HomeMy WebLinkAboutOld Meridian Traffic Impact Analysis
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Old 'Meridian
Traffic Impact Analysis
Technical
Memorandum
Prepared by:
Parsons Brinckerhoff Quade & Douglas, Inc.
47 South Pennsylvania Street · Suite 600
Indianapolis, IN 46204
DRAFT: October 5, 2000
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Old Meridian
Traffic Impact Analysis
Technical Memorandum
.
DRAFT
October 5,2000
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PARSONS
r-~ BRINCKERHOFF
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YEARS.
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TABLE OF CONTENTS
INTRODUCTION........... ..... ............ ...... .... ... .... ....... ......... ........ .............. .... ........ ... 1
STUDY SCOPE . ............... ..... ..... ....... ... ....... .... ..... ............ ..... ..... .................. ....... 4
EXISTING ROADWAY AND TRAFFIC CHARACTERISTICS ............................ 4
BASE LAND USE AND TRIP GENERATION ..................................................... 7
TRAFFIC FORECASTS ........ ...... ...... .................. ..... ........ ..................... ........ ..... 12
LANE REQUIREMENTS AND FUTURE SERVICE LEVELS............................ 17
IMPACTS OF U.S. 31 FREEWAY CONSTRUCTION........................................ 18
ADEQUACY OF PLANNED ROADWAY IMPROVEMENTS............................. 19
Draft Technical Memorandum
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TABLE OF EXHIBITS
F/GURES
Figure 1: OLD MERIDIAN LOCATION MAP ................................................. 2
Figure 2: OLD MERIDIAN DISTRICT DEVELOPMENT PLAN ..................... 3
Figure 3: AREA ROADWAYS MAP ...............................................................5
Figure 4: TRAFFIC ZONE SYSTEM MAP ..................................................... 8
Figure 5: OPUS SITE PLAN .......................................................................... 9
Figure 6: PM TRIP GENERATION BY ZONE .............................................. 11
Figure 7: 10 YEAR FORECAST/PROPOSED DEVELOPMENT GENERATED
TRAFFIC VOLUMES/PM PEAK................................................... 13
Figure 8: 10 YEAR FORECAST/PROPOSED DEVELOPMENT GENERATED
TRAFFIC VOLUMES/AVERAGE DAILY TRAFFIC .....................14
Figure 9: 10 YEAR FORECAST/EXISITING PLUS BACKGROUND, AND
PROPOSED DEVELOPMENT TRAFFIC VOLUME/PM PEAK... 15
Figure 10: 10 YEAR FORECAST/EXISITING PLUS BACKGROUND, AND
PROPOSED DEVELOPMENT TRAFFIC VOLUME/A VG. DAILY 16
Figure 11: OLD MERIDIAN TYPICAL SECTIONS ........................................ 20
TABLES
Table 1: LAND USES AND ASSIGNMENTS ............................................. 10
Draft Technical Memorandum
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Introduction
The purpose of this traffic study is to evaluate future traffic conditions associated
with implementation of a proposed development plan for the Old Meridian District
in Carmel, Indiana. As shown on Figure 1, this District is generally bounded by
U.S. 31 to the north and west, Guilford Avenue to the east, and 122nd Street to
the south. A master plan for this area was developed in January, 1999 by the
Old Meridian Task Force 1. That plan provides the basis for land use
assumptions used in this report.
The Carmel Old Meridian District includes approximately 300 acres of mixed
ownership property in the heart of Carmel. As shown on the development plan
for the area (Figure 2), planned land uses include village (mixed use with ground
floor retail), mixed use (office, residential, ground floor retail), single and multi-
family housing, office, institutional, and open space. The plan is based on the
following four goals, developed by the Old Meridian Task Force:
1. A plan that provides an attractive concept of higher density mixed use
lifestyle: unique, pedestrian friendly, with day and night activity.
2. A plan that can be implemented as the area is developed. It responds to
market forces and the willingness of the City to provide infrastructure and
planning support.
