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HomeMy WebLinkAboutTraffic Study for Intersection Improvement 10-07-98 TRAFFIC STUDY FOR THE INTERSECTION IMPROVEMENT OF 116t" STREET AT SHELBORNE ROAD IN CLAY TOWNSHIP PREPARED FOR: HAMILTON COUNTY COMMISSIONERS AND HAMILTON COUNTY HIGHWAY DEPARTMENT 980401-70000 Paul I. Cripe, Inc. October 7, 1998 IA 7172 Graham Road Indianapolis, IN 46250 EXECUTIVE SUMMARY The purpose of this analysis is to determine whether the intersection of 116`h Street and Shelborne Road can continue to operate efficiently and safely under the existing conditions. The intersection is located in Clay Township on the west side of Hamilton County. Shelborne Road intersects 116th Street approximately 1.61 km (lmile) east of US 421. Shelborne Road currently intersects with 116th Street at two locations, forming two"T" intersections. The south leg of Shelborne • Road is approximately 89 m (292 ft) west of the north leg. All approaches currently consist of two travel lanes. The area near the intersection is mainly residential with some agricultural land use. Twenty-four hour and peak hour traffic volume counts were conducted for each leg of the 116t Street and Shelborne Road intersection. The peak hours were found to be between 7:00 and 8:00 a.m. and 5:00 and 6:00 p.m. Based on the existing and future traffic volumes, it was determined that r', the study intersection currently functions at an acceptable level of service for both the AM and PM Peak Hours. The level of service, however, will be unacceptable before the design year of 2020. The capacity analysis indicates that additional through lanes and turn lanes are required on all of the approaches at the intersection. Per discussions with the Hamilton County Highway Department, the design speed will be 90 km/h(55 mph)for this project. 116th Street shall be designed as a six-lane facility. The approaches for 116th Street, at the : intersection, shall include two through lanes and a designed left-turn lane for both eastbound and westbound traffic. The westbound traffic shall also have a designated right-turn lane. The north leg of Shelborne Road shall be realigned to where the existing south leg currently intersects with 116th Street. Shelborne Road shall be designed as a three-lane facility with one through lane, a right turn lane, and a left turn lane for each approach. The travel lanes shall be 3.6 m (12 ft.)wide with a concrete curb and gutter through the intersection. A 1.5 m (5 ft) usable shoulder, 0.6 m (2 ft) paved, shall be used outside the limits of the intersection.Based on traffic volume warrants, it is recommended that a traffic rl signal be incorporated at this intersection to improve traffic flow. Additional permanent right-of-way will be required for this project. The required right-of-way will be approximately 2.00 ha(4.94 acres) of residential land and 2.20 ha (5.44 acres) of agricultural land. The estimated project cost for the preferred alternate is$1,812,530. TABLE OF CONTENTS TABLE OF CONTENTS INTRODUCTION 1 ►,�ti j PURPOSE 1 PROJECT LOCATION 1 EXISTING CONDITIONS 1 �rka SCOPE OF WORK 2 TRAFFIC DATA 3 FUTURE TRAFFIC VOLUMES 4 CAPACITY ANALYSIS 4 CONCLUSIONS 5 PROJECT ALTERNATES 6 RECOMMENDATIONS 9 MAJOR PROJECT FEATURES 13 eE. APPENDICES Project Location Maps A Summary of Existing Traffic Volume Counts B Summary of Future Traffic Volume Counts C Alternate Sketches D Site Photographs E Estimated Costs F INTRODUCTION Hamilton County has undertaken a project to determine the functional characteristics of the intersection of 116th Street and Shelborne Road based on the current level of traffic, the anticipated future traffic volumes, and the current geometrics of the intersection. This analysis will review the existing capacity and level of service and the future capacity and level of service for the intersection. Paul I. Cripe, Inc. was selected to assess the existing and future traffic demands at the intersection and determine the required geometric changes to safely accommodate the future traffic that will make use of the intersection. PURPOSE The purpose of this analysis is to determine if the intersection of 116th Street and Shelborne Road can continue to operate efficiently and safely under the existing conditions. The intersection will be reviewed to determine its functional characteristics. This analysis will identify 0.45 any geometric changes that are necessary for the intersection to maintain an acceptable level of service and acceptable safetystandards for the future. P PROJECT LOCATION This intersection is located in Clay Township on the west side of Hamilton County. Shelborne Road intersects 116th Street approximately 1.61 km (1 mile) east of US 421. See project location maps in Appendix A. EXISTING CONDITIONS Shelborne Road currently intersects 116th