HomeMy WebLinkAboutTraffic Report_July 1987 TRAFFIC ANALYSIS STUDY
OF
PROPOSED DEVELOPMENT
NORTH OF I-465
Between Meridian and College
near Carmel, Indiana
Prepared for the
TRAMMELL CROW COMPANY
By
PFLUM, KLAUSMEIER do WAGNER CONSULTANTS
Indianapolis
Cincinnati Louisville
July 1987
TABLE OF CONTENTS
Description Page
INTRODUCTION 1
DESCRIPTION OF PROPOSED PROJECT 1
TRANSPORTATION PLAN 3
TRAFFIC GENERATION 5
TRAFFIC DISTRIBUTION 5
TRAFFIC IMPACT 6
OFF-SITE TRAFFIC IMPROVEMENTS 6
Short Range Traffic Operational Improvements 6
Long Range Capital Improvements 13
SUMMARY 13
FIGURES
Figure Description Page
1 Conceptual Site Plan 2
2 Transportation Planning Features 4
3 Estimated Peak Hour Traffic 7
4 Conceptual Plan, Extension of 103rd/Pennsylvania 8
5 AM Peak Hour Traffic Analysis 10
6 PM Peak Hour Traffic Analysis 11
7 Conception Plan, Intersection at College Avenue 12
TABLES
Table Description Page
1 • Estimated Trip Generation of Proposed Development 5
2 Level of Service for Operations & Design Applications 9
APPENDIX
A Estimated Trip Generation for Office Buildings
B Estimated Trip Generation for Hotel
C 1980 Distribution of Demographics
TRAFFIC ANALYSIS REPORT
OF
PROPOSED DEVELOPMENT
INTRODUCTION
This report is a Technical Supplement to an Application for Rezone submitted to the
Carmel Plan Commission by the Trammell Crow Company. The application is to rezone
land along the north side of I-465 between Pennsylvania Street and College Avenue to
permit the construction of office buildings, a hotel, and related supporting service
businesses.
A more extensive report has been prepared which describes the existing conditions and
the proposed development. The reader is referred to that report for a comprehensive
review of those topics.
This report focuses on the transportation plan and traffic operational improvements
proposed by the developer to mitigate potential adverse effects on the roadway system
which serves the site and the surrounding community.
DESCRIPTION OF PROPOSED PROJECT
The development which is proposed by the Trammell Crow Company for the site is an
integrated one containing complimentary and supporting types of buildings and tenant
uses in a parklike setting. The conceptual site plan is shown by Figure 1.
A full service hotel containing 200 rooms, meeting space, and a small restaurant is a
secondary feature in the conceptual plan. Flanking the hotel and scattered throughout
the site are six office buildings containing a total of 750,000 square feet of gross floor
area (GSF). It is expected that business firms may occupy some of the ground floor spaces
of the office buildings.
In order to provide -a maximum amount of landscaped and natural areas, the conceptual
site plan indicates that a portion of the parking spaces may be provided in structures.
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Conceptual Site Plan
FIGURE 1
1-465 & Meridian
\ Ir.,,,,1FI1 ( rim ( pan) I)eielnpmcnt
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TRANSPORTATION PLAN
The Conceptual Site Plan has been designed in consideration of the following transportation
planning objectives which are illustrated by Figure 2:
* extend Pennsylvania Road south and east through the site to College Avenue thereby
providing a new outlet for the site and other development along the east side of
the Meridian Corridor;
* improve 103rd Street and its intersection with Meridian Street (U.S. 31) as a primary
access;
* defer development near the interchange of I-465 pending a determination by IDOH
of the extent and timing of improvements which may require additional right-of-way;
* provide secondary access for service vehicles from Meridian Street frontage road;
* provide circulation for internal site traffic;
* provide east-west route continuity while diverting traffic from adjoining residential
neighborhood.
These objectives were established early in the planning process in consideration of both
broad community interests and the specific requirements of the site. As such, the
transportation plan addresses the short term need to complete the Pennsylvania Street
extension to relieve congestion along Meridian Street. In addition, the plan acknowledges
the desirability to improve the I-465 interchange by deferring development on land
adjoining it until the extent and timing of such improvements becomes known.
