HomeMy WebLinkAboutTraffic Operations Analysis Sept 2001
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\A&F~ENGINEE(R1NG'
. CONSUL TINGENGINJ:ERS7' :
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- "8425, KEY~TONECI;l9SSING, SUITE 200 )
,INDIANAPOLIS"INDi~NA46240 : "
, (317) 202-0864 ) /
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TRAFFIC OPERA liONS ANALYSIS
PROPOSED OFFICE DEVELOPMENT
CARMEL, INDIANA
PREPARED FOR
BRAD HILL CUSTOM HOMES
SEPTEMBER 2001
PREPARED By:
A & F ENGINEERING CO., LLC
CONSULTING ENGINEERS
8425 KEYSTONE CROSSING, SUITE 200
INDIANAPOLIS, IN 46240
PHONE 317-202-0864
FAX 317-202-0908
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
COPYRIGHT
This Analysis and the ideas, designs and concepts contained herein are the
exclusive intellectual property of A&F Engineering Co., LLC. and are not
to be used or reproduced in whole or in part, without the written consent
of A&F Engineering Co., LLC.
@2001, A&F Engineering Co., LLC.
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
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TABLE OF CONTENTS
LIST OF FIGURES......................... .... ............. ..... ....... ........... ......... ....... ................ ...... ..... .................................. .............. II
CERTIFICATION .......... .... ... ... ...... .,. ...... ... .... ...... ..... ................. ......... ..... ............. .... ...... .... .......... ........... ...... ..... ... .... ...... .III
INTRODUCTION ......... .... ............ .......... ............. ....... .... ............. .......... .... ..... ..... ........... ........... .............. ............ ............ ...1
PURPOSE..... ..... ......... .... ....... ...... ................. ....... ............. ... ..... ...... ..... ......... .............. ...... .......... ...... ..... .... ........ ...... ...... ...1
SCOPE OF WORK. ... ....... ............ ... ............... .... ................... ......... .......... ...... ......... ..................... ........... ......... ..... ......... ....1
DESCRIPTION OF THE PROJECT ........ ... ....... ........ ....................... ............ ..... .......... ........ ......... ............... ... ... ........ ....... ......2
STUDY AREA ..... .... .............. .... .... ....... ................ ........... ..... ......... ....... ....... ... ..... ........ .... ....... ....... ...................... ........... ..2
DESCRIPTION OF THE ABUTTING STREET SYSTEM ... ......... ..... .... .... ..... .............. ........... ........... ........ .............. ..... ......... ....4
TRAFFIC DATA ..... ................... ............ ........ .,. ......... ...... ........ ... .... .......... ... ....... ........ ........................... ............ ...... .........4
GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT .............................................................. .....................4
TABLE 1 - GENERATED TRIPS FOR PROPOSED DEVELOPMENT ...................................................................................5
INTERNAL TRIPS. ............ ......... ... .... .......... .............. ... ..... .................. ..... ............. ........ ............ ............... ...... ......... ... .......5
PASS-BY TRIPS ... .... ....... ................... ............. ......... .... ......................... ....... ....... ......... ................. ........................ ...........5
PEAK HOUR ... ..... .................. ............ ....... ........ ....... ............ ................. .... ... .................... ........... .......................... ........ ...5
ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS........... .... .......... ... ......... ............ ........................... ..... .......... .....5
PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM ............................................................6
CAPACITY ANALySIS........................ ........ ..... .... ............ .............................. ... ......... ........... .............................. ........ ......6
DESCRIPTION OF LEVELS OF SERVICE...... ..... ........... ...... ................ ................... ..... ................... ........... .... ... ........... ..... .... 9
CAPACITY ANALYSES SCENARIOS .... ................... .... ........ ..................... ....... ................ .................................... '" ... ..... ..11
TABLE 2 - LEVEL OF SERVICE SUMMARY: MARANA DRIVE AND ROHRER ROAD ....................................................14
TABLE 3 - LEVEL OF SERVICE SUMMARY: MARANA DRIVE AND OFFUTT DRIVE ....................................................14
CONCLUSIONS.... ........... .... ...... ... ... ...... ........ ............ ......................................... ............... ......... .................. ..... .......... ...15
RECOMMENDATIONS........... ............ ............ ... ................ ...................... ... ....... ....... ........ ...................... ............... ......... .16
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BRAD lIll.-L CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
LIST OF FIGURES
FIGURE 1: AREA MAP ........ .............................................................................................................................................3
FIGURE 2: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT......... 7
FIGURE 3: GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT...................................................................8
FIGURE 4: EXISTING TRAFFIC VOLUMES ... ...................................................................................................................12
FIGURE 5: SUM OF EXISTING TRAFFIC VOLUMES AND GENERATED TRAFFIC VOLUMES ..............................................13
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BRAD Hn..L CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
CERTIFICATION
I certify that this TRAFFIC OPERATIONS ANALYSIS has been prepared by me and under my
immediate supervision and that I have experience and training in the field of traffic and
transportation engineering.
A&F ENGINEERING Co., LLC.
Steven J. Fehribach, P.E.