Street at two locations forming two separate "T" intersections. The roadway section of Shelborne Road that is located the furthest west will be referred to as the "south" leg of Shelborne Road. The section of Shelborne Road that is located Paul 1. Cripe: Inc. Rag&, 1 the furthest east will be referred to as the "north" leg of Shelborne Road. The intersections are offset by approximately 89 m. *,4 116th 116 Street is a two-lane facility classified as a primary arterial. There currently are no auxiliary travel lanes in either direction on 116th Street. The roadway currently consists of two 3.2 m (10.5 ft.) travel lanes. Shelborne Road is a two-lane facility classified as a secondary arterial. There are currently no auxiliary travel lanes in either direction on Shelborne Road. The roadway currently consists of two 3.0 (9.8 ft.) travel lanes. Shelborne Road is stop controlled at both Tee intersection locations. req The above-referenced roadway classifications are from the Hamilton County Thoroughfare Plan. Currently, there is residential land use in the southwest, southeast and northeast quadrants. The northwest quadrant is agricultural land. A sketch of the current intersection is included in Appendix A. SCOPE OF WORK The scope of work for this analysis is as follows: First, to conduct twenty-four hour traffic volume counts at 116th Street and Shelborne Road and Peak Hour traffic volume counts for these intersections. These counts will include hourly totals for through traffic and turning movements at the intersections. • Paul I. Cripe, Inc. Page 2 Second, to inventory the existing roadways and intersections to determine the existing roadway widths and existing lane-use characteristics. Third, to prepare a capacity analysis for the intersections based on the existing traffic volumes. Fourth, to determine the future traffic volumes that will use the intersection for the design year of 2020 and prepare a capacity analysis for the intersection. Fifth, to determine the needed roadway configurations to accommodate the future traffic volumes. This will include determining lane requirements and lane widths at the study intersection. Finally, to prepare this traffic study report documenting all of the data that were collected, all the summaries of the analyses that were made and all the recommendations to ensure safe and efficient traffic flow. TRAFFIC DATA Twenty-four hour traffic volume counts were conducted for each leg of the 116th Street and Shelborne Road intersections. Peak hour intersection traffic volume counts were conducted at the intersections. These counts were conducted between the hours of 6:00 a.m. to 9:00 a.m. and 3:00 p.m. to 6:00 p.m. The peak hours were found to be between 7:00 and 8:00 a.m. and 5:00 and 6:00 p.m. The summary of traffic volume counts include 24 hour counts, 48 hour counts, and hourly totals of all through traffic and all turning traffic volumes. AADT counts are provided in Appendix B. Paul I. Gripe, Inc. Page 3 A summary of the current traffic volumes is provided below: 1998 1998 ADT DHV 116th Street East Leg 2514 336 116th Street West Leg 6997 276 Shelborne Road North Leg 2773 162 Shelborne Road South Leg 2524 186 FUTURE TRAFFIC VOLUMES In order to determine what geometric changes are necessary to the study intersection, the future traffic volumes (Year 2020 Traffic Volumes) must be determined and analyzed. The future traffic volumes were determined using data provided by the local MPO. Future DHV counts are provided in Appendix C. A summary of future traffic volumes is provided below: 2020 2020 ADT DHV 116th Street East Leg 16686 1191 116th Street West Leg 23143 1825 Shelborne Road North Leg 17591 690 Shelborne Road South Leg 11134 1168 Based on the future projected traffic volumes, a traffic signal is warranted for this intersection based on vehicular volumes. This is considered a Primary Warrant for a traffic signal. Progressive movement and the addition of new roadway facilities also serve to meet two Supplemental Warrants. CAPACITY ANALYSIS The "efficiency" of an intersection is based on its ability to accommodate the traffic volumes that approach the intersection. The "efficiency" of an intersection is designated by the capacity and level of service (LOS) of the intersection. The level of service of an intersection is determined by a series of calculations commonly called a "Capacity Analysis". To determine the level of service for the study intersection, a capacity analysis has been calculated using the recognized computer program based on the Highway Capacity Manual (HCM). The intersection was Parol I. Cripe; Inc. PagF,, 4 analyzed as an unsignalized, stop controlled intersection and as a signalized intersection. The following scenarios were analyzed as both an unsignalized and a signalized intersection: 1. Year 