3. A plan that uses the City's planning authority in creative ways, but is easily
understood and does not create ambiguity or undue delays for developers.
4. A plan that will provide for Carmel's unmet needs for housing, specialty
and service retail, and entertainment uses.
The goals of the master plan are intended to implement a vision for development
that is oriented to people rather than the automobile. An extensive system of
sidewalks, trails, and boulevard landscaping is proposed in the area.
Due to its location within the community, attention must be paid to the integration
of the Old Meridian District into the infrastructure of Carmel, specifically with
respect to local traffic access and regional patterns of circulation. The purpose of
this report is to test the roadway concepts proposed in the Old Meridian Task
Force Report and to suggest physical and operational adjustments to assure that
future travel needs are effectively met.
1 Old Meridian Task Force Report; prepared for the City of Carmel. Consultants: Scheer & Scheer, Inc.,
Development Concepts, Inc. January 7, 2000.
Draft Technical Memorandum
October 5, 2000
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OLD MERIDIAN LOCATION MAP
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Drab Technical Memorandum
October 5, 2000
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OLD MERIDIAN DISTRICT DEVELOPMENT PLAN
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OLD MERIDIAN CORRIDOR
DECEMBER 1999
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Draft Teelmiea1 Memorandum
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Study Scope
This study builds upon several existing traffic and planning studies developed by
the City of Carmel and others involved with proposed developments in the area.
These related studies are footnoted in this report.
Typically, traffic impact studies for proposed developments in Carmel must
comply with requirements of the "Applicant's Guide, Transportation Impact
Studies for Proposed Development," adopted by the City of Carmel in 1992. This
study differs from most traffic impact studies since it is not intended to identify
"developer responsibilities" for infrastructure improvements. Nevertheless, it
uses the same approach for identifying future traffic impacts. That process is
outlined below: (
1. Review existing and planned roadway infra~ructure through and adjacent
\
to the Old Meridian District.
2. Identify base land use assumptions, within and adjacent to the Old
Meridian District.
3. Estimate peak hour and daily vehicular trips generated by the proposed
development at the time of build-out (estimated as 2010 for this study).
4. Assign generated plus existing and anticipated traffic to the street network
to represent future conditions during the afternoon peak hour and during a
typical day.
5. Review service levels and evaluate impacts on arterial and local streets in
the vicinity of the proposed development.
6. Evaluate current roadway plans and identify geometric improvements
necessary for safe and efficient operation of arterial and local streets
within and in the vicinity of the Old Meridian District.
The products of this study include a final summary report; presentations to the
Old Meridian Task Force, City staff, and other City officials; and technical input to
engineers engaged to prepare detailed design and construction documents for
roadway construction in the District.
Existing Roadway and Traffic Characteristics
Figure 3 shows the system of major roads surrounding the proposed
development site. Old Meridian Street and 131st Street pass through the site and
serve the primary role of internal access and circulation. Penn Road, Carmel
Drive and Guilford Avenue form the edges of the site, and/or provide linkages to
the remaining arterial system of Carmel.
Draft Technical Memorandum
October 5, 2000
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AREA ROADWAYS MAP
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Draft Technical Memorandum
October 5, 2000
Figure 3
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The dominant regional roadway in the vicinity of the Old Meridian District is U.S.
31. This roadway currently carries 30,000-40,000 vehicles per day, and is
forecasted to serve approximately twice that volume of traffic in 20 years. INDOT
is currently preparing an Environmental Impact Statement to upgrade U.S. 31 to
a freeway facility. Specific designs and timetables are unavailable, but it is likely
that the development time for upgrading U.S. 31 will extend just beyond the 10-
year horizon for build out of the District.
Old Meridian Street lies within the original corridor of U.S. 31. It is currently used
primarily for local access and as a link between U.S. 31 and Carmel Drive or
131 st Street. North of the Old Meridian District, it serves St. Vincent Hospital and
links with 136th Street (Smokey Row) where it crosses U.S. 31. Old Meridian
Street currently serves about 4,000 to 6,000 vehicles per day.
