BETHLEHEM MISSIONS TRUST CAMPUS

Transcription

1 BETHLEHEM MISSIONS TRUST CAMPUS Prepared For: Prepared By: Wasley Knell Consultants PO Box 5015, Mount Maunganui,

2 Table of Contents Introduction... 3 Site Vicinity... 3 Site Plan... 4 Site Access... 5 Current Access... 5 Current Sight Distance... 6 Future Access Options... 8 Campus Programs and Functions Trip Generation Parking Demand Conclusion Appendix List of Tables Table 1 Projected People on Site During a Typical Week Table 2 Indicative Weekly YWAM Schedule (Source: Youth With A Mission) Table 3 Indicative Vehicle Trip Generation Profile (in+/out-) List of Figures Figure 1 Site Vicinity (Source: First Principles Architects)... 3 Figure 2 Site Plan (Access Option A) (Source: First Principles Architects)... 4 Figure 3 View Looking North (top) and South (bottom) from Site Driveway... 5 Figure 4 Safe Intersection Sight Distance Checks from the Current Site Driveway... 7 Figure 5 Safe Intersection Sight Distance Checks from the Exclusive Access Option A... 8 Figure 6 Indicative Parking Occupancy Versus Capacity List of Exhibits Exhibit 1 Option A Plan View (source: Lysaght) Exhibit 2 Option A Longitudinal Section of Driveway (source: Lysaght) Exhibit 3 Option B Architects Plan Showing Shared Access Concept.(source: First Principles)

3 Introduction The purpose of this report is to provide a transport assessment of the trip generation, parking demand characteristics and access options aspects of the proposed site plan and program for the Bethlehem Missions Trust (BMT) Campus. This study scope accords with the Tauranga City Council traffic engineer brief as provided in pre-application meetings held on 16 June and 15 December 2015 and access options discussed at a meeting on 26 August Site Vicinity The site at 63 A/B & 65 Moffat Road, Bethlehem, Tauranga (Figure 1) is located on the southern boundary of the Bethlehem College (BC) Campus T driveway intersection with Moffat Road between Elder Lane (to north) and Waiawa Lane (to south). To Bethlehem Town Centre Bethlehem Teriary Institution Bethlehem College Campus SITE Residential development Moffat Rd To Tauriko Figure 1 Site Vicinity (Source: First Principles Architects) Elder Lane and the southern driveway currently serve the Bethlehem College school campus as well as the Bethlehem Tertiary Institute (BTI) education provider. Waiawa Lane serves a new residential sub-division on the southern side of the site. The site itself currently has a single-lane residential driveway apron on Moffat Road running parallel and immediately adjacent to the Bethlehem college southern driveway. 3

4 Site Plan As shown in Figure 2, the Bethlehem Missions Campus buildings will consist of student residential accommodation clusters to the west, a central kitchen/dining room and educational classroom block, and a multi-purpose meeting room facility including ancillary lounge and café to the east along the Moffat Road boundary. Parking and vehicle circulation areas will generally be dispersed around an ovalshaped internal circulatory roadway, with a total of 79 parking spaces (including 8 accessible spaces). A pedestrian path system would connect the various buildings. Figure 2 Site Plan (Access Option A) (Source: First Principles Architects) 4

5 Site Access Current Access The current site driveway serves a single dwelling and is thus one lane wide. As shown on Figure 3 parking is restricted on Moffat Road each side of the driveway apron through use of appropriate edge markings to maintain clear sight lines. As shown by the contours on Figure 2 and the view south on Figure 3, the site frontage becomes steeper to the south as Moffat Road climbs and enters an S bend located on a crest vertical curve. Figure 3 View Looking North (top) and South (bottom) from Site Driveway 5

6 Current Sight Distance Council s Development Code requires that minimum sight distances be provided in accordance with the operating speed of vehicles along the road. The posted speed is 60km/h. Figure 4 shows that the available sight distances at the current site access (top red circle) would comply with the requirements of Austroads Part 4a (SISD of 123 The available sight distance to the north is in excess of Safe Intersection Sight Distance, while the available sight distance to the south is considered just adequate, provided that the on-street no parking zones as indicated by intermittent yellow edge lines are complied with. Note that Figure 4 also indicates (bottom red circle) that a driveway at the southern end of the site frontage would not quite meet SISD requirements (referring to visibility extent of tree and bush on Figure 3 (bottom) and the Figure 4 (aerial)). Also, at some point when moving the driveway further south, the sight distance to the approach lane to the north becomes obscured on the inside curve across the road from the site frontage. There is also an existing pedestrian fence on top of a retaining wall that could restrict sight distance to the south. 6