1998 DHV Traffic Volumes with existing lane configurations 2. Year 1998 DHV Traffic Volumes with alternate lane configurations 3. Year 2020 DHV Traffic Volumes with existing lane configurations 4. Year 2020 DHV Traffic Volumes with alternate lane configurations CONCLUSIONS tar ;ark The conclusions that follow are based on analysis of the existing (1998) traffic volumes and the Year 2020 projected traffic volumes that are anticipated at the intersection of 116th Street and Shelborne Road. Existing Traffic Volumes — 116th Street and Shelborne Road: {`t;4 Based on the existing intersection traffic volumes, the study intersection is operating at acceptable LOS for both the AM and PM Peak Hours. No additional turn lanes are required along any approach at this time. Future Traffic Volumes — 116th Street and Shelborne Road Based on the future traffic volume projections, it has been determined that the study intersection will not function at an acceptable LOS for neither the AM nor PM Peak Hours. Additional through lanes and turn lanes will be required on all approaches. Geometrics: The design speed for 116th Street and Shelborne Road shall be 90 km/h (55 mph) per discussions with the Hamilton County Highway Department. Paul I. Cripe, Inc. P;3g:; 5 Based on criteria set forth in Chapter 46, ["Intersections At-Grade"], of the INDOT Design Manual, for a design speed of 90 km/h (55 mph), the minimum required intersection sight distance is 285 m (935 ft.). The vertical and horizontal alignments shall be designed to meet this minimum intersection sight distance criteria. The horizontal alignment at the study intersection is currently deficient due to the existing offset intersections. The existing double Tee intersections at the study location 4y� create two separate intersections operating in close proximity. PROJECT ALTERNATES The capacity analysis indicates that additional through lanes and turn lanes are required on all approaches at this intersection. Geometric improvements to the 116th Street and Shelborne Road roadways will also be required. These improvements include correcting the offset intersections by creating a new four-legged intersection at the location of one of the existing legs of Shelborne Road or at a new location somewhere between the two existing intersections. The proposed project will be designed to meet current INDOT Design Standards for 3R projects (Non-Freeways). Chapters 46 ["Intersections At-Grade"] and 55 ["Geometric Design of Existing Non-Freeways (3R)] out of the INDOT Design Manual will be applicable to this project. The design speed will be 90 km/h (55 mph) for this project. The realignment of Shelborne Road was studied with several different possible horizontal alignments, as were alternate lane configurations for 116th Street and Shelborne Road. See Appendix D for alternate sketches. ALTERNATE NO. 1 This Alternate would involve the realignment of Shelborne Road to the south. This would leave the north leg of Shelborne Road along its same approximate horizontal alignment. A new Paul I. Cripe; Inc. Page 6 alignment south of 116th Street would be developed and eventually tie into the existing south leg of Shelborne Road approximately 570 m (1870 ft) south of 116th Street. 116th Street would be designed with two through lanes and a designated left turn lane along each approach. Shelborne Road would be designed with one through lane, one designated right turn lane, and a designated left turn lane along each approach. This alternate would greatly impact the residences on the east side of the existing north leg of Shelborne Road and the residences located on the south side of 116th Street between the two existing legs of Shelborne Road. The total project length along 116th Street for this alternate is approximately 650 m (2133 ft). The project length along Shelborne Road would extend approximately 410 m (1345 ft) north of 116th Street. Approximately 540 m (1772 ft) of new roadway would be constructed for Shelborne Road south of 116th Street. The estimated project cost for this alternate is $1,622,480. ALTERNATE NO. 2 Alternate No. 2 would involve realigning both the north and south legs of Shelborne Road. A new four legged intersection would be designed at a new location approximately half-way between the two existing legs of Shelborne Road. A new alignment north of 116th Street would be designed and would eventually tie into the existing north leg of Shelborne Road approximately 389 m (1276 ft) north of 116th Street. A new alignment south of 116th Street would also be designed and would eventually tie into the existing south leg of Shelborne Road approximately 444 m (1457 ft) south of 116th Street. The lane configurations for this alternate would be the same as in Alternate No. 1. This alternate would create impacts to the existing