East of the Old Meridian District, 131 st Street (Main Street) serves a prominent
role within the Carmel thoroughfare system. West of Old Meridian, it plays a
much lesser role due to a lack of connectivity across U.S. 31. This could change
dramatically if an interchange is constructed at U.S. 31 and 131st Street, as
proposed by the City of Carmel. 131st Street serves approximately 10,000
vehicles per day east of Guilford Avenue, 5,000 vehicles per day between
Guilford Avenue and Old Meridian Street, and 1,000 vehicles per day between
Old Meridian Street and U.S. 31.
Penn Road is undergoing construction as this report is being prepared.
Ultimately, it will provide access to commercial properties fronting the east side of
U.S. 31, and will accommodate circulation needs as part of an overall U.S. 31
corridor system (also including proposed Illinois Street to the west). Existing
traffic volumes on Penn Road vary considerably by location, as might be
expected by a roadway which is not yet finished from one end to the other. For
the purposes of this study, Penn Road volumes are simulated, based on a
continuous roadway and land use assumptions consistent with current plans.
Guilford Avenue forms the eastern boundary of the site north of 131st Street.
Most of the land use in this corridor is residential, and the use of the roadway for
through traffic has not been encouraged by the city. It currently serves 6,000 to
8,000 vehicles per day in the vicinity of the Old Meridian District.
Carmel Drive is a major east-west arterial, linking U.S. 31 to Penn Road, Old
Meridian Street, and ultimately, Range Line Road. Its role in the Carmel
Thoroughfare system would be increased under originallNDOT concept plans for
the upgrading of U.S. 31 to a freeway. (Carmel has proposed shifting the
proposed Carmel Drive interchange to 131st Street.) Carmel Drive currently
carries 7,000 to 10,000 vehicles per day.
Penn Road and Carmel Drive are four-lane roadways. All other arterial roadways
described here are currently served by two lanes.
Draft Technical Memorandum
October 5, 2000
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Base Land Use and Trip Generation
Land use assumptions outside the Old Meridian Street District are based on
existing use, planned/committed use, or current zoning. Generally, these
assumptions are consistent with previous studies conducted to assess citywide
traffic conditions2 or from traffic impact studies for nearby developments3.
A zonal system is used within the Old Meridian District to organize land use and
trip generation activities. This system is consistent with the areawide study
prepared by A&F Engineering, and is illustrated in Figure 4. Assumed land use
within the zones is defined in the Old Meridian Task Force Report. Floor areas,
densities, and other details of these uses were provided by the Carmel DOCS
and by Scheer & Scheer, Inc., who assisted the Old Meridian Task Force in
development of the District master plan. In addition, land use within Zone 17 was
based on a development proposal of the Conceptual Master Plan - Opus
Landmark at Meridian.
The additional land use assumption in this study is an office complex located
between U.S. 31 and Penn Road north of Carmel Drive and south of 131st Street.
This site is immediately west of the Old Meridian District. This development,
known as Opus Landmark at Meridian, includes three office buildings. Two are
planned with a floor area of 102,000 square feet; the third is planned with
140,000 square feet. A site plan is shown on Figure 5.
2 Traffic Impact Analysis - Assignment & Distribution of Generated Traffic by Parcel; prepared for the City of
Carmel. Prepared by: A&F Engineering Co., Inc. December 3,1997.
3 BuckinQham Properties. Inc. Traffic Impact Study; prepared for Buckingham Properties. Prepared by
Pflum, Klausmeier & Gehrum Consultants, Inc. April 5, 1999.
Transportation Impact Study for Proposed Development - Hospital Building Expansion, Surgery Suite
Addition, Physician Office Building Addition; prepared for St. Vincent Carmel Hospital. Prepared by: Traffic
Engineering, Inc. June 12, 2000.
Drab Technical Memorandum
October 5,2000
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TRAFFIC ZONE SYSTEM
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Draft Technical Memorandum
VILLAGE: MIXED USE Al..kOWED. WITH
Rl!TAlL ON .T1-Il1: GROUN D FLOOR
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MIXED USE: ,oFFICE AND I?ESIDENTIAI.