These significant transportation objectives were incorporated into the Conceptual Site
Plan along with other site planning objectives to:
* create a buffer area between the development and the residential neighborhood,
* reconstruct existing drainage ways and create new water detention features,
* minimize surface parking areas and maximize landscape and natural areas,
* provide transition from high intensity highway development to moderate density
residential neighborhoods.
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A Deferred development area pending plans for
Conceptual Site Plan interchange
B Improved 103 rd Street
C Pennsylvania St. extension (by others)
FIGURE 2 D 103rd/Penn. St. extension (by Trammell Crow)
E Internal circulation roadway (by Trammell Crow)
1-465 & Meridian F Service roadway (by Trammell Crow)
Iralmnell ( row c ntnpan. I)cu•lopmcnt G Traffic Signal (by Trammell Crow in cooperation
r%.1 I .mere I .
with IDOH & others) ./\
H Intersection Improvement (by Trammell Crow)
I Realignment to assure traffic diversion
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TRAFFIC GENERATION
The site, when fully developed is expected to attract about 1500 inbound trips during
the morning peak hour and produce about 1400 outbound peak hour trips during the evening
peak hour. Table 1 summarizes the trip generation estimates.
TABLE I
Estimated Trip Generation of Potential Development
Average Weekday Traffic
Type of Approx. AM Peak Hour PM Peek Hour Daily Total
Development Size In Out In Out In Out
Office 750,000 GSP 1450 150 180 1350 4100 4100
Hotel 200 Rms 120 60 70 75 1050 1050
Subtotal 1570 210 250 1425 5150 5150
Intro-Site Trips* 45 45 40 40 250 250
External Trips 1525 165 210 1385 4900 4900
• Assumes 25%of hotel traffic is exchanged with on-site offices
See: Appendix A for detailed calculations
TRAFFIC DISTRIBUTION
Site ingress and egress routes chosen by employees and visitors of the site will depend
on their points of origin and destination, and alternative route choices considering
directness, congestion, and safety.
Based upon residential and commercial patterns it is estimated that more than half (55%)
of the trips will have origins and destinations south of the site. For instance, 1980 U.S.
Census data reveals that 58% of the families which then resided within four (4) miles
of the site lived south of the Marion-Hamilton County line.
The balance of trips (45%) will have origins and destinations north of the site.
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TRAFFIC ACCESS ANALYSIS
The amount of traffic expected to be generated during the morning and evening peak
hours has been assigned to roadways in consideration of the directional distribution factors.
The results of the traffic assignments are shown by Figure 3.
The site will have multi-directional access with the completion of the extensions of 103rd
Street and Pennsylvania Street. As a result site traffic will be dispersed throughout
the roadway network.
During the morning peak hour period, about 770 vehicles are expected to enter the site
from the south; about 460 from along Meridian turning right into the site, and about
310 from along College turning left into the site. About 700 trips will arrive from the
north and be delivered to the site by Meridian, Pennsylvania, and College.
During the evening peak hour period, about 700 vehicles are expected to leave the site
toward the south; about 415 turning left onto Meridian from 103rd Street, and about
280 turning right onto College. About 600 trips will depart to the north from the site
along Meridian, Pennsylvania, and College.
Within the site, traffic volumes will meet, or exceed 1000 vehicles per hour in one direction
during peak periods. Therefore, two lanes in each direction will be provided through
the site along the extension of Pennsylvania Street. The two lanes in each direction
will be separated by a variable with median to enable landscaping to be installed and
left turn lanes provided at the various building and parking facility driveways.
OFF-SITE TRAFFIC IMPROVEMENTS
Traffic operation along the Meridian Corridor are critical to this development site,
neighboring development sites, the local community and the region. The corridor directly
serves trips which originate or are destined to nearby sites, trips between Carmel and
Indianapolis, and long distance regional trips. As such developers, the City, the County
and the State all have important roles in implementing short range traffic operational
improvements and planning long range highway projects which will serve the corridor.
