta
Sydney
Buses
256 hatswood
West
to
Chatswood
Sydney
Buses 550
hatswood
to
Parramatta.
These bus
tops provide
11
services
during
the
morning
peak period
from
7:00am
to
9:00am)
and
12
services
during
the afternoon
peak period
from
4:00pm
to
6:00pm)
ith
route 545
being
the
most
requent.
2.5
Pedestrian
and
Cycle
Infrastructure
The ite contains
some
rovisions
for
alking
with
public
footpaths
available
n
the
i c i n i t y
of
the
site
on
illwood
Avenue
and Greville Street.
Along
Greville
Street
a
ootpath
s
available
on
he
eastern side ofthe Greville Street.
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reville
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The ite
i s well
situated for
ycling
with
an
n-road
cycle path
on
ullers
Road
and
a
hort
off road
path
n
the
i c i n i t y
of
the Greville
Street
and ullers
Road ntersection.
Figure
2.2
llustrates the
cycle
network
around
the
ubject
site.
Figure
2.2:
~ l I l I L
,/
:.:.~=a____.
It
> .
Charswaad
I,SiWOiJD
-FCLUB
.na
J
L
2.6
x i s t i n g
Traffic Volumes
Intersection
turning
movementcounts
were
onductedat the
ullers Road ntersection
with
Greville
Street
on
hursday
22
May
and
Saturday
24
May
014. On
hursday,
the
survey
periods
were
etween
7:00am
and
0:00am,
andbetween
4:00pm
and
0:00pm.
On
aturday,
he
survey
period
was
etween
11
:OOamand
:OOpm.
The
peak
hour
lows
from each f the
survey
periods
are
presented
n
Figure
2.3.
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ssessment
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126
reville
Street,
Chatswood,
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Figure
2.3:
Existing
Peak
HourCounts
[7]
(8)
5
:::
[1004] (875)
1130
[7]
(10)6
Q)
-
.....
V)
Q)
S
~
(9
-.0
5
( .I
~....
~~~
~
~-co
~
.0 0
) ( . I
f
Fullers
Road
0(10)[14)
065
(1209) 1078]
3(17)[17]
~~li)
~-( f )
0
: : 9 : : 0
U)~:::::
co
10(10)[10] Weekday
AM
(WeekdayPM) Saturday]
Peak
Hour
raffic
Flows
I n
addition,
7-day
automatic
tube
counts
(mid
lock traffic
flows),
from
20 o26
May
014,were
alsoconducted at the
following
locations:
o
Greville
Street
near
the
driveway
to the
subject
ite
o
Fullers Road
j u s t
east of Greville
Street
o
Millwood
Avenue
near
o. 5.
The
summary
esults
are
resented
in
Table
2.1.
5
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Greville
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Table 2.1:
PeakHour
Midblock
raffic Flows
Locations
NB/EB
SB/WB
2-Way
Greville
Street
Weekday
Morning
Peak
8:00am-9:00am)
17
24
42
Weekday
Evening
Peak
5:00pm-6:00pm)
21
22 44
Weekday
Late
Evening
Peak
9:00pm-10:00pm)
7 4 11
Saturday
Peak
11:00am-12:00pm)
45 60
105
Fullers
Road
Weekday
Morning
Peak
7:00am-8:00am)
1,285 1,157 2,442
Weekday
Evening
Peak
4:00pm-5:00pm)
999
1,390 2,389
Weekday
Late
Evening
Peak
9:00pm-10:00pm)
322 584 906
Saturday
Peak
11:00am-12:00pm)
1,185 1,145
2,330
Millwood
Avenue
Weekday
Morning
Peak
7:00am-8:00am)
1005 1,035 2,040
Weekday
Evening
Peak
4:00pm-5:00pm)
1,131
822
1,953
Weekday
Late
Evening
Peak
9:00pm-10:00pm)
503
294 797
Saturday
Peak
11:00am-12:00pm)
901 945
1,846
From
theabove raffic
data,
ullers
Road
carriesthe most raffic
in
the
i c i n i t y
of the
ubject
site.
t
has
a
eak
hour
two-way
flow of
some,400
vph.