residential lots on the south side of 116th Street. Paul I. Crape. Inc. Page 7 The total project length along 116th Street for this alternate is approximately 650 m (2133 ft). Approximately 450 m (1476 ft) of new roadway would be constructed for Shelborne Road south of 116th Street. For Shelborne Road north of 116th Street, approximately 392 m (1286 ft) of new maJ e'1`' e,1\.; roadway would be constructed. The estimated project cost for this alternate is $1,577,480. ALTERNATE NO. 3 This Alternate would involve the realignment of Shelborne Road to the north. This alternate would leave the south leg of Shelborne Road along its same approximate horizontal alignment. The centerline of the south leg would be moved slightly to the east to lessen the impacts to the existing residences along the west side. A new alignment north of 116th Street would be designed and would eventually tie into the existing north leg of Shelborne Road approximately 525 m (1722 ft) north of 116th Street. The lane configurations for this alternate would also be the same as in Alternate No. 1. This alternate would create impacts to the residences along the west side of the south leg of Shelborne Road. The new north alignment would be built in what today is agriculture land and would not directly impact any existing residences. The total project length along 116th Street for this alternate is approximately 650 m (2133 ft). The project length along Shelborne Road would extend approximately 410 m (1345 ft) south of NJ 116th Street. Approximately 540 m (1772 ft) of new roadway would be constructed for Shelborne Road north of 116th Street. The estimated project cost for this alternate is $1,477,480. ALTERNATE NO. 4 Alternate No. 4 would be to realign Shelborne Road to the north as listed above in Alternate No. 3. The lane configurations for this alternate would include two through lanes, one designated right turn lane, and a designated left turn lane along the eastbound approach of 116th Street. Paul I. Cite. Inc. Page 8 The westbound approach of 116th Street would include two through lanes and a designated left turn lane. Shelborne Road would be designed with one through lane, one designated right turn lane, and a designated left turn lane along each approach. This alternate would create impacts to the residences along the west side of the south leg of Shelborne Road, the south side of 116th Street west of the intersection, and on the north side of 116th Street east of the intersection. The total project length along 116th Street for this alternate is approximately 985 m (3232 ft). The project length along Shelborne Road would extend approximately 410 m (1345 ft) south of 116th Street. Approximately 540 m (1772 ft) of new roadway would be constructed for r. , Shelborne Road north of 116th Street. The estimated project cost for this alternate is $1,812,530. RECOMMENDATIONS Alternate No. 4 was determined to be the preferred alternate. This Alternate will create fewer a impacts to the surrounding residences and environment than Alternates 1 and 2. The right-of- way acquisition of land will be slightly higher than the other proposed Alternates; however, the residential lots long the south side of 116th Street will be greatly less impacted with this alternate as compared to Alternates 1 and 2. The overall cost estimate for Alternate No.4 is higher than the other alternates. However, the other three alternates will not operate at an acceptable level of service in the design year. In order to reach an acceptable level of service for the intersection, additional right turn lanes are necessary, as proposed under Alternate No. 4, along 116th Street. Paul I. Cripe, Inc. Page 9 116th Street: 116th Street, within the intersection, shall be designed as a six-lane facility. 116th Street shall be designed with travel lanes that are 3.6 m (12 ft.) wide and have concrete curb and gutter through the intersection. Outside the limits of the intersection, there shall be a 1.5 m (5 ft.) usable shoulder width, of which 0.6 m (2 ft.) shall be paved. The approaches for 116th Street at the intersection shall include two through lanes in each direction, a designed right turn lane, and a designed left turn lane for both east and westbound traffic. The horizontal alignment of 116th Street shall maintain its present tangent alignment. The center of the left-turn lanes will be designed along the existing centerline of the roadway. Alignment changes for lane development and lane drops will be required. The 116th Street roadway will remain approximately on its present vertical alignment. Shelborne Road: Shelborne Road shall be designed as a three-lane facility. The travel lanes shall be 3.6 m (12 ft.) wide with a concrete curb and gutter through the intersection. Outside the limits of the intersection, there shall be a 