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HomeMy WebLinkAboutTraffic Impact Analysis .' TRAFFIC IMPACT ANALYSIS \ PREPARED BY A&F ENGINEERING CO., LLC I GRAMERCY BUCKINGHAM COMPANIES KEYSTONE AVENUE EXECUTIVE SUMMARY FEBRUARY 2006 INTRODUCTION & PURPOSE A Traffic Impact Analysis was prepared on behalf of the Buckingham Companies for a proposed mixed- use development titled "Gramercy" that will be located along Keystone Avenue (U.S. 431) between 126th Street (Mohawk Drive) and Carmel Drive in Carmel, Indiana. The purpose of the analysis was to determine what effect traffic generated by the proposed development will have on the existing adjacent roadway system. DESCRIPTION OF THE PROPOSED DEVELOPMENT The proposed development is to be located west of Keystone Avenue between 126th Street (Mohawk Drive) and Carmel Drive in Carmel, Indiana. The traffic analysis was based on an estimated development of approximately 700 multi-family dwelling units, approximately 1500 townhouse/condominium dwelling units, senior housing with approximately 120 dwelling units, approximately 50,000 square feet of office land use, approximately 80,000 square feet of retail land use and a hotel with approximately 120 rooms. This information represents a conceptual development plan that could vary due to market conditions. As proposed, the site will have a right-in/right-out access along Keystone Avenue, four access drives along 126th Street, an access with Carmel Drive through the extension of AAA Way and four access drives along Auman Drive East. The attached Figure 1 is an area map showing the proposed site and the approximate locations of the proposed access drives. DESCRIPTION OF EXISTING MOHAWK HILLS APARTMENT COMPLEX The mixed use development as proposed by Buckingham Companies will replace the existing Mohawk Hills apartment complex and golf course. The existing coIIiplex has approximately 564 dwelling units. The estimated existing traffic volumes that are associated with the ~xistirig 564 multi-family dwelling units were subtracted from the generated traffic volumes of the proposed 700 multi-family dwelling units in order to analyze the true impaot of the proposed mixed use development. STUDY AREA _ The study area defined for this analysis included the following intersections: Keystone Avenue and 126th Street (Mohawk Drive) Keystone Avenue and Carmel Drive Keystone Avenue and 116th Street Keystone Avenue and Proposed Right-In/Right-Out Access In addition, recommendations have been made for the proposed access drives along 126th Street and along Auman Drive East. 1 TRAFFIC SCENARIOS The following traffic scenarios were analyzed at the study intersections: Scenario 1 - Existing Traffic Scenario 2 - Existing Traffic + Proposed Development Traffic Scenario 3 - Year 2016 Background Traffic (Horizon Year) Scenario 4 - Year 2016 Background Traffic + Proposed Development Traffic DESCRIPTION OF THE EXISTING INTERSECTION GEOMETRICS The following study intersections are currently controlled by a coordinated traffic signal system. The existing intersection geometrics are shown on Figure 2 and include the following: Keystone Avenue and 126'h Street (Mohawk Drive) Northbound Approach: A left-turn lane, two through lanes and a right-turn lane. Southbound Approach: A left-turn lane, two through lanes and a right-turn lane. Eastbound Approach: A left-turn lane and a shared through/right-turn lane. Westbound Approach: A left-turn lane and a shared through/right-turn lane. Keystone Avenue and Carmel Drive Northbound Approach: A left-turn lane, two through lanes and a right-turn lane. Southbound Approach: A left-turn lane, two through lanes and a right-turn lane. Eastbound Approach: A left-turn lane, a through lane and a right-turn lane. Westbound Approach: A left-turn lane and a shared through/right-turn lane. Keystone Avenue and 116th Street Northbound Approach: A left-turn lane, two through lanes and a right-turn lane. Southbound Approach: A left-turn lane, two through lanes and a right-turn lane. Eastbound Approach: A left-turn lane, two through lanes and a right-turn lane. Westbound Approach: A left-turn lane, two through lanes and a right-turn lane. CAPACITY ANALYSIS RESULTS 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 pro~am Synchroi which incorporates capacity calculations based on the Highway Capacity Manual (HCM)II. An analysis has then been made for the AM peak hour and PM peak hour for cach of the study intersections considering each of the previously mentioned traffic scenarios. The following tables summarize the results of the capacity analysis for the study intersections. 