Millwood
Avenue has
l i g h t l y
lower raffic
flows
at
2,000
vph
and reville
Street
has
the least raffic
at
approximately]
0
ph
which
nly
occurson
aturday).
In
addition,
the
raffic
surveys
indicate
thatthe
raffic flows
on
hese roads
uring
the
weekday
late
evening
peak
eriod
9:00pm-] :00pm)
were
pproximately
40
per
cent
of the
weekday
peak
hour
raffic
flows
on
ullers
Road
and
Millwood
Avenue
and
25
per
cent
of
the
weekday
peak
hour raffic flows
on
reville Street.
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reville
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3.
Proposed
Church of
Scientology
F a c i l i t y
3.1
Overview
of
Proposed Development
The current
ecclesiastical
management
ffices for
the Church
of
Scientology
in
Australia andthe
Asian Pacific
region
are
ocated
n
Dorahy
treet,
Dundas.
The
Dundas ite
has
approximately
210 taff
residing
on
he
premises.
Some
90
f those taff members
urrently
work
at
the
Dundas
site,
with
the remainder
working
at the current
theological
college
Church
a c i l i t y
atGreek
treet,
Glebe.
n addition
to
taff,some
00
arishioners
attend the Church s Greek
treet
a c i l i t y .
The Church
s
seeking
to
relocate their administration offices to
a
new
a c i l i t y .
The
new
a c i l i t y
would
alsoaccommodate
a
heology
college
to
replace
t s
existing
Glebe
a c i l i t y .
I t i s
proposed
that
the
new
a c i l i t y
would
accommodate
up
to
290
dministration staff
(who
ill
continue
to
reside
at
the
Dundas
f a c i l i t y
and
some
70
arishioners.
The
new
a c i l i t y
i s
proposed
to
accommodate uture
anticipated
growth
of the Church.
The
new
a c i l i t y
i s
proposed
tobe
located
on
he
subject
site
of
126Greville
Street,
Chatswood.
The
proposal
involves the
adaptive
re-use
of
the
existing building
on
he ite
and
existing
car
parking
structure
toaccommodate
he
proposed a c i l i t y .
The
existing configuration
of
car
parking
spaces
ithin
the
car
ark
would
largely
be
etained
in
i t s
current
form.
I t i s
proposed
thatthe
new
a c i l i t y
will
operate
seven
ays
a
eek
from 8:30am
to
9:30pm.
The current
dwelling
at No.25
Millwood Avenue
s
intended
to be
demolished
to make
way
for
a
new
edestrian
entrance
l i n k i n g
the ite to
a
roposed
bus
stop
a c i l i t y
on
illwood Avenue
see
discussion
below).
The
dwelling
at
No.
23would
be
retained
and
used
asa
aretaker s
residence.
At
present,
No.25Millwood Avenue
s
accessed
via
a
one
way
access
ith
separate entry
and
exit
driveways
ff Millwood
Avenue.
his
arrangement
would
be retained to
provide
access
or
No.
3.
The
entry driveway
would
tilise
the
existing
driveway
for
No.
25
Millwood Avenue
andthe
proposed
exit
driveway
would
be relocated toaccommodate he
new
us
drop-off a c i l i t y .
The
driveways
ill
be
configured
to
permit
left-in and
eft-out
traffic movements
from
andto
Millwood
Avenue.
3.2
Proposed
Bus
a c i l i t y
The Church
owns
nd
operates
a
umber f
standard ize
(12.5m
ong)
buses
with
typical
seating
capacity
of
some
0
passengers.
The Church
proposes
to
tilise
these buses to
transport
ts staff toand
from
the ite
from
the
Church s
provided
accommodation
at
the Dundas ite.