Short Range Traffic Operational Improvements
Short range traffic operational improvements are planned by the developer to mitigate
the impact of traffic generated by this proposed project.
In cooperation with the Indiana Department of Highways, local agencies and neighboring
developers, and nearby residents, Trammell Crow Company will seek to improve 103rd
Street and its intersections with U.S. 31 (Meridian Street) and with Pennsylvania Street
as shown by the conceptual plan in Figure 4.
The conceptual plan for the intersection of 103rd Street and U.S. 31 (Meridian Street)
acknowledges the proposed westward extension to serve the announced Meridian at the
Interstate project. The conceptual plan indicates that 103rd Street would have two lanes
in each direction. This arrangement would allow for free flowing right turns to be made
to and from U.S. 31 (Meridian Street) and dual left turns to be made from 103rd Street.
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I-465 I-465
T " T
MORNING PEAK HOUR EVENING PEAK HOUR
FIGURE 3
ESTIMATED PEAK HOUR TRAFFIC
GENERATED BY PROPOSED DEVELOPMENT
OF THE
TRAMMELL CROW COMPANY
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CONCEPTUAL INTERSECTION I I I
103rd and PENNSYLVANIA I M I
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The conceptual plan further includes the installation of a multi-phased, multi-dial, traffic
actuated signal at the intersection. The signal controller should have the capability
to be interconnected with other signals along the corridor and to be supervised by a master
system controller.
The warrants for such a signal at this intersection may not be currently met, but will
be satisfied by virtue of this and other nearby development announced or proposed.
Trammell Crow Company has initiated, at its expense, a formal traffic signal warrant
study which will be submitted to IDOH for its review. Should IDOH concur that the traffic
signal is or will be warranted, then Trammell Crow Company will cooperate with
neighboring developers and IDOH to install the signal and implement the conceptual
plan for the intersection.
The conceptual plan for 103rd Street shown by Figure 4, indicates that its intersection
with Pennsylvania Street would favor the major traffic movements to and from the
proposed development site. In constructing this intersection, 103rd Street will be realigned
to discourage non-residential traffic from passing through the existing neighborhood.
The conceptual plan for 103rd Street and U.S. 31 (Meridian Street) has been- subjected
to a Level of Service (LOS) analysis as shown by Figures 5 and 6.
Figure 5 illustrates the LOS analysis for the morning peak hour period. The analysis
considers existing traffic, and traffic expected to be generated by both this proposed
project and the announced Meridian-at-the-Interstate along the west side of U.S. 31
at 103rd Street. The analysis indicates that a multi-phased signal with overlaps, and
dual left turn lanes from 103rd street will provide a Level of Service D during the peak
morning hour. At LOS D the expected mean stopped delay of vehicles entering the
intersection may be in the range of 30 seconds as shown by Table 2.
TABLE 2
LEVEL OF SERVICES FOR OPERATIONS AND DESIGN APPLICATIONS
Maximum Sum of
Critical Hourly Volumes
Level Two Three Four or Delay
of Phase Phase More Phase per vet,
Service Signal Signal Signal (Sec) Description
A 1000 950 900 less than 5.0 Most vehicles do not stop at all.
B '1200 1140 1080 5.1 to 15.0 More vehicles stop than for LOS A.
C 1400 1340 1270 15.1 to 25.0 The number of vehicles stopping is
significant. although many pass
through without stopping.
D 1600 1530 1460 25.1 to 40.0 . Many vehicles stop. Individual
cycle failures are noticeable.
E 1800 1720 1650 40.1 to 60.0 Considered to be the limit of
acceptable delay. Individual
cycle failures are frequent.
F -- not applicable more than 60.0 Unacceptable delay.
• Source: Critical Movement Analysis: W. R. Reilly;
NCHRP 3-28.
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PHASE -* CRITICAL VOLUME oNm
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X ++ O
00nN
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CJ V DENOTES INCREMENTAL TRAFfIL OFfPROPOSED
28O PROJE TRAMMEL CROW
PROPOSED 103rd St.