2 .J. TABLE 1 ~ LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND 1 26TB STREET (MOHAWK DRIVE) AM PEAK HOUR MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach C C D B C Southbound Approach D D F D D Eastbound Approach E E E D E Westbound Approach E E F D E Intersection D D E D D PM PEAK HOUR MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach C C C C C Southbound Approach C C D D D Eastbound Approach D D E D D Westbound Approach D D F D D Intersection D D D D D DESCRIPTION OF SCENARIOS Scenario 1: Scenario 2: Scenario 3: Scenario 4: Existing Traffic Volumes Sum of Existing Traffic and Proposed Development Traffic Year 2016 Background Traffic Volumes Sum of Year 2016 Background Traffic and Proposed Development Traffic NOTES: . This intersection was analyzed as a coordinated signal system with the near-by intersections along Keystone A venue. The existing system cycle lengths as provided by the Indiana Depaltment of Transportation were used to analyze the existing traffic volumes (Scenario 1). Optimized cycle lengths were used when analyzing the remaining scenarios. . Scenarios 1 and 3A were analyzed with the existing intersection geometries. . Scenario 2 was analyzed with the addition of a continuous eastbound right-turn lane along 126th Street that starts 100 feet west of the western most proposed access (Access #1) and continues through the remaining access drives to Keystone Avenue. . Scenario 3B was analyzed with the following improvements along Keystone Avenue: 1. The conversion of the northbound right-turn lane along Keystone Avenue into a shared through/right-turn lane. 2. The conversion of the southbound right-turn lane along Keystone A venue into a shared through/right-turn lane. . Scenario 4 was analyzed with the improvement along 126th Street as needed for Scenario 2 as well as the improvements along Keystone Avenue as needed per Scenario 3B. 3 .J. TABLE 2 - LEVEL OF SERVICE SUMMARY: KEYSTONE A VENUE AND CARMEL DRIVE MOVEMENT SCENARIO 1 lA 2 3A 3B 4 Northbound Approach C C C C B B Southbound Approach F C D E D D Eastbound Approach D D D E D D Westbound Approach F E E F D D Intersection E C D D C D AM PEAK HOUR MOVEMENT SCENARIO 1 lA 2 3A 3B 4 Northbound Approach B C C D C C Southbound Approach E E E E E E Eastbound Approach D C D E C D Westbound Approach E E D E E E Intersection D D D E D D PM PEAK HOUR DESCRIPTION Of SCENARIOS Scenario 1: Scenario 2: Scenario 3: Scenario 4: Existing Traffic Volumes Sum of Existing Traffic and Proposed Development Traffic Year 2016 Background Traffic Volumes Sum of Year 2016 Background Traffic and Proposed Development Traffic NOTES: . This intersection was analyzed as a coordinated signal system with the near-by intersections along Keystone Avenue. The existing system cycle lengths as provided by the Indiana Department of Transportation were used to analyze the existing traffic volumes (Scenario 1 and Scenario lA). Optimized cycle lengths were used when analyzing the remaining scenarios. . Scenario 1 was analyzed with the existing intersection geometries. . Scenarios lA, 2 and 3A were analyzed with the addition of a second northbound left-turn lane along Keystone Avenue. · Scenarios 3B and 4 were analyzed with the second northbound left-turn lane along Keystone Avenue as mentioned above as well as the following improvements: 1. The conversion of the northbound right-turn lane along Keystone A venue into a shared through/right-turn lane. 2. The addition of a third southbound through lane along Keystone Avenue. 4 ..L _ TABLE 3 - LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND 116TH STREET AM PEAK. HOUR MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach D D E D D Southbound Approach B D E C D ""-- Eastbound Approach E D E D D Westbound Approach E E F D E Intersection D D E D D PM PEAK HOUR MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach D D E D E Southbound Approach C D D C C Eastbound Approach D D E D E Westbound Approach D D D D D Intersection D D E D D DESCRIPTION OF SCENARIOS Scenario 1: Scenario 2: Scenario 3: Scenario 4: Existing Traffic Volumes Sum of Existing Traffic and Proposed Development Traffic Year 2016 Background Traffic Volumes Sum of Year 2016 Background Traffic and Proposed Development Traffic NOTES: . This