Staff would
be
dropped
offand
picked
up
at the
proposed
bus
drop
off
a c i l i t y
on
illwood
Avenue
throughout
the
day.
As the Church
owns
nd
operates
the
buses,
t
i s
able to
control
the rrival of the buses to
ensure
that the
buses
would not create
anyunnecessary
congestion
issues
within
the
bus
a c i l i t y
and
the
adjacent
Millwood Avenue. As
such,
he
Church
ill
manage
the rrival of the buses
such
that
not
more
han
one
uswould
be
on
ite
at
any
iven
time.
The
proposed
bus
a c i l i t y
would
accommodatetwo
bus
bays.
The bus
bays
would
be
staggered
from each
other
ff
Millwood
Avenue
to
enable
independent
peration
of
public
buses. The
proposed
bus
drop
off
a c i l i t y
i s shown
n
Figure
3.1.
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Greville
Street,Chatswood
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Figure
3.1:
Proposed
Bus
Drop
Off
/
ick
Up a c i l i t y
.~
~arm
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1
,
. r ~ i f a
E
:>
o
o
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o
5
100
~
: ; :
o
7:00 8:00
9:00
10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00
22:00
23:00
Time
of
Day
At
any
iven
time,
the
maximum
accumulation of taff and
arishioners
would
be
some
20 taff
and 87
arishioners.
These
occur
rom9:00amto
9:00pm.
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4.2
Travel Modes
The
questionnaire
surveys also
asked
the
respondents
heir
method
of
travel
i . e .
travel
modes)
to
the acilities The results
are
tabled
in
Table 4.3
andTable
4.4.
The results
are
lso
presented
graphically
in
Figure
4.2
to
Figure
4.5.
Table
4.3: TravelModes
riday
16
May
2014
Dundas
it e
Glebe
it e
Combined
Travel
Modes
Staff
Par ners Total
Staff
Par ners Total Staff Par ners
Total
Live
on
ite
83
83
83
83
Car river
6
23
29
6
23
29
CarPass
8
1 9
8
9
Dropped
Off
Taxi
2 2
2 2
Motorcycle
1
2
1
2
Train
Bus 98 10
108
98 10
108
Cycle
1
Walk
7 47
54
7 47
54
Total 83 83
121
84 205 204 84 288
Par ners
denotes
arishioners
Table
4.4:
TravelModes
unday
18
May
2014
Dundas
it e Glebe it e
Combined
Travel
Modes
Staff
Par ners
Total
Staff Par ners
Total Staff
Par ners
Total
Live
on
ite
86
86
86
86
Car river
4
31 35
4
31
35
CarPass
6 7
6 7
Dropped
Off
1
1
Taxi
Motorcycle
5 5 5 5
Train
1
1
Bus
111
7 118 111 7 118
Cycle
1
1
Walk
4 44
48
4 44
48
Total 86 86 120
96
216 206
96
302
Par ners
denotes
arishioners
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Figure
4.2:
Staff Travel
Modes
6
May Figure
4.3:
Parishioners
Travel
Modes
6
May
walk,
3
CuPas.s,l
Ta)(
,2
Car
PaS5,
4
Figure
4.4:
Staff TravelModes
8
May
Figure
4.5: Parishioners
Travel
Modes 8
May
Walk,2
Train,1
From the
questionnaire
surveys,
the vast
majority
of taff
either
ive
on
he ite
or
travelled
by
private
bus.
In
relation to the
parishioners, they
travel tothe ite
either
by
private
car r
alk.
4.3 Traffic
Generation
From the
above,
he
combined
acilities
are
expected
to
generate
some
2 ehicles
per
day
(vpd) uring
a
eekday
and
some
6
pd during
a
eekend
day.
This
equates
to
approximately
20
ph
during
the
busiest
hour
(which
s
the
weekday
morning
peak
hour from 9:00am o
10:00am).
