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HomeMy WebLinkAboutPacket 06-27-06y oe Cq,9 A4~eQ ~~b Cit of Carmel so .~, Y t/~(Tp ,~ G~.?, CARMEL PLAN COMMISSION -MEMORANDUM- Date: June 23, 2006 To: Plan Commission Members From: Adrienne Keeling. Department of Community Services Re: June 27`" Comprehensive Plan Review meeting -Docket No. 06040021 CP Enclosed are the agenda and information packets regarding the next phase of Comprehensive Plan review. If you have any questions, please contact me at akeeling a carmel.in.aov or at 571-2417. 1. Docket No. 06040021 CP: Comprehensive Plan Update 2006 The applicant seeks to update and reformat the CartneUClay Comprehensive Plan. Filed by the Carmel Department of Community Services. REVIEW TOPICS: • PAGES 1-40 Wrap-up • PAGES 41-72 Part 4: Transportation Plan Please review pages 41-72 of the proposed C3 Plan. Extra copies are enclosed for your convenience. If you have comments on this section and you are unable to attend the review session, please send them to me as soon as possible. Your comments are welcome in any format, whether ii be a marked hazd copy, notes attached to the electronic .pdf file, or listed in email. DRAFT PLAN We are still working from Draft A, which you all received in advance of the May Plan Commission meeting. In an effort to minimize confusion with multiple drafts, we will continue to work from Draft A. Draft A is also available for the public to view on the web at: httn://www. ci.carmel.in.us/services/DOCS/DOCS CPU.htm. PUBLIC COMMENTS An updated comment summary spreadsheet will be distributed at the meeting. Page 1 ONE CIVIC SQUARE CARMEL, INDIANA 46032 317/571-24] 7 MEETING ORGANIZATION As suggested at the June 20`h meeting, we request that the meeting progress in the following order. 1. Parts 1-3 Wrap Up: Public & Commission Comments 2. Part 4: Commission Discussion 3. Part 4: Public Comment FUTURE MEETINGS: Future meeting dates and review topics are scheduled below; however, if the Plan Commission feels that further discussion of Part 4 is necessary, then we can shift discussion review of Part 5 to the next meeting. While we will try to keep the meeting dates below, it may become necessary to schedule additional meetings after July 15. We will do our best to the Plan Commission and public informed of changes to the schedule. June 29, 2006 4:30 PM Counci] Chambers PAGES 73-92 Part 5: Corridors & Subareas July 12, 2006 6:00 PM Council Chambers PAGES 41-92 Parts 4-5 July 15, 2006 9:00 AM Council Chambers PAGES 1-92 Entire Plan Comp Plan Review Memo 2006-0627 Page 2 ONE_CIVIC SQUARE CARMEL, INDIANA 46032 317/571-2417 /\~~j ov CAR i 4 Q~xTrvF'RSy~F! \ ~ ~` = P;~ Cit of Carmel ~M.e y \~ ~Hp~ANp~ CARMEL PLAN COMMISSION COMPREHENSIVE PLAN REVIEW MEETING TUESDAY, JUNE 27, 2006 LOCATION: COUNCIL CHAMBERS TIME: 7:00 A.M. CARMEL CITY HALL DOORS OPEN AT 6:45 A.M. ONE CIVIC SQUARE CARMEL, IN 46032 The Plan Commission will meet to consider the following item: 1. Docket No. 06040021 CP: Comprehensive Plan Update 2006 The applicant seeks to update and reformat the CarmeUClay Comprehensive Plan. Filed by the Carmel Departrnent of Community Services. REVIEW TOPICS: • PAGES 1-40 Wrap-up • PAGES 41-72 Part 4: Transportation Plan Page 1 ONE CIVIC SQUARE CARMEL, INDIANA 46032 317/571-2417 ,,. Par[ 4: Transportation Plan is inclusive of vehiculaz, bicycle, pedestrian, and mass transportation. The City of Carmel recognizes that improving and establishing multiple modes of transportation is essential to further its evolution to a world class city. The C3 Plan is the first of its kind to be inclusive of all mainstream transportation modes. The City is making the conscious decision to emphasize alternative modes of transportation to complement traditional vehiculaz transportation. Alternative transportation is increasingly- desirable because residents want bicycle and pedestrian connectivity (e.g. side paths) to local amenities, commuters want alternatives (e.g.lightrail) fottravel to work, and life- stylechanges azedemanding more recreational facilities (e.g. Monon Trail). To address each mode of transportation, this Part is divided into the following three sections: Thoroughfro Plan Generally, the Thoroughfaze Plan identifies and describes the recognized street classifications. It also includes the 20-Yeaz Thoroughfare Plan Map which applies those street classifications to every street in Camrel's planning jurisdiction. The application of street classifications is designed to result in the effective connectivityand efficient flow oftraffic. Bigcle and Pedestrian Facility Plan Generally, [he Bicycle and Pedestrian Facility Plan identifies and describes the facilities designed for bicycle and pedestrian use. It also includes the Bicycle and Pedestrian Facility Plan Map which denotes where each type of facility is intended to be installed or maintained to achieve effective connectivity. Transit Plan Generally, the Transit Plan identifies and describes the transit system and facilities desired by Carmel. The transit system is currently in the planning stages, so the content of this Plan is meant to support the ongoing desire to establish a commuter line to downtown Indianapolis and intracity transportation. 