Indiana Registration 890237
Tom Vandenberg
Transportation Engineer
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
INTRODUCTION
This TRAFFIC OPERATIONS ANALYSIS, prepared at the request of Brad Hill Custom Homes, is for a
proposed office development that will be located along Marana Drive and Rohrer Road in Carmel,
Indiana.
PuRPOSE
The purpose of this analysis is to determine what effect traffic generated by the proposed
development, when fully occupied, will have on the existing adjacent roadway system. This
analysis will identify any roadway deficiencies that may exist today or that may occur when this site
is developed.
Conclusions will be reached that will determine if the roadway system can accommodate the
anticipated traffic volumes. These conclusions will determine the modifications required if there
will be deficiencies in the system resulting from the increased traffic volumes.
Recommendations will be made that will address the conclusions resulting from this analysis.
These recommendations will address feasible roadway system improvements that will
accommodate the proposed development traffic volumes such that there will be safe ingress and
egress, to and from the proposed development, with minimal interference to traffic on the public
street system.
SCOPE OF WORK
The scope of work for this analysis is:
First, to obtain turning movement traffic volume counts at the following intersections:
. Marana Drive and Rohrer Road
. Marana Drive and Offutt Drive
Second, to estimate the number of new trips that will be generated by the proposed office
development.
Third, to assign the generated traffic volumes to the driveways and/or roadways that will provide
access to the proposed development.
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
Fourth, to distribute the generated traffic volumes from the proposed site onto the public roadway
system and intersections identified in the study area.
Fifth, to prepare a capacity analysis and level of service analysis for each intersection included in
the study area for each of the following scenarios:
SCENARIO I: Existing Conditions - Based on existing roadway conditions and traffic
volumes.
SCENARIO 2: Proposed Development - New traffic volumes that will be generated by the
proposed development added to the existing traffic volumes.
Finally, to prepare a TRAFFIC OPERATIONS ANALYSIS documenting all data, analyses,
conclusions and recommendations to provide for the safe and efficient movement of traffic
through the study area.
DESCRIPTION OF THE PROJECT
The proposed development will be located along Marana Drive and Rohrer Road in Carmel,
Indiana. As proposed, the development will consist of approximately 46,000 square feet of general
office land use. Figure 1 is an area map of the proposed development.
STUDY AREA
The study area has been defined to include the following intersections:
. Marana Drive and Rohrer Road
. Marana Drive and Offutt Drive
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EXISTING ACCESS
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MARANA DRIVE
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46,000 SO FT GENERAL OFFICE DEVELOPMENT
FIGURE 1
AREA MAP
BRAD HILL CUSTOM HOMES
CARMEL, IN
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@ A & r Engineering Co., LLC 2001
"ALL Rights Reserved"
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
DESCRIPTION OF THE ABUTTING STREET SYSTEM
This proposed development would be served by the public roadway system that includes Marana
Drive and Rohrer Road.
MARANA DRIVE - is an east/west two-lane residential roadway within Carmel. The posted speed
limit in the vicinity of the site along this roadway is 25 mph.
ROHRER ROAD - is a north/south two-lane roadway within Carmel. The posted speed limit in the
vicinity of the site along this roadway is 30 mph.
OFFUTI DRIVE - is a north/south two-lane residential roadway within Carmel. The posted speed
limit in the vicinity of the site along this roadway is 25 mph.
Marana Drive and Rohrer Road - This intersection is controlled by a two-way stop with Marana
Drive stopping for Rohrer Road.
Marana Drive and Offutt Drive - This intersection is controlled by a two-way stop with Offutt
Drive stopping for Marana Drive.
TRAFFIC DATA
A peak hour manual turning movement traffic volume count was made at each of the existing
study intersections by A&F Engineering Co., LLC. The traffic volume count includes an hourly
total of all "through" traffic and all "turning" traffic at each intersection. The traffic volume
counts were made during the hours of 6:00 AM to 9:00 AM and 3:00 PM to 6:00 PM in June
2001. These traffic volume counts are summarized on Figure 4 and are included in Appendix
A.
GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT
The estimate of traffic to be generated by the proposed development is a function of the
development size and type of land use. Trip Generation! report was used to calculate the number of
trips that will be generated by the proposed development. This report is a compilation of trip data
for various land uses as collected by transportation professionals throughout the United States in
order to establish the average number of trips generated by various land uses. Table 1 is a summary
of the trips that will be generated by the proposed development.
Trip Generation, Institute of Transportation Engineers (ITE), Sixth Edition, 1997.
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
TABLE 1 - GENERA TED TRIPS FOR PROPOSED DEVELOPMENT
DEVELOPMENT INFORMATION GENERA TED TRIPS
ITE AM AM PM PM
LAND USE CODE SIZE ENTER EXIT ENTER EXIT
General Office 710 46,000 SF 88 12 22 109
INTERNAL TRIPS
An internal trip results when a trip is made between two land uses without traversing the roadway
system. Since this development consists of a single land use only, no internal trips will be
generated.
PASs-BY TRIPS
Pass-by trips are trips already on the roadway system that decide to enter a land use. The
development will contain general office buildings, which are destination land uses. Therefore,
no reduction will be applied for pass-by trips.