The
weekday
and weekend ate
evening
periods
(9:00pm-10:00pm)
would
generate
similar traffic flows
at
approximately
18
vph.
The traffic
generation
s
largely
related
tothe
parishioners.
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5.
Traffic
Assessment
5.1
Traffic
Generation
As
indicated
in
Chapter
3,
the Church s acilities atDundasandGlebe
ill
be relocated to
the
Greville
Street,
Chatswood ite.
The
combined
church
acilities
are
expected
to
generate
approximately
20
ph
during
the busiest hour and the
weekday
and weekend late
evening
periods
9:00pm-1
0:00pm)
would
generate
imilar traffic
flows
at
approximately
18
vph.
In
addition,
the
proposed a c i l i t y
would
alsoaccommodate dditional
taff
increasing
from
approximately
from
210 taff
to
290
s t a f f )
and
arishioners
from
100
arishioners
to 170
parishioners).
Given
that taff
would
be
ransported
to/from
the ite
using
buses,
t
i s
not
expected
that
the
increase
n
staff
numberswould
esult
in
additional
raffic.
At
any
rate,
an
additional 10
vph
has
been included
n
the
analysis.
In
relation tothe
expected
increase
n
the number
of
parishioners,
his
represents
an
ncrease of
approximately
240
per
cent
(based
on
a
aximum
accumulation of
71
parishioners
from
the
visitation
survey
during
a
ypical weekday
see
iscussion
in
Section
4.1
and Table
. 1 ) .
Therefore,
the
expected
raffic
generation
dueto
the
parishioners
would
alsoincrease
proportionally.
Therefore,
the revised
peak
hour
raffic
generation
would be
approximately
50
ph
during
the
weekday
morning
peak
hour and
42
vph
during
the
weekday
and weekend late
evening
periods.
In
addition,
therewould be
some
Obus
movements
per
day.
Therefore,the
total
expected
raffic
generation
would
be
approximately
70
ph during
the
busiest
peak period.
A raffic
count rom December
2006
estimated thatunder
t s
previous
use
the
ite had
the
potential
to
generate
some
70
vph
during
the
peak
periods
should
the ite continue
to
operate
at t s f u l l
capacity
of
470
s t a f f ) .
The
surveyed
raffic
generation
flowsof the
ite
with
280 taff
being
the
taff
number
atthe time of the raffic
survey)
t l l exceededthe
expected
development
raffic of
70vph
forthe
ubject
proposed development.
Separately,
the
proposed development
would
generate l i g h t l y
more
raffic
than the current
approval
or
the
ite
i . e .
60
esidential
dwellings
which
s
expected
to
generate
some
1
vph).
However
he
difference
being
19
vph)
s
not
expected
to
create
any
aterial difference.
5.2 Intersection
Performance
An intersection
capacity nalysis
of the GrevilleRoadintersection
was
onducted
using
the
computer
nalysis
program
SIDRA.
The
analysis
was
onductedfortheabove three
peak
periods.
The
analysis
was
onducted or
xisting
traffic conditions
as
ell
as
future raffic
conditionsbased
on
he
expected
raffic
generation
from
the
proposed development
as
discussed above.
I t
i s noted that
RMS
uses
level of service
LoS)
asan
ntersection
performance
measure
o
determine
how
fficient
an
ntersection s
operating
under
a
iven
setof
prevailing
traffic
conditions.
The
level of service
ranges
from
LoSA
indicating good
intersection
performance
to
LoS
F
indicating
the
intersection
s
operating
unsatisfactorily
and
ill
require
intersection
upgrade.
LoS
D
s
the
long
term
desirable
performance
level.
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The esults
are
presented
n
Table
5.1.
Table
5.1:
Fullers
Road-Greville
Street
nalysis
Results
Weekday Morning Weekday vening Saturday
Peak
Ave.
Ave.
Ave.