42 CITY OF CARMEL. INDIANA 1't~EiNSPORTEITION PLEIN INTiZODUCTION The City's 20-Yeaz Thoroughfaze Plan focuses on facilities for motor vehicles, streets, and alternative transportation systems. The Thoroughfaze Plan first identifies and describes recognized street classifications. It [hen applies those street classifications to every street in the City's planning jurisdiction on the Thoroughfaze Plan Map. Street Classifications and Descriptions The following street classifications aze used on the Thoroughfare Plan MaD: Each of the street classifications listed above has a page dedicated to describing how it can be used to convey vehicular traffic and how it fits into the fabric of the City. Further, the following headings are used, as described below, to convey the essence of each street classification: General Descdption: This section gives a brief description of why the street classification has been established. Street Features: This section conveys the primary design standazds that make each street classification unique. The standards include: right-of--way, maximum number of lanes, minimum lane width, curbs, sidewalks and paths, on-street pazking, street trees, and buffer plantings. Tryical Cross Section: This section references a typical cross section illustration of the street classification. The illustration is intended to portray the purest applied version of the street. When applied in the real world, variations in the design maybe necessary. Design Priorities: During the design phase of all street improvement projects, decisions have to be made to best meet budgetary constraints, timelines, funding cycles, physical constraints, and political constraints. This section communicates the primary and secondary priorities for each street classification Primary priorities aze those that should not be foregone in design decisions. Secondary priorities aze those that maybe considered for compromise, non-inclusion, or later phases of the project. Troflic Menegemem Options: This section describes vehiculaz traffic management options to consider when improving a street. The options listed aze intended to identify the most appropriate means to intersect streets, slow traffic (if appropriate), increase traffic efficiency (when appropriate), and improve safety. CARMEL CONSOLIDATED COMPREHENSIVE PLAN I93 THOROUGIiFA~ PLAN General Destxiption A Residential Street is designed primarily to provide access to platted residential lots and remote properties. These streets generally connect with Collector Streets and other Residential Streets. Residential. Streets may include non- through streets. Carmel recognizes three levels of Residential Streets (Residential Street Lane, Residential Street Minor, and Residential Street Major). Each type is described below. Street Features • Right-of-WaF: 40 to 50 feet depending on Residential Street type • Marimmu Rumher of lanes: 21anes • Minimum lane Widths: ] 0 to 15 feet depending on Residential Street type • Maximum Pavement Width: 22 to 30 feet depending on Residential Street type • Cnrhs: Required, except on Residential Street Lanes • Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan • On•Street Patldng: Optional on one side, except on Residential Street Lanes; 7 feet each • StreelTrees:Required • Buffer Plaming: Not Required TTpical Cross Section See illustration below Design Priorities • Primary Priorities: - Access to residential properties - Reinforcing neighborhood character - Properly installed and designed pedestrian facilities • Secondary Priorities: - Width of travel lanes - On-street pazking, except on Residential Street Lanes I~ESIDEflTlfil STiZEET TraRc Managemerrt Options • Roundabouts • On-street pazking • Narrower lane widths Satt1O11 50 feet of Righf-0f-Way 44I CIrY OF CARMEL, INDIANA and sidewalks on both sedes of the street. General Destxiptian A Collector Street is designed to allow direct residential driveway access and allow on-street parking when deemed safe. These streets primarily connect Residential Streets with Residential Parkways, Secondary Pazkways, and Secondary Arterials. Street Features • Right-of-War: 90 feet • Maximum Numher of lanes: 4lanes Minimum lane WidN: l l feet Maximum Pavemem Width: 48 feet Curhs: Required Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan On-Street Parking: Optional on one or two sides; 7 feet each $treetTrees:Required Buller Planting: Required Typical Cross Section See illustration below Primary Priorities Within Right-a(-Way • Neighborhood chazacter • Pedestrian facilities • Street trees Secondary Priorities WiNtin Right•of•Way Width of travel lanes On-street pazking Traffic Management Features • Roundabouts • On-street parking • Narrower lane widths • Curb extensions at traditional intersections (bump-outs) residential-scale businesses. Segments ojSpring Mill Road currently serve as a Collector Street, but does no(reflect the desired cross section; inclusion ofside paths. CARMEL CONSOLIDATED COMPREHENSIVE PLAN 46 COLLECTOR STREET UR3AN COLLECTOR STREET General Description An Urban Collector Street is designed to allow direct residential driveway access and allow on-street parking when deemed safe in urban azeas. These