PEAK HOUR
Based on the existing traffic volumes that were collected for this analysis, the adjacent street peak:
hour varies between the intersections. Therefore, the actual peak: hour at each intersection will be
used for this analysis to represent the maximum traffic volumes at each intersection.
ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS
Traffic volumes will be generated by the proposed development and added to the public street
system. The study methodology used to determine the traffic volumes is defined as follows:
1. The volume of traffic that will enter and exit the site must be assigned to the various access
points and to the public street system. Using the existing traffic volume data collected for
this analysis, traffic to and from the proposed new site has been assigned to the proposed
driveways and to the public street system that will be serving the site.
2. To determine the volumes of traffic that will be added to the public roadway system, the
generated traffic must be distributed by direction to the public roadway's intersection with
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
the driveway. For the proposed development, the distribution was based on the existing
traffic patterns and the assignment of generated traffic.
The assignment and distribution of the generated traffic volumes for the proposed development are
shown on Figure 2.
PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE
STREET SYSTEM
Generated traffic volumes that can be expected from the proposed development have been prepared
for each of the study area intersections. The peak hour generated traffic volumes are shown on
Figure 3. These data are based on the previously discussed trip generation data, assignment of
generated traffic, and distribution of generated traffic.
CAPACITY ANALYSIS
The "efficiency" of an intersection is based on its ability to accommodate the traffic volumes that
approach the intersection. It is defined by the Level-of-Service (LOS) of the intersection. The
LOS is determined by a series of calculations commonly called a "capacity analysis". Input data
into a capacity analysis include traffic volumes, intersection geometry, number and use of lanes
and, in the case of signalized intersections, traffic signal timing. To determine the LOS at each
of the study intersections, a capacity analysis has been made using the recognized computer
program based on the Highway Capacity Manual (HCMl
2 Transportation Research Board, National Research Council, Washington, DC, 2000.
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46,000 50 FT GENERAL OFFICE DEVELOPMENT
LEGEND
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FIGURE 2
ASSIGNMENT AND DISTRIBUTION
OF GENERA TED TRAFFIC VOLUMES
FOR PROPOSED DEVELOPMENT
BRAD HILL CUSTOM HOMES
CARMEL, IN
@ A IlL r Engineering Co., LLC 2001
"ALL Rights Reserved"
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EXISTING ACCESS
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LEGEND
00 = A.M. PEAK HOUR
(00) = P.M. PEAK HOUR
* = NEGLIGIBLE
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FIGURE 3
GENERA TED TRAFFIC VOLUMES
FOR PROPOSED DEVELOPMENT
BRAD HILL CUSTOM HOMES
CARMEL, IN
@ A & F Engineering Co., LLC 2001
"ALL Rights Reserved"
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
DESCRIPTION OF LEVELS OF SERVICE
The following descriptions are for signalized intersections:
Level of Service A - Describes operations with a very low delay, less than or equal to 10.0
seconds per vehicle. This occurs when progression is extremely favorable,
and most vehicles arrive during the green phase. Most vehicles do not
stop at all.
Level of Service B - Describes operations with delay in the range of 10. I to 20.0 seconds per
vehicle. This generally occurs with good progression. More vehicles stop
than LOS A, causing higher levels of average delay.
Level of Service C - Describes operation with delay in the range of 20. I seconds to 35.0
seconds per vehicle. These higher delays may result from failed
progression. The number of vehicles stopping is significant at this level,
although many still pass through the intersection without stopping.
Level of Service D - Describes operations with delay in the range of 35. I to 55.0 seconds per
vehicle. At level of service D, the influence of congestion becomes more
noticeable. Longer delays may result from some combinations of
unfavorable progreSSIon. Many vehicles stop, and the proportion of
vehicles not stopping declines.
Level of Service E - Describes operations with delay in the range of 55.1 to 80.0 seconds per
vehicle. This is considered to be the limit of acceptable delay. These high
delay values generally indicate poor progression and long cycle lengths.
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
Level of Service F - Describes operations with delay in excess of 80.0 seconds per vehicle.
This is considered to be unacceptable to most drivers. This condition
often occurs with oversaturation, i.e., when arrival flow rates exceed the
capacity of the intersection. Poor progression and long cycle lengths may
also be major contributing causes to such delay levels.
The following list shows the delays related to the levels of service for unsignalized intersections:
Level of Service
A
B
C
D
E
F
Control Delay (seconds/vehicle)
Less than or equal to 10
Between 10.1 and 15
Between 15.1 and 25
Between 25.1 and 35
Between 35.1 and 50
greater than 50
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
CAPACITY ANALYSES SCENARIOS
To evaluate the proposed development's effect on the public street system, the existing and
generated traffic volumes must be obtained to form a series of scenarios. The analysis of these
scenarios determines the adequacy of the existing roadway system. From the analysis,
recommendations can be made to improve the public street system so it will accommodate the
increased traffic volumes.
An analysis was made for the AM peak hour and PM peak hour for each of the study
intersections considering the following scenarios:
SCENARIO 1: Existing Traffic Volumes - These are the existing traffic volumes that were
obtained in June 2001. Figure 4 is a summary of the existing traffic
volumes at the study intersections for the AM and PM peak hours.