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Fl.OOR RETAIL.
$INGL~ FAMILY: ATTACHED OR
OTHi!:R Mi!:DIOM DENSITY HOUSING.
MULTIFAMILY: APARTMENTS.
CONDOMINIUMS. OR. OTHER HIGH
DENSITY HOUSING.
SPECIAl. USE DISTIlICT. INTENDED FOR
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OFFICE': OFFICE ANI)MIWICAt. USES
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OPEN SPACE
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Land use and intensity data used to generate traffic volumes for the year 2010
(assumed build-out for this study) within and near the Old Meridian Street District
are shown on Table 1.
land Uses and Assignments
Zone Size AM PM
# Land Use Trips Trips Notes
1 Special Use District I 61,808 SF 45 41
2 Single Family 52 units Existing Existing
(existing detached)
3 Mixed Use I
Office 286,607 SF 469 404 6% internal capture
Residential 139 units 67 81 6% internal capture
Retail 38,214 SF - 69 6% internal capture
+ 52% pass-by
4 Special Use District II 65,724 SF 47 43
5 Office I 126,798 SF 221 190
6 Single Family II (attached) 78 units 34 42
7 Multifamily I 216 units 110 134
8 Single Family III (attached) 189 units 83 102
9 Mixed Use II
Office 150,391 SF 231 199 6% internal capture
Residential 117 units 53 64 6% internal capture
Retail 66,840 SF 34 123 6% internal capture
+ 52% pass-by
10 Multifamily II 228 units 116 141
11 Village
Office 82,651 SF 144 124 Negligible internal capture
Residential 21 units 11 13 Negligible internal capture
Retail 103,314 SF - 10 Negligible internal capture
+39% pass-by
12 Multifamily III 456 units 233 283
13 Open Space I
14 Open Space II
15 Office II 646,308 SF 1125 969
16 Existing 31 Corridor Overlay Existing Existing
Zone I (existing)
17 Existing 31 Corridor Overlay 345,000 SF 600 518
Zone II (Opus)
18 Existing 31 Corridor Overlay
Zone III (Vacant)
19 Existing 31 Corridor Overlay Existing Existing
Zone IV (St. Vincent)
Table 1
Based on the data presented in Table 1, the number of trips generated within
each zone were estimated for the evening peak hour of travel using trip
generation rates provided by the ITE Trip Generation Report4. The results (by
traffic analysis zone) are shown on Figure 6.
4 Trip Generation. 6th Edition. Volumes 1-3 - An Informational Report of the Institute of Transportation
Engineers. Publication no. IR-016D@1997
Dralt Technical Memorandum
October 5, 2000
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PM TRIP GENERATION BY ZONE
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Drab Technical Memorandum
October 5, 2000
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Traffic Forecasts
Traffic forecasts for this study are made up of three components. Each is briefly
described below:
1. Existing Traffic Volumes. Existing traffic volumes reflect current land use and
travel patterns within the study area. They are noted in the previous
discussion of roadways serving the study area.
2. Background Traffic Growth. The second component is an estimate of
background traffic growth, which results from land use changes outside the
immediate study area. Consistent with most traffic studies conducted in
Carmel, an annual growth rate of 2%% was applied to existing volumes to
reflect increases in background traffic to the year 2010.
3. Traffic from the Proposed Development. Estimates of new traffic during the
afternoon peak period, as generated by the Old Meridian Street District and
the Opus development, as described in the preceding section of this report.
The afternoon peak period was used for analysis since it is likely to be the critical
time for evaluating traffic conditions within the study area. Peak period traffic
estimates are converted to daily levels based on an assumption that 10% of daily
traffic occurs during the afternoon peak period. This approximation has proven
to be relatively accurate for estimating purposes in past studies in the area.