streets primarily connect Residential Streets with Residential Parkways, Secondary Parkways, Urban Arterials, Secondary Arterials and other Urban Collector Streets. Street Features • Right•of•Way: 65 feet • Maximum Number of lanes: 41anes • Minimum lane Width: I1 feet • Maximum Pavemem Width: 48 feet • Curbs: Required • Sidewalks and Palhs: Required as per the Bicycle and Pedestrian Facility Plan • Rn•Street Parking: Optional on one or two sides; 8 feet each • Street Trees: Required • Buller Planting: Tree grates Typical Cross Section See illustration below Primary Priorities Within Right•ot-Way • Pedestrian facilities • Width of travel lanes • Sensitive to context Secondary Priorities Within Right-ol-Way • Street trees • On-street parking Traffic Management Features • Roundabouts • On-street parking • Narrower lane widths • Curb extensions at traditional intersections (bump-outs) • ~ 48 CIiY OF CARMRL, INUfANA West Main Street in Carmel's original business district, offers on- streetparking and wide sidewalks. parking. Street trees are added to the s[reetscape to enhance pedestrian comfort. General Destxiption A Residential Pazkway (2-lane) is designedtomaintain residential character and to efficiently convey residential traffic to more major roads. Driveway access should be reduced when possible and on-street pazking can be permitted when deemed safe. Residential Pazkways (2-lane) primarily connect Residential Streets with Collector Streets, Secondary Pazkways, Primary Pazkways, Secondary Arterials and other Residential Pazkways. Street Features • RigM•M•Way:120 feet • Maximum Numher of Lanes: 2lanes • Minimum lane Width: I 1 feet • Maximum Aggregate Pavement Width: 24 feet • Cmhs: Required • Sidewalks and Paths: Required as pet the Bicycle and Pedestrian Facility Plan . • On•StreM Parking: Optional on one or two sides; 8 feet each • Street Trees: Required • Buller PlaMiag: Required Typical Crass Section See illustration below Primary Priorities Within Right-ol-Way • Neighborhood character • Sensitive [o context • Pedestrian facilities • Width of tree plots • Median planting • Sheet trees Secondary Priorities Within Right-a(-Way • Widthoftravellanes • On-streetpazking • Bike lanes Traffic Management Featores, • Roundabouts • On-street parking • Narrowerlanewidths • Curb extensions at tradifional intersections (bump-outs) Recettt improvements to Oak Ridge Road type Resedential Parkway design. Millbrook Parkway provides the residents ojBrooks Bend an attractive and safe connection [099th Street. CARMEL CONSOLIDATED COMPREHENSIVE PLAN 9] ResivenrA~ PARKWf+Y z-~Ane tZESIDENTIFL PFiRKH-FiY 4-I.HNE General Description A Residential Parkway (41ane) is designed [o reflect residential character and to efficiently convey residential traffic to more major roads. Driveway access should be minimizedand on-street parking can be permitted when deemed safe. Residential Parkways (4-lane) primarily connect Residential Streets with Collector Sheets, Secondary Parkways, Primazy Parkways, Secondary Arterials and other Residential Parkways. Street Features • Right•ot•WaT:120 feet • Mavimam Number of lanes: 4lanes • Minimum LaneWidth:llfeet • Mazimum Aggregate Pavement Width: 48 feet • Curbs: Required • Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan • On-Street Parking: Optional on one or two sides; 8 feet each • SUeet Trees: Required • Buller Plmning: Required Typical Cross Section See illustration below Primary Priorities Withis Right-o4Way • Sensitive to context • Width of travel lanes • Pedestrian facilities • Median planting • Street trees SecondaryPriorities WithiaRight-of-Way • Neighborhood character • Bicycle lanes • Width of tree plots • On-street parking 46 CI1Y OF CAAMAL, tN DIANA Traffic Management Features • Roundabouts • On-street parking • Defined rum lanes at intersections or roundabouts • Nanowerlanewidths • Curb extensions at traditional intersections (bump-outs) Hazel DeAParkwayprovidesaccess toresidential, commerciad, recreational and institutional uses as it traverses East Carmel from north to south. SECONDARY PARKWAY General Destxip6on A Secondary Parkway is equivalent to a Secondary Arterial, but is configured with a median and more-aesthetic characteristics. Secondary Parkways primarilyconnect Collector Streets, Residential Pazkways, Secondary Parkways, and Secondary Arterials with Primary Parkways and Primary Arterials. Street Features • Right•ol•Way:130 feet • Maximum Rumher of lanes: 4lanes ' • Minimum lane Width: 12 feet • Maximum Aggregate Paremem Width: 48 feet . • Curbs: Required • Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan • On•SVeet Parking: Not Permitted . • StreetTroes:Required • Bolter Plaming: Required Typical Cross Section See illustration below Primary Priorities Within Right•oF•Way • Sensitive to context • Width of travel lanes • Pedestrian facilities • Median planting • Street trees Secondary Priorities Within Right-of-Way • Bicycle lanes • Tree plot widths Traffic Management Features • Roundabouts • Defined tom lanes at intersections or roundabouts • Acceleration and deceleration lanes • Limitedmedianintenvption the character of this Secondary Parkway. CARMEL CONSOLIDATED COMPREHENSNE PLAN 48 