SCENARIO 2: Existing Traffic Volumes + Generated Traffic Volumes - Figure 5 is a
summary of these traffic volumes at the study intersections for the AM and
PM peak hours.
The requested analyses have been completed and the computer solutions showing the level of
service results are included in Appendix A. The tables that are included in this report are a
summary of the results of the level of service analyses and are identified as follows:
Table 2 - Marana Drive and Rohrer Road
Table 3 - Marana Drive and Offutt Drive
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EXISTING ACCESS
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LEGEND
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00 = A.M. PEAK HOUR
(00) = P.M. PEAK HOUR
FIGURE 4
EXISTING TRAFFIC VOLUMES
BRAD HILL CUSTOM HOMES
CARMEL, IN
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@ A & F Engineering Co., LLC 2001
"ALL Rights Reserved"
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EXISTING ACCESS
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* = NEGLIGIBLE
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FIGURE 5
SUM OF EXISTING TRAFFIC
VOLUMES AND GENERA TED
TRAFFIC VOLUMES
BRAD HILL CUSTOM HOMES
CARMEL, IN
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@ A & F Engineering Co., LLC 2001
.. ALL Rights Reserved"
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BRAD Hn..L CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
TABLE 2 - LEVEL OF SERVICE SUMMARY: MARANA DRIVE AND ROHRER ROAD
AM PEAK HOUR
MOVEMENT SCENARIO 1 SCENARIO 2
Northbound Left-Turn A A
Eastbound Approach A A
PM PEAK HOUR
MOVEMENT SCENARIO 1 SCENARIO 2
Northbound Left-Turn A A
Eastbound Approach A A
SCENARIO 1: Existing Traffic Volumes with Existing Roadway Conditions
(Two-Way Stop Sign)
SCENARIO 2: Existing Traffic Volumes and Generated Traffic Volumes with Existing Roadway
Conditions (Two-Way Stop Sign)
TABLE 3 - LEVEL OF SERVICE SUMMARY: MARANA DRIVE AND OFFUTT DRIVE
AM PEAK HOUR
MOVEMENT SCENARIO 1 SCENARIO 2
Northbound Approach - A
Southbound Approach A B
Eastbound Left-Turn A A
Westbound Left-Turn A A
PM PEAK HOUR
MOVEMENT SCENARIO 1 SCENARIO 2
Northbound Approach - A
Southbound Approach A A
Eastbound Left-Turn A A
Westbound Left-Turn A A
SCENARIO 1: Existing Traffic Volumes with Existing Roadway Conditions
(Two-Way Stop Sign)
SCENARIO 2: Existing Traffic Volumes and Generated Traffic Volumes with Existing Roadway
Conditions (Two-Way Stop Sign)
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BRAD lIILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
CONCLUSIONS
The conclusions that follow are based on the following:
. Existing Traffic Volume Data
. Trip Generation
. Assignment and Distribution of Generated Traffic
. Capacity Analysis with the Resulting Levels of Service for Each of the Study Intersections
. Field Review Conducted at the Site
These conclusions apply only to the AM peak hour and PM peak hour that were addressed in this
analysis. These peak hours are when the largest volumes of traffic will occur. If the resulting level
of service is adequate during these time periods, it can generally be assumed that the remaining 22
hours will have levels of service equal to or better. This occurs because the roadway traffic volumes
during the remaining 22 hours will be equal to or less than the peak hour traffic volumes.
1. MARANA DRIVE AND ROHRER ROAD
Existing Traffic Volumes (Scenario 1) - A review of the level of service for each of the
intersection approaches, with the existing traffic volumes and existing geometries, has
shown that the approaches are operating at acceptable levels during the AM and PM peak
hours.
Existing Traffic Volumes + Generated Traffic Volumes (Scenario 2) - When the traffic
volumes from the proposed development are added to the existing traffic volumes, the
intersection approaches will continue to operate at acceptable levels during the AM and PM
peak hours with the proposed intersection geometries and existing intersection control. The
proposed intersection geometries consist of reconstructing the eastbound approach to
include an exclusive left-turn lane and an exclusive right-turn lane.
2. MARANA DRNE AND OFFUTI DRNE
Existing Traffic Volumes (Scenario 1) - A review of the level of service for each of the
intersection approaches, with the existing traffic volumes and existing geometries, has
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BRAD Hn..L CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
shown that the approaches are operating at acceptable levels during the AM and PM peak
hours.
Existing Traffic Volumes + Generated Traffic Volumes (Scenario 2) - When the traffic
volumes from the proposed development are added to the existing traffic volumes, the
intersection approaches will operate at acceptable levels during the AM and PM peak hours
with the existing intersection geometries and existing intersection control.
RECOMMENDATIONS
Based on this analysis and the conclusions, the following recommendations are made to ensure that
the roadway system will operate at acceptable levels of service if the site is developed as proposed.