Vehicle LoS
Vehicle
LoS
Vehicle
LoS
Delay Delay Delay
E x i s t i n g
Condition
5
A
3
A
3
A
Future Condition
11
A
5
A 4 A
The
nalysis
indicates
that the
ullers
Road-Greville
Street intersection s
operating
satisfactorily
with
good
level
of service
under
existing
traffic conditions.
With
theadditional raffic
arising
from
the
proposed development
on
he
ubject
site,
the
intersection
would
continue to
operate
atisfactorily
in
the
future.
The
future
levelof ervice
would
emain
the
sameas
hat
under
existing
traffic
conditions.
5.3
Residential Street Environmental
Capacity
RMS raffic
generation guidelines
recommend
a
esirable
peak
hourvolume f200
ph
with
a
maximum f300
vph)
as
an
nvironmental treet
capacity
goal
orlocal
residential streets.
Residential
streets
having
peak
hour
volumes
n
excess
f these
imits
would esult
in
loss of
local
street
amenity
and
afety.
The current
maximum
peak
hour raffic volume orGreville
Street s
some
05
vph t h i s
maximum
peak
hour flow
occurs
uring
a
aturday peak
eriod).
The
proposed development
s
expected
generate
some
0
car
ovements
per
hour
uring
the busiest
period
along
Greville Street. These
vehicle
movements
are
associated
with
parishioners
arriving
and
departing
theon-site
car
parking
f a c i l i t y
via
the Greville
Street
driveway.
As
uch,
hefuture
peak
hour
raffic
volume
on
Greville
Street
would be
n
the order of
approximately
155
ph.
The future Greville
Street
peak
hour volumes
would
not
exceed
RMS
uggested
environmental
street
capacity
or
local residential street.
As
uch,
reville
Street
n
the
future with
the
proposed
development
would
not create
any
dverse
impacts
o residential
street
amenity
and
afety.
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As
such,
he
available
car
parking
spaces
ithin
the
xisting
structure
can
more
han
adequately
accommodatethe
i k e l y
parking
demand
of
the Church.
6.2
Parking
Layout
and
Access
The
proposed development
involves
the
refurbishmentof
the
xisting
car
ark
located
atthe
eastern endofthe ite t i s
proposed
to
retain the
general layout
ofthe
xisting
car
ark
including
the
access
rom
Greville Street.
The
proposed
parking
provision
includesthe
ollowing:
134marked
car
parking
spaces
Six
motorcycle
spaces
and
fouraccessible
parking
spaces
ttheentrance
of
the
building
A
layout
ofthe
car
ark
i s
provided
n
Appendix
B
of his
report
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7.
Conclusion
Based
on
he
nalysis
and
discussions
presented
within
this
report,
the
following
conclusions
are
made:
The
proposed development
s
expected
to
generate
some
0
vph
during
the busiest
peak period.
Intersection
analysis
confirms thatthe Greville
Street intersection
with
Fullers Road
can
accommodate the
expected development
raffic.
The
intersection
s
expected
to
continue
to
operate
with
good
level
ofservice.
Greville
Street
environmentalroad
capacity
would
also
be
acceptable.
t i s
not
expected
that
the
proposed development
would
esult
in
any
adverse
effectsto
the
residential street
amenity
and
afety.
iv
The
proposed development
generates
a
arking
demand of
64
spaces.
v
The
proposed supply
of
138
car
arking
spaces
including
four accessible
parking
spaces)
would be
atisfactory.
vi In
addition,
ix
motorcycle
spaces
are
also
proposed.
v i i
The
existing
car
parking
layout
and
access
arrangements
ill
be
generally
retained for
the
proposed
development.
v i i i
RMS
and
STA
have indicated
support
forthe
proposed
bus
a c i l i t y
including
the
relocation of the
existing
STA
bus
stop
outside
No.
19)
and the
proposed
vehicle
access
toNo.23Millwood
Avenue.
Overall,
t
i s
concludedthat
the raffic and
parking
aspects
ofthe
proposed development
would
be
atisfactory.
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PLAN
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06
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