1.5 m (5 ft.) usable shoulder width, of which 0.6 m (2 ft.) shall be paved. The approaches for Shelborne Road at the intersection shall include one through lane, a designated right-turn lane and a designated left-turn lane for each approach. Paul I. Crape, Inc. 10 The horizontal alignment for the south leg of Shelborne Road shall be realigned slightly to the east near the intersection to minimize impacts to residences along the west side of the roadway. The horizontal alignment for the north leg of Shelborne Road shall be along a new alignment that will line up with the south leg of Shelborne Road at the intersection. The north leg will have a new tangent segment starting at the existing south leg of Shelborne Road. The roadway will then enter a 325 m (1066 ft.) horizontal curve, a 150 m (492 ft) tangent transition, a second 325 m horizontal curve, and then tie back into the existing north leg of Shelborne Road approximately 524 m (1719 ft.) north of the present 116th Street intersection. The existing north leg of Shelborne Road will tie into the new alignment to create a new T- intersection approximately 277 m (909 ft) north of 116th Street. The existing Shelborne Road roadway will have a new cul-de-sac located on the south end of the north leg. The existing pavement between the new cul-de-sac and 116th Street and the existing pavement to the north end of the new intersection with the north leg will be removed, regraded, and seeded. The south leg of Shelborne Road will remain approximately on the existing vertical alignment. The new portion of Shelborne Road will require a new vertical alignment and will be designed for 90 km/h (55 mph). The new cul-de-sac portion of the north leg will remain on its existing vertical alignment. Signing/Lighting: Some of the existing signs including information signs and/or warning signs will require relocation along 116th Street and Shelborne Road as a part of this project. No lighting will be required for this project. Paul I. Carpe, Inc. ; 7 Drives: •C�3 l Residential drives, including subdivision entrances, will require reconstruction due to the E• realignment and widening of the roadway. Drainage: Within the limits of the intersection, a curb and gutter section will be designed. This will aid in controlling drainage and serve to lessen impacts to the surrounding residences. Drainage will continue to be by open ditches and small culverts outside the limits of the intersection. A new storm drainage trunk line may be required for this project. The length of the trunk line may be r;^ as long as 805 m (1/2 mile) due to the existing topography. Utilities: Overhead electric and telephone lines will require relocation. Buried phone, CATV and gas lines may require relocation as a part of this project. Project Length: Etii;�a The estimated project length along the 116th Street roadway is 985 m (3232 ft); 495 m (1624 ft.) east and 490 m (1608 ft.) west of the intersection. The estimated project length along Shelborne Road is 950 m (3117 ft.), 410 m (1345 ft.) south and 540 m (1772 ft.) north of the intersection. Approximately 33 m (108 ft.) of new roadway will be required to tie the existing north leg of Shelborne Road into the new Shelborne Road alignment. Estimated Project Cost The estimated project cost for this preferred alternate is $1,812,530. Paul I. Cripe, Inc. Page ?2 Traffic Signal: It is anticipated that this intersection should be developed incorporating a traffic signal and auxiliary lanes to improve the traffic flow, reduce intersection delay, and increase safety through the intersection. The traffic signal should incorporate fully actuated controllers and utilize a video camera detection system. MAJOR PROJECT FEATURES Functional Classification: 116th Street— Urban Primary Arterial Shelborne Road — Urban Secondary Arterial Design Speed: 90 km/h Terrain: Level Approaches: Existing Lanes 116th St. — 3.2 m (10.5 ft.) Shelborne Rd. — 3.0 m (9.8 ft.) New Lanes: 3.6 m (12.0 ft.) Curbs: 0.8 m (2'-8") curbs through the intersection Shoulders: 1.2 m (4 ft.) usable, 0.6 m (2 ft.) paved outside the limits of the intersection �aY Horizontal Alignment: 116th St. - Existing South leg of Shelborne Rd. — Existing North leg of Shelborne Rd. — New Alignment Vertical Alignment: 116th St. — Existing South leg of Shelborne Rd. — Existing North leg of Shelborne Rd. — New Alignment Additional Right-of-Way: Permanent 2.00 ha (4.94 acre) residential 2.20 ha (5.44 acre) agricultural Number of Affected Property Owners: 35 (no relocations required) Project Length: Roadway Reconstruction: 116th St. — 985 m (3232 ft.) Shelborne Rd. — 950 m (3117 ft.) total, 410 m (1345 ft) south 540 m (1772 ft) of new roadway north 270 m (886 ft) of resurface on the existing north leg Paul I. Crrpe, Inc. 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