intersection was analyzed as a coordinated signal system with the near-by intersections along Keystone Avenue. The existing system cycle lengths as provided by the Indiana Department of Transportation were used to analyze the existing traffic volumes (Scenario 1). Optimized cycle lengths were used when analyzing the remaining scenarios. . Scenarios 1, 2 and 3A were analyzed with the existing intersection geometrics. . Scenarios 3B and 4 were analyzed with the following improvements: 1. The conversion of the northbound right-turn lane along Keystone Avenue into a shared through/right-turn lane. 2. The conversion of the southbound right-turn lane along Keystone Avenue into a shared through/right-turn lane. 5 ----~--'------ TABLE 4 - LEVEL OF SERVICE SUMMARY: KEYSTONE A VENUE AND PROPOSED RIGHT-IN/RIGHT -OUT ACCESS AM PEAK HOUR SCENARIO 2 E SCENARIO 4 C PM PEAK HOUR SCENARIO 2 C SCENARIO 4 B DESCRIPTION OF SCENARIOS Scenario 2: Scenario 4: Sum of Existing Traffic and Proposed Development Traffic Sum of Year 2016 Background Traffic and Proposed Development Traffic NOTES: . This access is proposed as a right-inlright-out access. A median exists along Keystone Avenue in the vicinity of the access. . Scenario 2 was analyzed with the addition of a southbound rigflt-turn lane along Keystone Avenue. Per the Indiana Department of Transportation's Driveway Permit Manualiii, this turn lane should have 550 feet of deceleration and a 100 foot taper. A 100 foot recovery taper is also proposed at the access. . When the existing traffic volumes are projected forward to the year 2016 based on an annual growth rate, before the generated traffic is added to the roadway network, Keystone A venue will need to have six travel lanes (three in each direction) in order for the signalized study intersections to operate at level of service "D" or better during the peak hours. The additional travel lanes are not due to the proposed development as they are needed before the proposed development traffic is added to the roadway network in order to accommodate the year 2016 background traffic volumes. Scenario 4 was then analyzed with an additional through lane in both directions along Keystone Avenue as well the addition of the southbound right-turn lane recommended for Scenario 2. 6 ~______~ L________ RECOMMENDATIONS Based on the results of the traffic study, the following recommendations are made to ensure that the roadway system will operate at acceptable levels of service ifthe site is developed as proposed. 1. KEYSTONE AVENUE AND 126THSTREET(MOHAWKDRlVE) Year 2006 Conditions A continuous eastbound right-turn lane is recommended along 126lh Street that starts 100 feet west of the western most proposed access (Access #1) and continues through the remaining access drives to Keystone Avenue. When the generated traffic volumes from the proposed development are added to the existing traffic volumes, this intersection will operate at acceptable levels of service during the peak hours with this improvement. The intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: A left-turn lane, two through lanes and a right-turn lane. A left-turn lane, two through lanes and a right-turn lane. A left-turn lane, a through lane and a right-turn lane. A left-turn lane and a shared through/right-turn lane. Year 2016 Conditions (Horizon Year) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic volumes from the proposed development are added, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: . The conversion of the northbound right-turn lane along Keystone Avenue into a shared through/right-turn lane. . The conversion of the southbound right-turn lane along Keystone A venue into a shared through/right-turn lane. The improvements listed above are not due to the proposed development. When the proposed development traffic is added to the year 2016 background traffic, the continuous eastbound right-turn lane along 126th Street is recommended. The intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: A left-turn lane, two through lanes and a shared through/right- turn lane. A left-turn lane, two through lanes and a shared through/right- turn lane. A left-turn lane, a through lane and a right-turn lane. A left-turn lane and a shared through/right-turn lane. 7 -~----- -- -- 2. KEYSTONE AVENUE AND CARMEL DRIVE Year 2006 Conditions The addition of a second northbound left-turn lane is needed along Keystone A venue in o~der to achieve level