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HomeMy WebLinkAboutTraffic Impact Analysis 1-18-11.n N° a+ Z u n �W� ce VI W v L U W Z�c a�o c Z o W c L LIN au d I IL fd 4/ 1117/1 TRAFFIC IMPACT ANALYSIS PROPOSED MIXED USE DEVELOPMENT 116" STREET SPRING MILL ROAD CARMEL, INDIANA PREPARED FOR GERSHMAN BROWN CROWLEY INC, JANUARY 2011 IA&F ENGINEERING PROPOSED MIXED USE DEVEEOPMENT Transportation Engine ing Services c obv sue. ma 118' STREET SPRING MILL ROAD -1i4' RM INDIANA COPYRIGHT This Analysis and the ideas, designs, concepts and data contained herein are the exclusive intellectual property of A &F Engineering Co., LLC. and are not to be used or reproduced in whole or in part, without the written consent of A &F Engineering Co., LLC. ©2011, A &F Engineering Co., LLC. fiA&F ENGINEERING Transportation Engine ing Services C O rS na TABLE OF CONTENTS PROPOSED MIXED UsE DEVELOPMENT 118' STREET &SPRING MILL Row CAME, INDIANA LIST OF FIGURES III CERTIFICATION IV INTRODUCTION 1 PURPOSE 1 SCOPE OF WORK 1 DESCRIPTION OF THE PROJECT 2 STUDY AREA 3 DESCRIPTION OF THE ABUTTING STREET SYSTEM 3 TRAFFIC DATA 6 PEAK HOUR 6 ANNUAL BACKGROUND TRAFFIC GROWTH RATE 6 ILLINOIS STREET EXTENSION 6 GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 6 TABLE 1 TOTAL GENERATED TRIPS FOR PROPOSED DEVELOPMENT 7 INTERNAL TRIPS 7 PASS -BY TRIPS 8 TABLE 2 TOTAL GENERATED TRIPS FOR PHASE I OF PROPOSED DEVELOPMENT 8 TABLE 3 TOTAL GENERATED TRIPS FOR PHASE II OF PROPOSED DEVELOPMENT 10 TABLE 4 TOTAL GENERATED TRIPS FOR TOTAL PROPOSED DEVELOPMENT 12 ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS 14 PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM 14 CAPACITY ANALYSIS 20 DESCRIPTION OF LEVELS OF SERVICE 20 CAPACITY ANALYSIS SCENARIOS 21 ACCEPTABLE LEVEL OF SERVICE 22 TABLE 5 —LEVEL OF SERVICE SUMMARY: 116 STREET SPRING MILL ROAD 31 TABLE 6 —LEVEL OF SERVICE SUMMARY: 116 STREET ILLINOIS ROAD 32 TABLE 7 —LEVEL OF SERVICE SUMMARY: 111 STREET SPRING MILL ROAD 33 TABLE 8 —LEVEL OF SERVICE SUMMARY: 111 STREET ILLINOIS STREET 35 CONCLUSIONS 36 RECOMMENDATIONS 44 11 fiA&F ENGINEERING Transportation Engine ing Services Cmanre O r Slrar na LIST OF FIGURES FIGURE 1: AREA MAP FIGURE 2: EXISTING STUDY INTERSECTION CONDITIONS 4 FIGURE 2: EXISTING STUDY INTERSECTION CONDITIONS 5 FIGURE 3: GENERATED PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT (PHASE I) 15 FIGURE 4: GENERATED PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT (PHASE II III) 16 FIGURE 5: GENERATED NON PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT (PHASE I) 17 FIGURE 6: GENERATED NON PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT (PHASE H) 18 FIGURE 7: GENERATED NON PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT (PHASE III) 19 FIGURE 8: EXISTING TRAFFIC VOLUMES (SCENARIO 1) 23 FIGURE 9: REDISTRIBUTED EXISTING TRAFFIC VOLUMES GENERATED TRAFFIC VOLUMES FROM PHASE I OF THE PROPOSED DEVELOPMENT (SCENARIO 2) 24 111 PROPOSED MIXED USE DEVEEOPMENr 116 Srm &S PI/NGM!u ROAD GwMEL, INDIANA FIGURE 10: REDISTRIBUTED EXISTING TRAFFIC VOLUMES GENERATED TRAFFIC VOLUMES FROM PHASE II OF THE PROPOSED DEVELOPMENT (SCENARIO 3) 25 FIGURE 11: REDISTRIBUTED EXISTING TRAFFIC VOLUMES GENERATED TRAFFIC VOLUMES FROM PHASE III OF THE PROPOSED DEVELOPMENT (SCENARIO 4) 26 FIGURE 12: PROJECTED YEAR 2020 TRAFFIC VOLUMES (SCENARIO 5) 27 FIGURE 13: PROJECTED YEAR 2020 TRAFFIC VOLUMES GENERATED TRAFFIC VOLUMES FROM PHASE I OF THE PROPOSED DEVELOPMENT (SCENARIO 6) 28 FIGURE 14: PROJECTED YEAR 2020 TRAFFIC VOLUMES GENERATED TRAFFIC VOLUMES FROM PHASE II OF THE PROPOSED DEVELOPMENT (SCENARIO 7) 29 FIGURE 15: PROJECTED YEAR 2020 TRAFFIC VOLUMES GENERATED TRAFFIC VOLUMES FROM PHASE III OF THE PROPOSED DEVELOPMENT (SCENARIO 8) 30 IA&F ENGINEERING P//o/�asEnMirFO[Us irnio/w�vr Transportation Ergonc ingSeovices cob..s�. I%4 11 6 STREE!& SPR /NG M Row C4RME4 /NDWNA I certify that this TRAFFI IMPACT ANALYSIS has been prepared by me and under my immediate supervision and that I have experience and training in the field of traffic and transportation engineering. A &F ENGINEERING Co., INC. R. Matt Brown, P.E. Indiana Registration 10200056 1/ Amanda M. Johnson, E.L Transportation Engineer CERT IF ICAT ION IIiii,,, \IHEW 1 .'`�G \STeR�''., O i No.10200056�= STATE ,ONA B IV A &F ENGINEERING Transportation Engineering Services CAM t o dor s... nas /NTRODUCT /ON This TRAFFIC IMPACT ANALYSIS, prepared at the request of Gershman Brown Crowley Inc., is for a proposed development that is to be located south of 116 Street between Spring Mill Road and Illinois Street in Carmel, Indiana. PURPOSE The purpose of this analysis is to determine what effect traffic generated by each phase of the proposed development, when fully occupied, will have on the existing adjacent roadway system. This analysis will identify any roadway deficiencies that may exist today or that may occur when this site is developed. Conclusions will be reached that will determine if the roadway system can accommodate the anticipated traffic volumes or will determine the modifications that will be required to the system if it is determined there