7 Figure 4 Safe Intersection Sight Distance Checks from the Current Site Driveway 7

8 Future Access Options There are two future site access options under consideration, exclusive and shared. Details of each option are provided in an Appendix. Exclusive Access Option A The site access concept Option A is shown in Figure 2 and Appendix Exhibits 1 & 2. This Option A would intersect Moffat Road approximately mid-way along the site frontage. Although the trip generation pattern is expected to be tidal in nature, the driveway would allow simultaneous vehicle ingress and egress for adjacent left or right turning vehicles to occur, when required. Some interaction between users on the adjacent driveways is to be expected with Option A and normal priority rules of the road will apply. The dominant origin-destination pattern is expected to be right-in, left-out. A flush median refuge with discrete right-turn pockets for each access is provided on Moffat Road for the right-in movements, as well as for two-stage right-out movements so as not to impede general through traffic on Moffat Road. Provided that the pedestrian fencing (shown in Figure 3b) is replaced by a landscaped batter slope, as demonstrated on Figure 5 this driveway access location is assessed to provide sufficient Intersection Sight Distance for through traffic approaching at the posted 60km/h speed from the south over a crest vertical and horizontal curve. Relocating the driveway any further south would require a steeper up-gradient on the approach to Moffat Road as well as diminishing sight distance to the north. Figure 5 Safe Intersection Sight Distance Checks from the Exclusive Access Option A 8

9 Shared Access Option B An alternative access Option B was developed that would share access with the adjacent Bethlehem College campus roadway as shown in Appendix Exhibit 3. In this case, an additional lane is proposed to provide a three lane cross section overall, with back-to-back right turn pockets at Moffat Road and the internal intersection to the west. An optional mini roundabout is shown at the internal four-way intersection. Alternatively, the current stop control on the north and south legs should also be acceptable. If this option were to proceed, engineering drawings would be prepared showing the final lane markings and intersection controls, in consultation with the neighbouring owner. 9

10 Campus Programs and Functions There will be two main user groups activities occurring on site: Youth With A Mission (YWAM) educational classes for resident students and their supporting staff, and; Tauranga House Of Prayer (THOP) prayer and mission activities. For THOP activities, the multi-purpose room function has been characterized by BMT as being similar in nature to library patron activities rather than a typical auditorium use. The café and other shared spaces will support these main activities and are not intended as a general public attraction. Thus, Table 1 below summarises the projected number of people on site during a typical week. The 110 resident YWAM students and 9 vans to transport them are noteworthy and beneficial from a trip generation and parking minimization perspective, as are the 2 vans for THOP. Next, the following Table 2 provides further detail regarding the daily schedule for the YWAM students, from which trip generation and parking patterns can be deduced. It is evident that the peak occupancy periods will mostly be associated with use of the 250 seat meeting room. Note that the two user groups are currently active in the Tauranga region, although this facility will provide them with capacity for future growth. Thus, their trips and parking demand will be redistributed from other parts of the Tauranga road network. Table 1 Projected People on Site During a Typical Week Monday Tuesday Wednesday Thursday Friday Saturday Sunday day class education - YWAM * Tauranga House of Prayer (THOP) staff (YWAM) * staff (THOP) accommodation onsite incl staff total onsite at any one time total nonresidents onsite at any one time Notes: THOP THOP will be open 24/7 and has a seating capacity of 250. Peak times Mon to Fri, Sat day and Fri evening 7-9pm THOP has 2 vans used for staff and visitors as required. Carpooling is encouraged and typically vehicles visiting the site have 1-3 occupants The Friday evening events include YWAM students On average the maximum number of staff on site at one time is 15 but this may increase to 30 over time YWAM YWAM students will also attend THOP (110 YWAM students as part of the 250 capacity of the auditorium) * 110 YWAM students live on-site plus aprox 5 YWAM staff * 35 YWAM staff will travel to the site for teaching Monday to Friday YWAM has 9 vans (8-12 seaters) which are used for off-site activites in evenings and weekends if required. YWAM example class schedule (sheet 2), note peak times outsdie of school peak times 10