Figure 7 shows the estimated afternoon peak hour traffic levels generated by the
proposed developments. The number of trips is based on trip generation data for
individual uses shown in Table 1. The distribution of these trips is consistent with
trip distributions modeled for areawide uses in the A&F study previously
referenced. Corresponding estimates of daily traffic from the proposed
developments are shown on Figure 8.
Two further adjustments were necessary to develop traffic forecasts for the
mixed uses included in the Old Meridian Street District. Recognizing that many
patrons of retail establishments will come from nearby buildings or from the
existing traffic stream (rather than making a "new" trip), the ITE Trip Generation
Report provides methodlogies for adjusting for "internal capture" and "pass-by"
trips. These adjustments are shown as notes on Table 1.
To provide total traffic forecasts for analysis, traffic generated by the proposed
new developments was added to existing and background traffic estimates. The
results for the evening peak hour are shown on Figure 9. The combined traffic
forecasts of daily traffic are shown on Figure 10.
Draft Technical Memorandum
October 5,2000
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10 YEAR FORECAST
PROPOSED DEVELOPMENT GENERATED TRAFFIC VOLUMES
PM PEAK
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Draft Technical Memorandum
October 5,2000
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10 YEAR FORECAST
PROPOSED DEVELOPMENT GENERATED
AVERAGE DAILY TRAFFIC
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October 5, 2000
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EXISTING PLUS BACKGROUND AND PROPOSED
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Dralt Technical Memorandum
October 5, 2000
Figure 9
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lane Requirements and Future Service levels
Daily traffic estimates are used to review lane requirements on main line roadway
sections. Hourly traffic estimates are used to evaluate operations and needs
within intersections. All capacity studies conducted in this study are based on
afternoon peak hour conditions at major intersections.
A number of variables are involved in applying thresholds for widening from two
to four, or four to six lanes, including the sight lines, parking, driveways, grades,
and pedestrians. Nevertheless, in the greater Indianapolis region, most traffic
engineers agree that the threshold for four lanes falls in the range of 16,000 to
20,000 vehicles per day. Six lanes are typically considered when volumes
approach 27,000 to 30,000 vehicles per day.
The highest traffic volumes forecasted in this study area occur on Carmel Drive
between Pennsylvania Parkway and U.S. 31, where nearly 30,000 vehicles per
day are expected during the 10-year period of this study. This is at the threshold
of a six-lane roadway. Further east, Carmel Drive will carry approximately
18,000 to 19,000 vehicles per day. This is well within the capacity of the existing
four-lane roadway.
As shown on Figure 10, traffic volumes forecasted for Old Meridian Street range
from 15,000 to nearly 21,000 vehicles per day. The highest volumes are within
the Old Meridian Street Village District, between Carmel Drive and 131 st Street,
where forecasts exceed 20,000. These forecasts indicate a need for four travel
lanes on this section.
Forecasts indicating a potential need for four lanes also exist on Old Meridian
between Guilford Avenue and U.S. 31. This section is subject to significant
change with U.S. 31, however, as discussed in the next section.
Ordinarily, it is the intersections of major routes that establish levels of service on
urban roadways. The most critical intersection in this study area is where Old
Meridian Street crosses Carmel Drive. If this intersection were improved with a
traffic signal, it would require two through lanes and a left turn lane on all four
approaches, and double right turn lanes from each direction on Old Meridian
Street. This would provide a level of service C.
If the Old Meridian/Carmel Drive intersection was replaced by a roundabout, a
level of service BIC could be achieved, assuming dual entry lanes, a dual-lane
inner circulating roadway, a 180-foot outer diameter, and right-turn bypass lanes
for northbound and southbound movements.
The second critical intersection in the study area is where Old Meridian crosses
131 st Street at the north end of the Old Meridian District. This intersection would
Draft Technical Memorandum
October 5, 2000
17
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operate at a level of service C with two through lanes on Old Meridian Street and
a double right turn lane from south to east. A roundabout with the dimensions
and configuration described above for Old Meridian and Carmel Drive would
provide a level of service A at this location.