EXTENSION 25+
1285+
C-210+10=220 75_
50+40=90 )360
I 25.0+25
275.75+2001150c75+75
1100'0+100 103rd St
A 320-280 = 40
* f AA
DENOTES BASIC TRAFFIC
PLUS PROPOSED MERIDIAN I
AT TFE INTERSTATE
O o nn
N p N N
I 000
J 11 825-2(40)=745
N O N
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A
N
.55 (220+90)=170
r*ix
((ASSUME DUAL LEFT TURNS)
�E .55 (150+100)= 13 5
rf
TOTAL 1370 CORRESPONDS TO LEVEL OF SERVICE D
FIGURE 5
A. M. PEAK HOUR
TRAFFIC ANALYSIS
MERIDIAN St. (U.S. 31)
and 103rd St.
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PHASE * CRITICAL VOLUME
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r �] TRAFFIC Of PROPOSED
55 TRAMMEL. CROW
C (PROJECT
PROPOSED ION St. A
EXTENSION
50+200-250 27 +
-C-100+70=170
125+415-540
9,..
165=0+165 J
820=10+810 260=10+250--7
r
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Ai t .....LITh 103rd St
200 - 55 =145
V * I
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DENOTES BASIC TRAFFIC o 11 AI
PLUS PROPOSED MERIDIAN\ -I(
AT THE INTERSTATE
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Thu
TOTAL 1595 CORRESPONDS TO LEVEL OF SERVICE E
FIGURE 6
P. M. PEAK HOUR
TRAFFIC ANALYSIS
MERIDIAN St. (U.S. 31)
and 103rd St.
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FIGURE 7
CONCEPTUAL
PLAN
PROPOSED Nl txatCTION
AT COLLEGE AVE
(Not To Seals
f
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Figure 6 illustrates the LOS analysis for the evening peak hour period considering existing
traffic and traffic generated by both this proposed project and Meridian-at-the-Interstate.
The analysis indicates that Level of Service E would be provided during the evening
peak hour with mean vehicle delays exceeding 40 seconds as shown by Table 2.
The proposed intersection at College Avenue is shown by Figure 7. It is proposed that
College Avenue be widened on the owner's (west) side to enable a northbound left turn
lane to be installed. A traffic signal at this intersection will not be warranted based
upon site traffic alone. However, other traffic diverted from Meridian Street as a result
of the new site roadway may contribute to the ultimate need for a signal at this location.
Long Range Capital Improvements
Continued development along the Meridian corridor in both Carmel and Indianapolis
makes it incumbent upon the public and private sectors to examine interchange and
corridor improvements to increase the Level of Service provided to roadway users.
The Indiana Department of Highways (IDOH) is currently engaged in a study of critical
interchanges throughout the State. In recognition of the IDOH planning study, the
Trammell Crow Company will defer new development on its land which is immediately
adjacent to the interchange so as not to preclude the improvement of the geometry
and capacity of the ramps.
This committment to defer development will remain in effect for a period of five years.
The committment to defer new development will exclude the new service-access driveway
to connect with the Meridian Street frontage road as shown by Figure 2.
SUMMARY
The Conceptual Site Plan has been designed in consideration of the following
transportation planning objectives which are illustrated by Figure 2:
* extend Pennsylvania Road south and east through the site to College Avenue thereby
providing a new outlet for the site and other development along the east side
of the Meridian Corridor;
* improve 103rd Street and its intersection with Meridian Street (U.S. 31) as a
primary access;
* defer development near the interchange of I-465 pending a determination by IDOH
of the extent and timing of improvements which may require additional
right-of-way;
* provide secondary access for service vehicles from Meridian street frontage road;
* provide circulation for internal site traffic;
* provide east-west route continuity while diverting traffic from adjoining residential
neighborhood.
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These objectives were established early in the planning process in consideration of both
broad community interests and the specific requirements of the site. As such, the
transportation plan addreses the short term need to complete the Pennsylvania Street
extension to relieve congestion along Meridian Street. In addition, the plan acknowledges
the desirability to improve the I-465 interchange by deferring development on land
adjoining it until the extent and timing of such improvements becomes known.