of service "D" or better during the peak hours with the existing traffic volumes. The intersection geomettics will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: Two left-turn lanes, two through lanes and a right-turn lane. A left-turn lane, two through lanes and a right-turn lane. A left-turn lane, a through lane and a right-turn lane. A left-turn lane and a shared through/right-turn lane. When the proposed development traffic is added to the existing traffic, the intersection geometries listed above will accommodate the projected traffic volumes. Therefore, no improvements are needed at this intersection due to the proposed development. Year 2016 Conditions (Horizon Year) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic volumes from the proposed development are added, the following improvements are needed at this intersection in order to achieve level of service "0" or better during the peak hours: . The addition of the second northbound left-turn lane along Keystone Avenue as needed per the existing traffic volumes. . The conversion of the northbound right-turn lane along Keystone Avenue into a shared through/right-turn lane. . The addition of a third southbound through lane along Keystone Avenue. The improvements listed above are not due to the proposed development. With the improvements, the intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: Two left-turn lanes, two through lanes and a shared through/right- turn lane. A left-turn lane, three through lanes and a right-turn lane. A left-turn lane, a through lane and a right-turn lane. A left-turn lane and a shared through/right-turn lane. When the proposed development traffic is added to the year 2016 background traffic, the intersection geometries listed above will accommodate the projected traffic volumes. Therefore, no improvements are needed at this intersection due to the proposed development. 8 ____n____ ___ Lu -_- 3. KEYSTONE AVENUE AND 1 16TH STREET Year 2006 Conditions The existing intersection geometries will adequately accommodate the generated traffic from the proposed development. Therefore, no improvements are needed at this intersection due to the proposed development. Year 2016 Conditions (Horizon Year) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic volumes from the proposed development are added, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: . The conversion of the northbound right-turn lane along Keystone A venue into a shared through/right-turn lane. . The conversion of the southbound right-turn lane along Keystone A venue into a shared through/right-turn lane. The improvements listed above are not due to the proposed development. With the improvements, the intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: A left-turn lane, two through lanes and a shared through/right-turn lane. A left-turn lane, two through lanes and a shared through/right-turn lane. . A left-turn lane, two through lanes and a right-turn lane. A left-turn lane, two through lanes and a right-turn lane. Eastbound Approach: Westbound Approach: When the proposed development traffic is added to the year 2016 background traffic, the intersection geometries listed above will accommodate the projected traffic volumes. Therefore, no improvements are needed at this intersection due to the proposed development. 4. KEYSTONE AVENUE AND PROPOSED RIGHT-IN / RIGHT-OUT ACCESS Year 2006 Conditions & Year 2016 Conditions (Horizon Year) This access is proposed to be constructed as a right-inlright-out access. A median exists along Keystone Avenue in the vicinity of the access. It is recommended to construct a southbound right- turn lane along Keystone Avenue at the access drive. Per the Indiana Department of Transportation's Driveway Permit Manual, this turn lane should have 550 feet of deceleration and a 100 foot taper. A 100 foot recovery taper is also recommended at the access. The traffic simulation program SimTrafficiv was used to visually model the anticipated traffic flow operations when the generated traffic from the proposed development is added to the roadway network. Based on the SimTrafjic simulations and the proposed access location, adequate spacing will be provided so that vehicles traveling southbound along Keystone A venue will not queue back from Carmel Drive to the proposed right-inlright-out access. 