Impacts of U.S. 31 Freeway Construction
Although the specific configuration of a U.S. 31 freeway has not been defined, it
is prudent to consider potential effects on the Old Meridian District. Previous
INDOT studies have suggested interchanges at Carmel Drive and 136th Street. If
these were in place, the overall pattern of travel in the Old Meridian Street District
would not differ significantly from that shown for today's roadway configuration.
If an interchange with U.S. 31 was constructed at 1315t Street in lieu of the ones
proposed for Carmel Drive and 136th Street, traffic patterns in the area would
change significantly. The most dramatic traffic increases would occur on
Pennsylvania Parkway (particularly between Carmel Drive and 1315t Street) and
on 1315t Street between Old Meridian Street and U.S. 31. Whereas
Pennsylvania Parkway is expected to carry fewer than 7,000 vehicles per day in
the near term (due primarily to the proposed Opus development), it might need to
serve 20,000 to 25,000 vehicles per day in the future.
Traffic volumes on 1315t Street would also change significantly if the U.S. 31
interchange was constructed at 1315t Street. Specific forecasts in close proximity
to U.S. 31 will depend on a number of factors beyond the limits of this study.
They will be developed as a part of model development for the U.S. 31 EIS by
INDOT. Clearly, however, there will be a need for four or more lanes between
Pennsylvania Parkway and U.S. 31, and there is a likelihood that additional lanes
will be needed on 1315t Street between Pennsylvania Parkway and Old Meridian
Street.
In summary, if U.S. 31 is upgraded to a freeway, and the interchange serving the
Old Meridian Street District is placed is placed at 1315t Street, the following
impacts on traffic conditions are likely to result:
1. Pressure will be reduced at Old Meridian Street and Carmel Drive as
motorists shift travel patterns to access U.S. 31 interchanges.
2. Pressure will be increased at the Old Meridian Street and 1315t Street
intersection as motorists use that route to access U.S. 31.
3. A minimum of four lanes will be needed on Pennsylvania Parkway,
although two lanes could suffice on some sections in the short term,
including the section fronting the proposed Opus development north of
Carmel Drive.
4. Provision should be made for future widening of 1315t Street between Old
Meridian Street and U.S. 31, although the need will not exist until the U.S.
31 project is constructed.
Draft Technical Memorandum
October 5,2000
18
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Adequacy of planned roadway improvements
Preliminary designs have been prepared by Butler Fairman Seufert Consulting
Engineers for Old Meridian Street between U.S. 31 and Guilford Avenue. Typical
sections of proposed roadways are shown on Figure 11. These designs provide
for four lanes through the entire study area, as recommended previously in this
report. The configurations appear to be suitable to meet future needs.
The Old Meridian Street District Plan suggests that the outside lanes of Old
Meridian Street be devoted to parking within the "Village" area of the District.
This should pose no congestion problems in the short term. As the area builds
out, however, it is likely that the City will need to consider peak hour parking
bans, typical with many "downtown business district" areas.
Preliminary plans call for a signalized intersection at Old Meridian Street and
Pennsylvania Parkway. The option of a roundabout at this location exists, but a
final determination should not be made until more detailed design studies are
undertaken to verify dimensions and to identify the impact on adjacent properties.
Draft Technical Memorandum
October 5, 2000
19
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OLD MERIDIAN TYPICAL SECTIONS
307m
TYPICAL SEC170N
OLO MERIDIAN BOULEVARD
Scale: 1: 100
TYPICAL SEC170N
OLD MERIDIAN VILLAGE
Scale: 1: 100
TYPICAL. SEC170N
INTERSEC17NG STREET w/ MEDIAN
Scale: 1:100
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Scale: 1: 100
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Draft Technical Memorandum
October 5.2000
-na,- air
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DESIGN E~ClNEER
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DEPARTMENT OF TRANSPORTAT ON
TYPICAL CROSS SECTION
OLD MERIDIAN STREET
DATE
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CONCRETE CURB ... GII17F:R
CONCRETE CENTER CURB TYPE D
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SURVEY BOOK
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Figure 11
20