MARANA DRNE AND ROHRER ROAD
The approaches to this intersection will operate at acceptable levels of service when the site is
developed as proposed. Since there will be increased left-turn and right-turn volumes on the
eastbound approach of Marana Drive and Rohrer Road, it is recommended that the approach
contain both a separate left-turn and a separate right-turn lane.
MARANA DRNE AND OFFUTf DRNE
The approaches to this intersection will operate at acceptable levels of service when the site is
developed as proposed. An access drive to the proposed development already exists. It
connects with Offutt Drive and consists of two lanes. The access drive's approach to the
intersection will operate at acceptable levels of service when the site is developed as proposed.
No changes to the intersection are required due to this development.
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
ApPENDIX A
This document contains the traffic data that were used in the TRAFFIC OPERATIONS ANALYSIS for
the proposed office development.
Included are the intersection turning movement traffic volume counts and the intersection capacity
analyses for each of the study intersections for the AM peak hour and PM peak hour.
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
ApPENDIX A
TABLE OF CONTENTS
MARANA DRIVE AND ROHRER ROAD .............................................................................................................................1
MARANA DRIVE AND 0FFUlT DRNE .............................................................................................................................9
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BRAD HILL CUSTOM HOMES
TRAFFIc OPERATIONS ANALYSIS
MARANA DRIVE AND ROHRER ROAD
INTERSECTION DATA
TRAFFIC VOLUME COUNTS
AND
CAPACITY ANALYSES
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A & F ENGINEERING CO., INC.
TRAFFIC VOLUME SUMMARY
CLIENT
LOCATION
DATE
BRAD HILL CUSTOM HOMES
MARANA DRIVE & ROHRER ROAD (01)
JUNE 20, 2001
PEAK HOUR DATA
NORTHBOUND
EASTBOUND
SOUTHBOUND
AM PEAK OFF PEAK PM PEAK
HR BEGIN 7:15 AM HR BEGIN 4:30 PM
L T R TOT L T R TOT L T R TOT
6 50 56 26 206 232
0 14 14 5 10 15
201 0 201 98 8 106
HOUR SUMMARY
HOUR NB SB NB+SB EB TOTAL
- AM -
6- 7 20 106 126 16 142
7- 8 55 201 256 14 270
8- 9 57 119 176 15 191
- PM -
3- 4 103 66 169 14 183
4- 5 181 95 276 10 286
5- 6 240 92 332 13 345
TOTAL 656 679 1335 82 1417
46.3% 47.9% 94.2% 5.8% 100.0%
- AM PEAK VOLUMES -
15-MIN 18 61 10
HOUR 57 201 24
PHF 0.79 0.82 0.60
- PM PEAK VOLUMES -
15-MIN 68 31 5
HOUR 240 106 15
PHF 0.88 0.85 0.75
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LOCATION
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DIRECTION OF TRAVEL
A & F ENGINEERING CO., INC.
TRAFFIC VOLUME SUMMARY
BRAD HILL CUSTOM HOMES
MARANA DRIVE & ROHRER ROAD (01)
JUNE 20, 2001
NORTHBOUND
HOUR LEFT THRU RIGHT TOTAL
PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH
AM
6- 7 6 0 6 14 0 14 20 0 20
7- 8 6 0 6 42 7 49 48 7 55
8- 9 3 0 3 51 3 54 54 3 57
PM
3- 4 9 1 10 90 3 93 99 4 103
4- 5 15 0 15 165 1 166 180 1 181
5- 6 26 0 26 210 4 214 236 4 240
PASSENGER 65 572 637
98.5% 96.9% 97.1%
TRUCK 1 18 19
1. 5% 3.1% 2.9%
BOTH 66 590 656
10.1% 89.9% 100.0%
DIRECTION OF TRAVEL : EASTBOUND
HOUR LEFT THRU RIGHT TOTAL
PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH
AM
6- 7 3 0 3 13 0 13 16 0 16
7- 8 2 0 2 12 0 12 14 0 14
8- 9 2 0 2 13 0 13 15 0 15
PM
3- 4 4 0 4 10 0 10 14 0 14
4- 5 2 0 2 8 0 8 10 0 10
5- 6 5 0 5 8 0 8 13 0 13
PASSENGER 18 64 82
100.0% 100.0% 100.0%
TRUCK 0 0 0
0.0% 0.0% 0.0%
BOTH 18 64 82
22.0% 78.0% 100.0%
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A & F ENGINEERING CO., INC.