PitIMARY Pf+RK~NEIY General Description A Primary Parkway is equivalent to a Primary Arterial but is configured with a median and more aesthetic characteristics. Primary Parkways primarily connect Collector Streets, Residential Parkways, Secondary Parkways, and Secondary Arterials with Primary Parkways, Primary Arterials and Highways. Street Features • Right-of•Way:140 feet • Maximum Numher of lanes: 41anes • Minimum lane Width:12 feet • Maximum Aggregate Pavemem Width: 48 feet , • Curbs: Required • Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan • On-Street Parking: Not Permitted • Streel Trees: Required • Buffer PlmrGng: Required Typical Cross Section See illustration below Primary Priorities Witkin Right-o(-Way • Sensifive to context • Width of travel lanes • Pedestrian facilities • Median planting • Street trees Secondary Priorities Within Right•of-Way • Bicycle lanes • Tree plot widths Traffic Management Features • Roundabouts • Defined tum lanes at intersections or roundabouts • Acceleration and deceleration lanes • Limited median intemtption • Grade separation at Highways • Exit ramps at Highways and Interstates ' , 80 CITY OF CARMEL, INDIANA Pettnsylvania Street provides access to Regional Employment areas on the east side ojUS. 31. U~BfiN h~1'Ei~IAL General Description An Urban Arterial is equivalent to a Sewndary Arterial but is configured to fit within a developed condor. Urban Arterials primarily connect Residential Streets, Collector Streets, Urban Collectors, Residential Pazkways, and Secondary Arterials with Primary Pazkways, Primary Arterials and Highways. An Urban Arterial is designed to allow limited driveway access and allow on-sheet pazking when deemed safe in urban azeas. Street Features • RigM•of•Way: 90 feet • Maicimam Numher of lanes: 41anes • Minimum lane Width: l2 feet • Maximum Paremetn Width: 48 feet • Cwhs: Requited • Sidewalks and Patha: Required as per the Bicycle and Pedestrian Facility Plan • On-Street Parking: Optional on one or two sides; 8.5 feet each • StreelTrees:Required • Buller Planting: Tree grates Typical Cross Section See illustration below Primary Priorities Within Right•of•Way • Widthoftravellanes • Sensitive to context • Pedestrian facilities Secondary Priorities Within Right•of•Way • Street trees in grates • On-street pazking • Bike lanes Traffic Management Features • Roundabouts • Defined rum lanes at intersections or roundabouts • On-streetpazking • Nazrowerlanewidths • Curb extensions at traditional intersections (bump-outs) ~ e r~.~i CARMEL CONSOLIDATED COMPREHENSIVE PLAN IBt commercial corridor providing the main point oJentry into the Old Town Arts and Design District from the south. General Description A Secondary Arterial is designed to carry heavy volumes of traffic to major destinations in the City. Generally, Secondary Arterials aze focused on mitigating traffic in narrow rights-of- way. Secondary Arterials primarily connect Collector Streets, Residential Pazkways, Secondary Parkways, and Secondary Arterials with Primary Pazkways, PrimaryArterials and Highways. Street Features • Right-o(-Way: 100 feet • Mazimum Number of lanes: 4 lanes • Minimum lane Width: l2 feet • Mazimum Aggregate Paremem Width: 48 feet • Cuffs: Required • Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan • On-Street Parldng: Not Permitted • Street Trees: Required • Buller Plaming: Required Typical Cross Section See illustration below Primary Priorities Within Right-af-Way • Width of travel lanes • Pedestrian facilities Secoodary Priorities Within Right-of-Way • Sensitive to context • Street trees • Bicycle lanes • Tree plot widths Traffic Management Features • Roundabouts • Defined turn lanes at intersections or roundabouts • Acceleration and decelerafion lanes • Grade separation at Highways • Exit ramps at Highways and Interstates S3I CITY OF CARMEL, 1NDlANA East // 6th Street east ojKeystone Avenue provides off-street jacilitiesjor pedestrians and on-streetfacili/iesjor cyclists and motorists. SEtONl7FiRY HiZTEt~IfiL General Description A Primary Arterial is designed to carry very heavy volumes of traffic to major destinations in or out of the City. Generally, Primary Arterials aze focused on mitigating heavy traffic in narrow nghtsof--way Primary Arterials primarily connect Residential Parkways, Secondary Parkways, and Secondary Arterials with Primary Parkways, Primary Arerials and Highways. Street Features • Right-o(•Wat:150 feet • Maximum Numker of lanes: 4 lanes • Minimum lane Width: 12 feet • Maximum Aggregate Paremem Width: 48 feet • CUIhs: Required • Sidewalks and Paths: Required as per the Bicycle and Pedestrian Facility Plan • Oo-Street Packing: Not Permitted • Street Trees: Required • BuOer Plaming: Required Typical Cross Section See illustration below Primary Priorities Within Right-oF-Way • Width of travel lanes • Pedestrian facilities Secondary Priorities Within Right-of-WaT • Sensitive to context • Street trees • Bicycle lanes • Tree plot widths TrafDc Management Features • Roundabouts • Defined tum lanes at intersections or roundabouts • Acceleration and deceleration lanes • Grade separation at Highways • Exit ramps at Highways and Intersta[es Insert photo of /46th Street east of US. 3l. CARMEL CONSOLIDATED COMPREHENSIVE PLAN 83 ~i IMARY N~~EiI TFIOROllGI1pAREPLRN MAP The Thoroughfaze Plan Map (on the next page) applies a street classification to each street in CarmePs planning jurisdiction. The applied street classification represents what the street will evolve to be over the course of 20 years, not as it currently exists. The Thoroughfare Plan Map also denotes where new streets are necessary to fulfill the C3 Plan's goals to mitigate traffic and improve quality of life. These new streets should be viewed as mandatory when land is being developed adjacent to or inclusive of the new street's proposed location. 