11 Table 2 Indicative Weekly YWAM Schedule (Source: Youth With A Mission) The remaining transportation assessment items will be based on the projected parking demand and trip generation characteristics of the people in Table 2 and activities in Table 3. 11

12 Trip Generation It is evident from the unique mixed-use nature of the site that a first principles assessment method based on the site-specific programme is more likely to provide a realistic assessment of trip generation and parking needs than using typical national averages per use (e.g. combining residential apartment, tertiary education, and church uses). Therefore, a spreadsheet tool was developed to forecast the daily vehicle trip and parking patterns for the site based on the people on site information provided in Tables 1 and 2. For the THOP trips originating off-site, a previous survey of the Hope church during Oct-Nov 2014 (who regularly meet at the BC auditorium), was used to estimate a car occupancy of 2.65 people per car (gross which includes 10% noncar). Staff car occupancy was assumed to be 1.25 people per car. Thus, Table 3 is considered to be a reasonable expectation for the critical weekday and weekend inbound(+) and outbound(-) vehicle trip pattern. As can be seen in the table, Saturday mornings can be expected to have the most vehicles on site, based on the peak THOP members that arrive on site in 57 vehicles. Table 3 Indicative Vehicle Trip Generation Profile (in+/out-) 12

13 Parking Demand The NZTA Research Report 453 Trips and Parking Related to Land Use dated November 2011 notes that as a matter of policy District Plans have generally accepted off-street parking supply rates for churches of 1 car park per 10 members or seats. Thus a 250 seat church auditorium would typically require at least 25 off-street spaces, which is considerably less than the 79 spaces proposed by the site plan in Figure 2. To estimate the parking demand pattern, the indicative trip generation pattern in Table 3 was used as a basis by cumulatively adding vehicle arrivals and subtracting departures on the critical days. Thus, Figure 6 below provides a reasonable estimate of the total demand for parking spaces, which is expected to peak on Friday mornings between 8:30 am and 12:30 pm at 78 spaces. This is just shy of the 79 parking space capacity provided on-site. 90 Parking Occupancy Parked Vehicles :30-7:00 7:00-7:30 7:30-8: :30 8:30-9:00 Figure 6 Indicative Parking Occupancy Versus Capacity : : :30-12: :30-2:00-2: :30 10:00-1:00 1:30 2:00 2:30 3:00 10:30 11:00 11:30 12:00 12: :30 3:30-4:00-4:30-5:00-5:30-4:00 4:30 5:00 5:30 6: :30 6: :00 7:30 7:30-8:00 10: :30-9: :30 9:00 10:00 11:00 Friday Saturday Sunday Capacity

14 Conclusion This report has characterised the gross trip and parking patterns of the proposed Bethlehem Missions Trust campus based on typical activities derived from the on-site programmes. Trip generation and parking requirements have been estimated from first principles and their mixed use nature, combined with the resident YWAM student accommodation appear to minimize the external traffic impacts of the site. Two site access concept alternatives, exclusive access Option A at the midfrontage location, or shared access Option B, have been considered. Access safety in terms of sight distance provision on Moffat Road for exclusive access Option A has been assessed as adequate, provided that the existing fence on the pedestrian footpath is removed or set further back. Access Option B would improve capacity and share the existing Bethlehem College campus south driveway. Both access options A and B are assessed to be effective from a traffic management and safety standpoint. In conclusion, when considering this mixed-use proposal, including on site student accommodation and the physical site constraints, either of the proposed access alternatives are assessed to have acceptable impacts on the surrounding transport system. 14

15 Appendix 15

16 Exhibit 1 Option A Plan View (source: Lysaght) Exhibit 2 Option A Longitudinal Section of Driveway (source: Lysaght) 16

17 Exhibit 3 Option B Architects Plan Showing Shared Access Concept (source: First Principles) 17