These significant transportation objectives were incorporated into the Conceptual Site
Plan along with other site planning objectives to result in a proposed development which
will provide a transition from the high intensity highway development to the low density
residential neighborhoods.
- 14 -
APPENDIX
APPENDIX A
ESTIMATED TRIP GENERATION
for
(750) X 1000 GSF : OFFICE BUILDING over 200,000 GSF : ITE Code 710
Inbound Outbound
Total
* Factor Trips * Factor Trips Trips
Average Weekday
Daily 5.45 4088 5.45 4088 8176
AM Peak Hour 1.93 1447 0.20 147 1594
PM• Peak Hour 0.24 180 1.80 1349 1529
Saturday
Daily NA NA NA NA NA
Peak Hour NA NA NA NA NA
Sunday
Daily NA NA NA NA NA
Peak Hour NA NA NA NA NA
* Trips per 1000 GSF
Source : TRIP 6ENERATION, Third Edition, 1982; Institute of Transportation Engineers, Washington, O.C.
APPENDIX B
ESTIMATED TRIP GENERATION
for
(200) ROOMS : HOTEL : ITE Code 310
Inbound Outbound
Total
* Factor Trips * Factor Trips Trips
Average Weekday
Daily 5.25 1050 5.25 1050 2100
AM Peak Hour 0.58 116 0. 29 58 174
PM Peak Hour 0.36 72 0.37 74 146
Saturday
Daily 4.05 810 4.05 810 1620
Peak Hour NA NA NA NA NA
Sunday
Daily 4.40 880 4.40 880 1760
Peak Hour NA NA NA NA NA
* Trips per Room
Source : TRIP GENERATION, Third Edition, 1982; Institute of Transportation Engineers, Washington, D.C.
APPENDIX C .
.�9d - 4 £..= :2&s ea 102rd t £2-
EELS 5a Characteristic . @a2 Sector &:1tn 6zz a-3 'ne • 4@ct2-
2 - :ecbe2 w . E USG! a J 55: Tag
. - zJ�wia TQL • . 200 2149 26049 446 13069 37531 6320
a 351 41% :a- 21 9% Ea
2 - TOTAL LIES 231 6169 7300 ESE 334 -9925 113
a 361 421 g! 211 SI 1001
2 - HOUSEHOLDS 130 7490 3790. 9403 32 14994 23784
2 311 371 kI 24% 631 !g!
2 - Falb INCOME > 530,000 20 04 :E4 280 t61 4541 32
a 2l 461 34 &I 54% Ig%
44 - KBR) IN COUNTY OF RESIDENCE 456 92 J43 2063 5671 167:4 2162
a 31 !a 55% 2E1 gI 1001
53 - EXEC, AMIN, & «#Kgk OCCUP 474 &k 254 sg 131 293 6447
a. 321 40% k! 20% kI !mz
54 - PROFESSIONAL SPECIALTY OCCUPATIONS 27 1864 as 2862 1516 q& 6549
2 28% 2; A! 2:1 67% !g!
2 - TECHNICIANS RELATED SUPPORT 2[2 61 296 357 32 • 140 717 . 194
a 21 2= !R 1 671 1001
2® A25 8 DIRT, INCLUDING CLERICAL 266 124 :30 2205 1293 &e 5548
3 :a 37% @I . 22- g= lgl
74 - TOT £5&3 w£ 5 SALARY INC MOO} 225 19823 2&£3 28:40 10929 eQe 9'02
a 36% 42 2I &I 21 30%
2 - .223: PEP 23m§ aE 2 :70 473 4763 gg 254 6 a:
a 3; AI 21 20% 3= • 20Z
2 2 . 371 2 w 3 2 2cte BE is33 . is Sit:
3 2 y £ 37 e £. 77 2 2 - a 2 2 6 57 a g J e a -6
2: A £: ;w IQ§ 32 2: 26 eZ &: 23 E; 37 236 £2
S: £ 301 22 904 33 917 z. «. 2 24 :017 110 71 23 .2 o: 2. 2:
! .