59 C!"fY OF CARMGL, INDIANA ~~ lalorsla!o ~~ U,$ f $!atE OiObM!e; ~~ !riaiary 4rorial ~~^ Mrtary!arywa; ~ Or6iaa!Ir!o!ial ~t~unnuu Orbaa~lerial)!rooosod) '~~ kcoadary kladal .•.•.••.....• Secoadaryfilarial(!rgpgsad) ~- Socgadary!arkwa- cece.ec.eccec Spcoadary!erkwa!f!roposad) -^- Orbaa Collagor .. e. ^. a e.... O~aa Cgilodor ~!ropgsed) ---- Aesido~gial!arlwa; • • • • • • • • • ~ • Oosidaa!ial hrttwa; (!rrgposad) 6glladorStraot ............ CQlladgr SUeet Now) ReaideMial S!nq Inlerchaagc losaGoq Q O:~etpau lop!ioa Q i3auadar6oa!! Imoraodioa ~Esisliag) ® Oquada6gtl! la!onoctga (hgpgsed) Oiter I~pLE I~E A41 E lAL6 CARMEL CONSOLIDATED COMPREHENSIVE PLAN 66 BICYCLE FIND PEDESTI~IFiN FRCILI'ry PLRN The City's Bicycle and Pedestrian Facility Plan focuses on facilities for non-motorized transportation. One primary purpose for these facilities is to provide an al[emative for people to get where they are going without using their vehicles. As a result, Bicycle and pedestrian facilities help mitigate traffic throughout the City while improving the health of residents. Another primary purpose for bicycle and pedestrian facilities is to provide a means for people who cannot drive vehicles (e.g. youth, blind, and seniors) to safely get to local destinations. The secondary purpose for bicycle and pedestrian facilities is fitness training and general recreation. People desirous of a healthy life-style tend to need facilities to safely walk, run, skate blade, or cycle. The City of Carmel realizes not all pedestrian facilities are designed for all types of fitness activities (e.g. fifiess cycling is no[ appropriate on sidewalks or Side Paths). Therefore, multiple pedestrian facilities may be necessary in the same tight-of--way to accommodate different fitness activities.' Bicycle and Pedestrian Facility Classifications and DescripGens The following bicycle and pedestrianfacility classifications aze used on the Bicycle and Pedestrian Facility Plan Map: Each ofthe bicycle and pedestrian facility classifications listed above has a page dedicated to describing how it can be used [o convey bicycle and pedestrian traffic and how it fits into the fabric ofthe City. Further, the following headings are used, as described below, to convey the essence of each bicycle and pedestrian facility classification: General Description: This section gives [he reader a brief description of why the bicycle and pedestrian facility classification has been established. Bicycle anti Pedestrian Facility Features: This section conveys the primary design standazds that make each bicycle and pedestrian facility classification unique. The standazds include: right-of--way, minimum facility width, construction material, joints, obstructions, and street sepazation. Typical Cross Section: This section references images of each bicycle and pedestrian facility classification. The images are intended m portray some of the best examples available in Carmel, but might not represent the purest intent of the facility. When applied in the real world, variations in the design may also be necessary. Design Priordies: During the design phase of all bicycle and pedestrian facility improvement projects, decisions have to be made to best meet budgetary constraints, timelines, funding cycles, physical constraints, and political constraints. This section communicates the primary and secondary priorities for each bicycle and pedestrian facility classification. Primary priorities are those that should no[ be foregone in design decisions. Secondary priorities aze those that maybe consideredfor compromise, non-inclusion, or later phases. Safety Options: This section describes bicycle and pedestrian safety options to consider when installing or improving a facility. The options listed are intended to identify the most appropriate for the subject facility. CARMEL CONSOLIDATED CO MPR Efl ENSIVE PLAN 69 RESIDENTIAL SIDEWALK General Desrxipption A Residential Sidewalk is designed to accommodate the following type of pedestrian activities in suburban neighborhoods: • walking • pushing strollers • children's recreation Generally, Residential Sidewalks provide connectivity from home to home and linkages to pedestrian facilities along perimeterroads (e.g. Side Paths). Facility Features • RigM•of•Way:Fullywithinapublicright-of--way • Minimum Faality Width: 5 feet • Construction Material: Concrete • Joims:Saw-cutpreferred,tooledispennitted • OhstraeGons: None allowed • Street Separation: 6-foot tree plot is required Typical Cross Section See images in right column. Design Priorfies • Primary Priorities: - Reinforcing neighborhood character - ADA compliance at intersections - Unobstructed • Secondary Priorities: - Avoid steep slopes - Avoid unnecessary curvature of alignment Safety Enhancements • Striped crosswalks • Change in pavement material at cornets • Saw-cutjoints • Tree canopy trimmed to give a[ least 7 feet of clearance • Lighting "' ~ 88 CITY OF CARMRL. INDIANA pedestrian access to neighboring Concord Yllage. Care should fie taken to avoid or remove obstructions to provide a safe pedestrian way. strip, and sidewalk. General Destxiption An Urban Residential Sidewalk is designed to accommodate the following type of pedestrian activities in urban neighborhoods: • walking • pushing strollers • children's recreation Generally, Urban Residential Sidewalks provide connectivity from home to home and linkages to pedestrian facilities along perimeter roads (e.g. Side Paths) or Urban Commercial Sidewalks. Facility Features • Right-ol-War: Fully within apublicright-of--way • Minimum Facility Width: 6 feet • Construction Material: Concrete, brick or hardscape pavers •. Joims: Not applicable, but saw-cut is preferred for concrete sidewalks • Ohsuuetions: Sheet tights, street sighs, and trees may be located in the sidewalk as long as 5 feet of cleaz-way is maintained in all sections • SUeet Separation: Not required Typical Cross Section See images in right column. Design Priorities • Primary Priorities: - Reinforcing neighborhood chazacter - ADA compliance at intersections - Street trees • Secondary Priorities: - Unobstructed - Avoid steep slopes - Avoid unnecessary curvature of alignment Safety Enhancements • Striped crosswalks • Change in pavement material a[ corners • Sawcutjoints • Tree canopy trimmed to give at least 7 feet of clearance • Lighting URBRN RESIDENTIAL SIDEWFLK neighborhoods. CARMEL CONSOLIDATED COMPREHENSIVE PLAN 89 provides pedestrian access to Range Line Road High density developments like Brookshire Village make use of Urban Residential Sidewalks. URBAN COMMERCIAL SIDEWALK General Description An Urban Commercial Sidewalk is designed to accommodate the following type of pedestrian activities in urban settings: • walking • sitting on benches • outdoor dining • pushing strollers Generally, Urban Commercial Sidewalks provide connectivity from business to business and linkages to other pedestrian facilities along perimeter roads (e.g. Side Paths) or Urban Residential Sidewalks. FacDity Features • Right•ol•Way: Fully within apublic rightof--way • Minimum Facility Width: l0 feet, l2 feet preferred • Coostruction Material: Concrete, brick or hazdscape pavers • Joints: Not applicable, but sawcut is preferred for concrete sidewalks • ObstNCtioas: Street lights, street signs, planters, trees, seating may be located on the sidewalk as long as 5 feet ofcleaz-way is maintained in all sections • SVeet Separation: Not required Typical Crass Section See images in right column. Design Priorities • Primary Priorities: - Reinforcing commercial character - ADA compliance at intersections - Variation in construction materials - Street trees • Secondary Priorities: - Unobstructed - Avoid steep slopes Safety Enhancements • Striped crosswalks • Change in pavement material at comers • Saw-cutjoints • Tree canopy trimmed to give at least 7 feet of clearance • Lighting 6OI CRY OF CARMEL, INDIANA Commercial Sidewalks. part ofthe life-style center's design concept. SIDE PfITM General Description A Side Path is designed to accommodate the following type of bicycle and pedestrian activities along collector, parkway and arterial streets: • walking • jogging • pushing strollers • children recreation • skating/blading • slow to moderate speed cycling • riding Segways Genernlly, Side Paths provide connectivity from neighborhood to neighborhood and linkages to community amenities (e.g. Parks and Neighborhood Service Nodes). Facility Features • Right-ot-War: Fully within apublicright-of--way • Mioimom Faality Width: 10 feet • Construction Material: Asphalt or sawcut concrete • Joints: Not applicable for asphalt, but concrete must have sawcut joints • 065WCtiens: None allowed • Street Separation: Minimum of 8 feet Typical Cross Section See images in right column. Design Priorities • Primary Priorities: - Unobstructed - Use slight curves to avoid obstructions - Positive drainage away from Side Path - ADA compliance at intersections • Secondary Priorities: - Reinforcing local character - Avoid steep slopes Sa(ery Enhancemerrts • Striped crossings at streets and major curb cut intersections • Signs for pedestrians and automobiles at intersections • Smooth transitions from Off-Street Trail to street surface at intersections • Bollards or chicane gates at pedestrian approaches to major streets or mid-block crossings. • Lighting Side Paths were installed when a Residentia(Parkway. CARMEL CONSOLIDATED COMYH ED ENSIVE PLAN I81 [ink to the Monon Trail. General Description An On-Street Bicycle Lane is designed to accommodate the following bicycle activities along existing roadways: • commuting • fitness cycling • recreation cycling Generally, On-Street Bicycle Lanes aze intended to provide a safer facility for fast-moving bicycle traffic. Facility