TRAFFIC VOLUME SUMMARY
CLIENT
LOCATION
DATE
BRAD HILL CUSTOM HOMES
MARANA DRIVE & ROHRER ROAD (01)
JUNE 20, 2001
SOUTHBOUND
DIRECTION OF TRAVEL
HOUR LEFT THRU RIGHT TOTAL
PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH
AM
6- 7 105 0 105 0 1 1 105 1 106
7- 8 200 1 201 0 0 0 200 1 201
8- 9 118 1 119 0 0 0 118 1 119
PM
3- 4 58 2 60 5 1 6 63 3 66
4- 5 84 5 89 6 0 6 90 5 95
5- 6 85 0 85 7 0 7 92 0 92
PASSENGER 650 18 668
98.6% 90.0% 98.4%
TRUCK 9 2 11
1.4% 10.0% 1.6%
BOTH 659 20 679
97.1% 2.9% 100.0%
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Two-Way Stop Control
Page 1 of 1
TWO-WAY STOP CONTROL SUMMARY
General Information :me Information
nalyst TSV Intersection Marana Dr & Rohrer Rd
<ClenCY/Co. A&F En.aineerinq Jurisdiction Carmel, IN
Date Performed 6/22/2001 l\nalysis Year Scenario 1 - Existina
Analysis Time Period AM Peak Project ID Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Rohrer Rd
Intersection Orientation: North-South ~tudy Period (hrs): 0.25
Vehicle Volumes and Adiustments
Major Street Northbound Southbound
Movement 1 2 3 4 5 6
L T A L T A
Volume 6 50 0 0 201 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Aate, HFA 6 55 0 0 223 0
Percent Heavy Vehicles 5 -- -- 0 .- --
Median Type Undivided
AT Channelized 0 0
Lanes 0 1 0 0 1 1
Configu ration LT T R
Upstream Signal 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T A L T A
Volume 0 0 0 0 0 14
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Aate, HFA 0 0 0 0 0 15
Percent Heavy Vehicles 0 0 0 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
AT Channelized 0 0
Lanes 0 0 0 0 0 0
Configuration LR
Delav. Queue LenQth and Level of Service
~pproach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LR
'v (vph) 6 15
C (m) (vph) 1328 809
V/c 0.00 0.02
95% queue length 0.01 0.06
Control Delay 7.7 9.5
LOS A A
pproach Delay -- -- 9.5
Approach LOS -- n A
HCS2000™
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Version 4.1
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TWO-WAY STOP CONTROL SUMMARY
General Information :)ite Information
nalyst TSV Intersection Marana Dr & Rohrer Rd
~Qency/Co. f4&F Enqineerinq Jurisdiction Carmel, IN
Date Performed 6/28/2001 Analysis Year Scenario 1 - Existina
Analysis Time Period PM Peak Project ID Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Rohrer Rd
Intersection Orientation: North-South [Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Major Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 26 206 0 0 98 8
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 28 228 0 0 108 8
Percent Heavy Vehicles 5 -- -- a -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 1
Configu ration LT T R
Upstream SiQnal 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
~olume 0 0 0 5 0 10
Peak:Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
HourTy Flow Rate, HFR 0 0 0 5 0 11
Percent Heavy Vehicles 0 0 0 5 0 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 0 0 0 0 0
Configuration LR
Delav. Queue Lenath and Level of Service
Approach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT LR
v (vph) 28 16
C (m) (vph) 1454 794
vie 0.02 0.02
95% queue length 0.06 0.06
Control Delay 7.5 9.6
LOS A A
Approach Delay -- -- 9.6
Approach LOS -- -- A
HCS2000™
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Version 4.1
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Two-Way Stop Control Page 1 of 2
TWO-WAY STOP CONTROL SUMMARY
General Information )ite Information
Analyst TSV Intersection Marana Dr & Rohrer Rd
AQency/Co. A&F Engineering urisdiction Carmel, IN
Date Performed 6/22/2001 I\nalysis Year Scenario 2 - Existing &
Gen.
Analysis Time Period AM Peak Proiect ID Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Rohrer Rd
Intersection Orientation: North-South Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Maior Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 72 50 0 0 201 18
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 80 55 0 0 223 20
Percent Heavy Vehicles 5 -- -- 0 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 1
~onfiguration LT T R
Upstream Sianal 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
iVolume 0 0 0 2 0 23
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 0 0 0 2 0 25
Percent Heavy Vehicles 0 0 0 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 0 0 1 0 1
Configuration L R
Delay. Queue length and level of Service
Approach NB 5B Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT L R
v (vph) 80 2 25
C (m) (vph) 1306 535 809
vlc 0.06 0.00 0.03
95% queue length 0.20 0.01 0.10
Control Delay 7.9 11.8 9.6
LOS A B A
I\pproach Delay -- -- 9.8
I\pproach LOS -- -- A
Copyright iQ 2000 University of Florida, All Rights Reserved Version 4,\
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TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
Analyst TSV Intersection Marana Dr & Rohrer Rd
Agency/Co. A&F Enaineerina urisdiction Carmel, IN
Date Performed 6/22/2001 Analysis Year Scenario 2 - Existing &
Gen.
Analysis Time Period PM Peak Project ID Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Rohrer Rd
Intersection Orientation: North-South Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Northbound Southbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 43 206 0 0 98 13
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 47 228 0 0 108 14
Percent Heavy Vehicles 5 -- -- 0 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 1
Configuration LT T R
Upstream Siqnal 0 0
Minor Street Westbound Eastbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 0 0 0 27 0 92
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 0 0 0 30 0 102
Percent Heavy Vehicles 0 0 0 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 0 0 1 0 1
lConfigu ration L R
Delay, Queue length and level of Service
fA,pproach NB SB Westbound Eastbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LT L R
v (vph) 47 30 102
C (m) (vph) 1447 558 938
v/e 0.03 0.05 0.11
95% queue length 0.10 0.17 0.36
Control Delay 7.6 11.8 9.3
LOS A B A
pproach Delay -- -- 9.9
Approach LOS -- -- A
Copyright @ 2000 University of Florida, All Rights Reserved Version 4.]