9 -----~------------ ----- 5. ACCESS DRIVES ALONG 126TH STREET (MOHAWK DRIVE) Year 2006 Conditions & Year 2016 Conditions (Horizon Year) The following conditions are recommended for the proposed access drives along 126th Street: . Each unsignalized access controlled with the access drive stopping for 126th Street. . Access #2 and Access #4 (the main access drives) each constructed with two outbound lanes and one inbound lane. Access #1 and Access #3 each constructed with at least one outbound lane and one inbound lane. . The addition of a continuous eastbound right-turn lane along 126th Street that starts 100 feet west of the western most access (Access #1) and continues through the remaining access drives to Keystone Avenue. . The addition of a westbound left-turn lane along 126th Street at each access. Combined with the existing eastbound left-turn lane at the Keystone A venue intersection, a continuous left-turn lane would then be created along 126th Street in the vicinity of the site. A minimum of 100 feet of storage is recommended for the left-turn lane serving Access #2. A minimum of 50 feet of storage is recommended for each of the left-turn lanes serving Access #1 and Access #3. There is approximately 460 feet of space for a left-turn lane between the eastern most access drive (Access #4) and Keystone Avenue. A minimum of 100 feet of storage with a 100 foot taper is recommended for the westbound left-turn lane serving Access #4. It is then recommended that the existing eastbound left-turn lane at the Keystone Avenue intersection be extended back so that it has 260 feet of storage. The traffic simulation program SimTraffic was used to visually model the anticipated traffic flow operations when the generated traffic from the proposed development is added to the roadway network. Based on the SimTraffic simulations, adequate spacing will be provided along 126th Street between the proposed access drives and the intersection of Keystone Avenue and 126th Street. In addition, the recommended storage lengths for the auxiliary lanes will accommodate the projected traffic volumes. 6. ACCESS DRIVES ALONG AUMAN DRIVE EAST Year 2006 Conditions & Year 2016 Conditions (Horizon Year) The following conditions are recommended for the proposed access drives along Auman Drive East: . Each unsignalized access controlled with the access drive stopping for Auman Drive East. . Each access constructed with at least one outbound lane and one inbound lane. . These access drives will mainly serve the proposed residential homes that are located towards the east edge of the site. However, the majority of the traffic to and from the development will access the site via the drives that are located along the major roadways (i.e. along Keystone Avenue, 126th Street and Carmel Drive). Based on the peak hour projected traffic volumes determined in this study, the proposed development will most likely add 20 vehicles or less during the peak hours in either direction along Auman Drive East. Considering the low volwne of projected traffic, the proposed development will have very little impact to Awnan Drive East. Therefore, improvements will not be needed along Auman Drive East due to the low traffic volumes projected at the drives. i Synchro 6.0, Trafficware, 2003. ii Highway Capacity Manual (HCM), Transportation Research Board, National Research COWlcil, Washington, DC, 2000. iii Driveway Permit Manual, Indiana Department of Transportation (INDOT), 1996. iv SImTraffic 6.0, Trafficware, 2003. 10 _~.______" 1 , ~ '" 8 :8 I N o " ~ C ~ <oJ I <r> o lD 5?- ~ ~ <oJ '" I ~ i'5 z 15 ::;) CD I <r> o lD ~ <> <> ~ N I ALL OISTANCES ARE APPROXIMATE DEVELOPMENT INFORMATION LAND USI! ITI! COOl! SIZI! P1!OPOSlO MUlTI-FAMILY (GAAIIERtY PlOPOS4l) EXISTING MULTI-FAMILY (ElIISllNO MOHAWM HILLS) AOOfIIONAI. MULTI-FAIIlLY WITH GAAYERtY P1lOI'OS.Il. TOWMHOUSl COHOOIIHIUM SlHIOR HOUSING orF1CE RETAIL HOTEL 220 700 OU 220 -5&4 DU 220 136 DU 230 252 710 820 310 1500 OU 120 OU 50.000 SF eo.OOO SF 120 IlOOIlS GRAMMERCY BUCKINGHAM COMPANIES CARMEL, INDIANA FIGURE 1 AREA MAP @A & F Engineering Co., LLC 2006 "ALL Rights Reserved" M:NUIIr DII1IiI! I I. I ". ..,. ~ ~ ,. t CHANNELIZED IGHT -TURN LANE ". t .. ~ I KEYSTONE AVENUE AND MOHAWK DRIVE KEYSTONE AVENUE AND CARMEL DRIVE .. ., ., ~ CWI&. DII1IiI! I "II[ ". ~ ~ "" 8 8 I S ! ~ ~ J. I >< I is ::> ID I II> ! ! ,:J ~ '" ., I I KEYSTONE A VENUE AND 116TH STREET GRAMMERCY BUCKINGHAM COMPANIES CARMEL, INDIANA t FIGURE 2 EXISTING INTERSECTION SCHEMA TICS @A &: F' Engineering Co., LLC 2006 "ALL Rights Reserved"