Features • Right-ol-Way: Fully within apublicright-of--way • Minimum Facility Width; 6 feet • Consauction Mmerial: Asphalt • Joims:Notapplicable • Obstructions: None allowed • Street Separation: By painted strip Typical Cross Seclion See images in right column. Design Priorities • Primary Priorities: - Lane definition - Information and traffic signs - Unobstructed - Positive drainage away from On-Street Bicycle Lane • Secondary Priorities: - Lighting - Avoid steep slopes - Avoid unnecessary curvature of alignment Safety Enhancemems • Striped lanes at street intersections • Smooth transitions from asphalt to curb • Sheet sweep sand, stones and debris from bicycle lanes • Lighting • Store water inlet orientation and product selection • Bicycle signals ON-STREET 81CYCLE LFNE for motorists. ' ~ 62 CITY OF CARMEL, INDIANA East l l6dh Stree! eas[ ojKeysmne Avenue was among [heftrst sdree[s in Carme[ do have a designated bike lane_ OFF•STitEET TRAIL General Desrxiptian AnOff-Street Trail is designed fi accommodate the following type of bicycle and pedestrian activities along natural or off- street comdors. • walking • jogging • pushing strollers • children recreation • skating/blading • slow to moderate speed cycling • riding Segways Generally, Off-Street Trails provide recreation and fifiess opportunities as well as a thoroughfare in natural settings. Facility features • Bight-ot-Way: Not in right-of--way, but within an easement, floodplain or public pazk • Minimum Facility Width: 16 feet total with a 12 foot wide trail and 2 foot shoulder. • Construction Material: Asphalt, crushed limestone or other suitable surface • Jeims: Not applicable • Ohstructons: None allowed • Street Separation: Not applicable Typical Cross Section See images in right collmrn. Design Priorities • Primary Pdorities: - Unobstructed - Minimize disturbance to sensitive natural features - Reflect natural character - Use curves to avoid obstructions - Positive drainage away from Off-Street Trail • Secondary Priorities: - ADA compliance at intersections - Avoid steep slopes Safety Enhancements • Striped crossings at street intersections • Signs for pedestrians and automobiles at intersections • Smooth transitions from Off-Street Trail to street surface at intersections • Bollards or chicane gates at pedestrian approaches to major streets or mid-block crossings • Lighting at intersections CAR MF.L CONSOLIDATED COMPREHENSIVE PLAN 63 and Indianapolis' [rail systems. OJf-Street Trai/s Have been provided in several parks, like the otte in West Park The Monon Trail passes through O!d Town, providing pedestrians and cyclists access to this increasingly popular destina(ion. BICrClE AND PEDESTRIAN PLAN MAP The Bicycle and Pedestrian Plan Map (on page 63) applies the bicycle and pedestrian.facility classifications throughout Cannel's planning jurisdiction. The bicycle and pedestrian facility classifications represent the future system, not what exists today. Dashed lines aze used to denote where new bicycle and pedestrian Facilities are necessary to fulfill the C3 P[an's goals to mitigate traffic and improve quality of life. These new bicycle and pedestrian Facilities should be viewed as mandatory when land is being developed adjacent to or inclusive of the new facility's proposed location. &t CITY OF CARMEL. IN UTANA ---- Q,ff~Stratt frail Eicfcie Boaro or far~litf --- Side Path Eehmced Sidawaik Sidewalk Corridor wilhaut 8icyde or °rdestriaa facQitf ~~ 6rad~•Seoarated CrossieQ SC~oeiEeCatIQR ~ !ark Locatioo sir ~ tr>. 5i1 ~ E 401.5 4ID.E MILE CARMEL CONSOLIDATED t:'OMPREHENS[VE -LAN 66 TREiNSIT PL,RN The City is actively in pursuit of a means to convey commuters between key locations in Carmel, Hamilton County, and Indianapolis. The Cityalsohas interest in an intracity system to allow people to travel between key destinations in the City without using their own automobile. The primary purpose of these interests is to mitigate traffic on arterial streets and highways. The accomplishment of a regional commuter line and intracity system would also help nurture the integrity of the natural environment by reducing emissions and consumption of petroleum produots. It is suggested that a commuter line can not only mitigate traffic congestion, but can reduce commute times to downtown. Also, commuters can utilize their time in-transit to read, make calls, or accomplish other productive tasks as they do in other cities. Collectively, these benefits are expected to make a commuter line an attractive option for those who work in downtown Indianapolis but live in Cannel. A secondary purpose for a commuter line and intracity system is to provide accessibility to disabled persons, youth, seniors, and others who cannot or do not wish to drive. Transit Facility Ciassificatons and Descriptions The following transit classifications aze used on the Transit Plan Map: Each of the transit facility classificatons listed above has a page dedicated to describing how it can be used to mitigate traffic and how it fits into the fabric of the City. Further, the following headings aze used, as described below, to convey the essence of each transit facility classification: General Description: This section gives the