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BRAD HILL CUSTOM HOMES
TRAFFIc QpERATIONSANALYSIS
MARANA DRIVE AND OFFUTT DRIVE
INTERSECTION DATA
TRAFFIC VOLUME COUNTS
AND
CAPACITY ANALYSES
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CLIENT
LOCATION
DATE
A & F ENGINEERING CO., INC.
TRAFFIC VOLUME SUMMARY
BRAD HILL CUSTOM HOMES
MARANA DRIVE & OFFUTT DRIVE (02)
JUNE 21, 2001
PEAK HOUR DATA
EASTBOUND
SOUTHBOUND
WESTBOUND
AM PEAK OFF PEAK PM PEAK
HR BEGIN 6:30 AM HR BEGIN 5:00 PM
L T R TOT L T R TOT L T R TOT
0 13 13 1 8 9
10 0 10 5 0 5
4 0 4 15 10 25
HOUR SUMMARY
HOUR SB EB WB EB+WB TOTAL
- AM -
6- 7 8 11 5 16 24
7- 8 7 8 3 11 18
8- 9 8 9 3 12 20
- PM -
3- 4 6 7 15 22 28
4- 5 3 10 18 28 31
5- 6 5 9 25- 34 39
TOTAL 37 54 69 123 160
23.1% 33.8% 43.1% 76.9% 100.0%
- AM PEAK VOLUMES -
15-MIN 5 4 3
HOUR 10 13 5
PHF 0.50 0.81 0.42
- PM PEAK VOLUMES -
15-MIN 3 4 11
HOUR 6 10 25
PHF 0.50 0.63 0.57
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A & F ENGINEERING CO., INC.
TRAFFIC VOLUME SUMMARY
CLIENT
LOCATION
DATE
DIRECTION OF TRAVEL
BRAD HILL CUSTOM HOMES
MARANA DRIVE & OFFUTT DRIVE (02)
JUNE 21, 2001
EASTBOUND
HOUR LEFT THRU RIGHT TOTAL
PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH
AM
6- 7 0 0 0 11 0 11 11 0 11
7- 8 0 0 0 8 0 8 8 0 8
8- 9 0 0 0 8 1 9 8 1 9
PM
3- 4 0 0 0 7 0 7 7 0 7
4- 5 0 0 0 10 0 10 10 0 10
5- 6 1 0 1 8 0 8 9 0 9
PASSENGER 1 52 53
100.0% 98.1% 98.1%
TRUCK 0 1 1
0.0% 1.9% 1.9%
BOTH 1 53 54
1. 9% 98.1% 100.0%
DIRECTION OF TRAVEL : SOUTHBOUND
HOUR LEFT THRU RIGHT TOTAL
PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH
AM
6- 7 7 0 7 1 0 1 8 0 8
7- 8 7 0 7 0 0 0 7 0 7
8- 9 8 0 8 0 0 0 8 0 8
PM
3- 4 5 0 5 1 0 1 6 0 6
4- 5 2 0 2 1 0 1 3 0 ~ 3
5- 6 5 0 5 0 0 0 5 0 5
PASSENGER 34 3 37
100.0% 100.0% 100.0%
TRUCK 0 0 0
0.0% 0.0% 0.0%
BOTH 34 3 37
91. 9% 8.1% 100.0%
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A & F ENGINEERING CO., INC.
TRAFFIC VOLUME SUMMARY
CLIENT
LOCATION
DATE
BRAD HILL CUSTOM HOMES
MARANA DRIVE & OFFUTT DRIVE (02)
JUNE 21, 2001
WESTBOUND
DIRECTION OF TRAVEL
HOUR LEFT THRU RIGHT TOTAL
PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH PASS TRUCK BOTH
AM
6- 7 5 0 5 0 0 0 5 0 5
7- 8 2 0 2 1 0 1 3 0 3
8- 9 3 0 3 0 0 0 3 0 3
PM
3- 4 9 0 9 6 0 6 15 0 15
4- 5 13 0 13 5 0 5 18 0 18
5- 6 15 0 15 10 0 10 25 0 25
PASSENGER 47 22 69
100.0% 100.0% 100.0%
TRUCK 0 0 0
0.0% 0.0% 0.0%
BOTH 47 22 69
68.1% 31.9% 100.0%
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Two- W ay Stop Control
Page I of I
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
Analyst TSV Intersection Marana Dr & Offutt Dr
Agency/Co. A&F Enqineerinq Jurisdiction Carmel, IN
Date Performed 6/22/2001 Analvsis Year Scenario 1 - Existinq
Analvsis Time Period AM Peak Project 10 Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Offutt Dr
Intersection Orientation: East-West Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 13 0 0 4 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 0 14 0 0 4 0
Percent Heavv Vehicles 5 -- -- 5 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 0 0 0 10 0 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 0 0 0 11 0 0
Percent Heavy Vehicles 5 5 5 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 1 0 0 1 0
~onfiguration LTR LTR
Delav. Queue lenath and level of Service
~pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LTR LTR LTR LTR
~ (vph) 0 0 0 11
C (m) (vph) 1598 1585 0 989
vie 0.00 0.00 0.01
95% queue length 0.00 0.00 0.03
Control Delay 7.3 7.3 8.7
LOS A A F A
Approach Delay -- -- 8.7
pproach LOS -- -- A
HCS2000™
Copyrighl !Q 2000 U niversily of Florida, All Righls Reserved
Version 4.1
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6/22/2001
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Two-Way Stop Control
Page 1 of 1
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
IAnalyst TSV Intersection Marana Dr & Offutt Dr
lAoency/Co. lA&F Enqineerinq kJu risdiction Carmel, IN
Date Performed 6/22/2001 ~nalysis Year Scenario 1 - Existinq