reader a brief description of why the transit classification has been established. Design Priorities: This section conveys the primary design standards that should apply to each type of transit to make it successful. CARMEL CONSOLIDATED COMPREHENSIVE PLAN 6] COMMUTEt~ LIRE General Destxiption A Commuter Line would be designed to carry a large number ofpeople from key locations in Cannel to one or more destinations in downtown Indianapolis. Additional stops en route to downtown Indianapolis may also be necessary. Most likely, [his system would be astreet-separated system. An interim express bus system should be implemented to mitigate traffic andto begin building familiarity with commuter systems. Currently the type of commuter line (e.g. raised monorail or light rail) has not been conceptualized, nor has any engineering or comprehensive study been conducted to choose a route. Extensive study should be conducted to determine an exact route, station locations, scheduling, ridership, cost, phasing, ties to other alternative transportation, and type of automated "vehicle" to use. For that reason this section is primarily a placeholder for revisions and additions as fiuther study is conducted. Everything contained in [his section should be considered conceptual and preliminary. Design Priorities • Commuter stops should take the form of "stations". • Stations in Carmel should be located in areas with intense employment and large parking capacity, or dense populations living within walking distance. • Destinations for commuters to include Keystone at the Crossing and downtown Indianapolis. • "Express"commutetimeto downtownlndianapolis. • Automated operation. The Clarion People Mover was recently installed in lndianapo[is to better link hospital campuses [o one another. This system represents an automated and raised rai! system. 68I CIiY OF CARMRL. 1N DIANA powered system uses overhead power lines for energy. image to describe an at-grade automated rail system. The location of the system is unknowtt. INTtZfiCITY TtZfiNSPO~THTION SYSTEM General Description A Intracity Transportation System would be designed to carry a moderate number of people between key locations in Carmel. Additional routes may include key locations in Zionsville, Noblesville, Indianapolis, Westfieldand/or Fishers. Most likely, this system would be adriver-operated ,on-street system. Currently the type of Intracity Transportation System (e.g. trolly or bus) has not been conceptualized, nor has any comprehensive study been conducted to determine an on- street system of routes and stops. Extensive study should be conducted to detennine potential routes, stops, scheduling, ridership, cost, phasing, ties to other alternative transportation, and type of vehicles. For that reason this section is primarily a placeholder for revisions and additions as further study is conducted. Everything contained in this section should be considered conceptual and preliminary. Design Priorities • Intracity stops should take the form of"turnouts" to provide safe ingress and egress from the vehicle. • Turnouts in Carmel should be located at populaz destinations like Old Town, City Center, Clay Terrace, U.S. 31 office parks, Merchants' Square, and strategic locations near higher density residential developments. • Convenience of schedule and efficiency in time. • User-friendly and predictable. • Driver operated. CARMEL CONSOLIDATED COMPREHENSIVE PLAN 89 The New Flyer brand hybrid electric bus represents the latest /ethnology in lowJloor (for easy in and out) and [ow emission transit vehicles. Buses like this could match Carmel's commitment to a Jleet office[ efficient and low emissions vehicles. recognize them and to fit better into the context. This is a trolly bus used in Central Park in New York City. Traditional buses, like this one used in Austin, Texas, provide a lower up front cost and have predictable maintenance and operation costs. TRANSIT FACILITY PLHN Mfi~ The Transit Facility Plan Map (on the following page) conceptually demonshates what atransit plan might look like if applied throughoutCarmel'splanningjurisdiction. This map does not represent any engineered plan or the result of comprehensive study. It only depicts: (I) logical and potential destinations for an intracity bus (ot similaz) system and (2) a rough depiction of four optional routes for a commuter line to be integrated into Cannel. Exact routes and alignments will take extensive further study of the physical conditions, logistics, costs, and potential ridership. The Transit Facility Plan Map is mostly a placeholder for a future map to be prepazed through significant study. The second purpose is to instigate conversation about potential routes, stations and alignments; and to function as a reminder to City leaders and staff, street engineers, and developers to be sensitive to future transit needs. It is the hope of this plan map to encourage new buildings to be built with expectation of a future transit system. It is also the hope that all street improvements along potential commuter routes be done to help facilitate a line from Carmel to downtown Indianapolis. ]O CITY OF CARMEL, INDIANA CARMEL CONSOLIDATED COMPREHENSIVE PLAN 71