IAnalysis Time Period PM Peak Proiect ID Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Offutt Dr
Intersection Orientation: East-West Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 1 8 0 0 15 10
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 1 8 0 0 16 11
Percent Heavy Vehicles 5 -- -- 5 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 0 0 0 5 0 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 0 0 0 5 0 0
Percent Heavy Vehicles 5 5 5 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay. Queue LenQth and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LTR LTR LTR LTR
v (vph) 1 0 0 5
C (m) (vph) 1568 1593 0 968
v/c 0.00 0.00 0.01
95% queue length 0.00 0.00 0.02
Control Delay 7.3 7.3 8.7
LOS A A F A
Approach Delay -- -- 8.7
Approach LOS -- -- A
HCS2000™
Version 4.1
Copyright @ 2000 University of Florida, All Rights Reserved
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Two-Way Stop Control Page 1 of 2
TWO-WAY STOP CONTROL SUMMARY
General Information Site Information
Analyst TSV Intersection Marana Dr & Offutt Dr
Aoency/Co. IA&F Enaineerina 'urisdiction Carmel, IN
Date Performed 6/22/2001 Analysis Year Scenario 2 - Existing &
Gen.
Analvsis Time Period lAM Peak Proiect ID Brad Hill Custom Homes
EastlWest Street: Marana Dr North/South Street: Offutt Dr
Intersection Orientation: East-West Study Period (hrs): 0.25
Vehicle Volumes and Adiustments
Maior Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 13 4 84 4 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourlv Flow Rate, HFR 0 14 4 93 4 0
Percent Heavy Vehicles 5 -- -- 5 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Uostream Sianal 0 0
Minor Street Northbound . Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 1 0 11 10 0 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 1 0 12 11 0 0
Percent Heavy Vehicles 5 5 5 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Lenath and Level of Service
~pproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LTR LTR LTR LTR
" (vph) 0 93 13 11
::; (m) (vph) 1598 1579 1017 698
"/c 0.00 0.06 0.01 0.02
95% queue length 0.00 0.19 0.04 0.05
Control Delay 7.3 7.4 8.6 10.2
LOS A A A B
Approach Delay -- -- 8.6 10.2
Approach LOS -- -- A B
Copyright @ 2000 University of Florida, All Rights Reserved Version 4.1
file://C:\Documents%20and%20Settings\tvandenber~~ocal %20Settings\Temp\u2k71.tmp 6/28/2001
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Two-Way Stop Control Page I of 2
TWO-WAY STOP CONTROL SUMMARY
General Information ;ite Information
Analvst TSV Intersection Marana Dr & Offutt Dr
Aqencv/Co. A&F Enqineerin.Q urisdiction Carmel, IN
Date Performed 6/22/2001 Analysis Year Scenario 2 - Existing &
Gen.
Analysis Time Period PM Peak Proiect ID Brad Hill Custom Homes
East/West Street: Marana Dr North/South Street: Offutt Dr
Intersection Orientation: East-West IStudv Period lhrs): 0.25
Vehicle Volumes and Adjustments
Maior Street Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 1 8 1 21 15 10
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 1 8 1 23 16 11
Percent Heavy Vehicles 5 -- -- 5 -- --
Median Type Undivided
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configu ration LTR LTR
Upstream Siqnal 0 0
Minor Street Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 5 0 104 5 0 0
Peak-Hour Factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90
Hourly Flow Rate, HFR 5 0 115 5 0 0
Percent Heavy Vehicles 5 5 5 5 5 5
Percent Grade (%) 0 0
Flared Approach N N
Storage 0 0
RT Channelized 0 0
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delav. Queue lenath and level of Service
IApproach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Configuration LTR LTR LTR LTR
Iv (vph) 1 23 120 5
Ie (m) (vph) 1568 1591 1057 730
Iv/c 0.00 0.01 0.11 0.01
95% queue length 0.00 0.04 0.38 0.02
!Control Delay 7.3 7.3 8.8 10.0-
LOS A A A A
IApproach Delay -- -- 8.8 10.0-
pproach LOS -- -- A A
Copyright @2000University of Rorida, All Rights Reserved Version 4.1
file :/lC: \Documents % 20and % 20Settings\tvanden berk<Local % 20Settings\ T emp\u2k7 4. tmp 6/28/2001