will be deficiencies in the system resulting from the increased traffic volumes from each phase of the proposed development. Recommendations will be made that will address the conclusions resulting from this analysis. These recommendations will address feasible roadway system improvements which will accommodate the proposed development traffic volumes such that there will be safe ingress and egress, to and from the proposed development, with minimal interference to traffic on the public street system. SCOPE OF WORK The scope of work for this analysis is: 1 PROPOSED MIXED USE DEVELOPMENT 116" S1REET SPRING MILL ROAD CviME1, INDIANA First, to collect manual turning movement traffic counts during the hours of 6:00 AM to 9:00 AM and 4:00 PM to 7:00 PM during a typical weekday at the following intersections: 116 Street Spring Mill Road 116 Street Illinois Road 111 Street Spring Mill Road Second, to estimate the background year 2020 traffic volumes due to growth in the background traffic outside the study area using a 2% per year growth rate. Third, to estimate the number of new trips that will be generated by each phase of the proposed development. A &F ENGINEERING PROPOSED MIXED USE DEVELOPMENT Transportation Engineering Services er.enaa.sM. ows 1 16 STREET SPRING MILL ROAD C4RMEL, INDIANA Fourth, to assign and distribute the generated traffic volumes from each phase of the proposed development to the study intersections and driveways that will serve to provide access to the subject site. Fifth, to prepare a capacity analysis and level of service analysis at each of the study intersections for each of the following scenarios: Scenario 1: Existing Traffic Volumes Based on existing roadway conditions and existing peak hour traffic volumes. Scenario 2: Existing Traffic Volumes Phase I of Proposed Development Generated Traffic Volumes Existing traffic volumes added to traffic volumes generated by Phase I of the proposed development. Scenario 3: Existing Traffic Volumes Phase II of Proposed Development Generated Traffic Volumes Existing traffic volumes added to traffic volumes generated by Phase II of the proposed development. Scenario 4: Existing Traffic Volumes Phase III of Proposed Development Generated Traffic Volumes Existing traffic volumes added to traffic volumes generated by Phase III of the proposed development. Scenario 5: Horizon Year 2020 Traffic Volumes Projected year 2020 traffic volumes based on a growth rate of 2% per year. Scenario 6: Horizon Year 2020 Traffic Volumes Phase I of Proposed Development Generated Traffic Volumes Projected year 2020 traffic volumes based on a growth rate of 2% per year added to traffic volumes generated by Phase I of the proposed development. Scenario 7: Horizon Year 2020 Traffic Volumes Phase II of Proposed Development Generated Traffic Volumes Projected year 2020 traffic volumes based on a growth rate of 2% per year added to traffic volumes generated by Phase II of the proposed development. Scenario 8: Horizon Year 2020 Traffic Volumes Phase III of Proposed Development Generated Traffic Volumes Projected year 2020 traffic volumes based on a growth rate of 2% per year added to traffic volumes generated by Phase III of the proposed development. Finally, to prepare a TRAFFIC IMPACT ANALYSIS documenting all data, analyses, conclusions and recommendations to provide for the safe and efficient movement of traffic through the study area. DESCRIPTION OF THE PROJECT The proposed development is to be bounded by 111 Street to the south, 116 Street to the north, Spring Mill Road to the west and Illinois Street to the east in Carmel, Indiana. As proposed, Phase I of the development will include restaurant, pharmacy, grocery, general retail and bank land uses. Phase II of the project will consist of all the land uses described in Phase I as well as residential land uses. Phase III of the project will consist of all the land uses described in Phase I 2 'A&F ENGINEERING Transportation Engineering Services c.. s...nu PROPOSED MIXED USE DEVELOPMENT 118' STREET SPRING MILL Rom C4RMEL, INDIANA and Phase II as well as office land uses. The development will be served by six full access drives and three right in/right -out access drives. Six drives will intersect Illinois Avenue, one will intersect 116 Street and two will intersect Spring Mill Road. Figure 1 is an area map showing the location and general layout of the proposed site. STUDY ARE! The study area defined for this analysis includes the following intersections: 116 Street Spring Mill Road 116 Street Illinois Street 111 Street Spring Mill Road 111 Street Illinois Street All access driveways DESCRIPTION OF THE ABUTTING STREET SYSTEM The proposed development will be served by the public roadway system that includes 116 Street, Spring Mill Road, Illinois Street and 111 Street. 116' STREET is currently an east/west four -lane roadway east of Illinois Street and a two -lane roadway west of Spring Mill Road. The posted speed limit in the vicinity of the site is 35 mph. SPRING MILL ROAD is a north/south two -lane roadway. In the vicinity of the subject site, Spring Mill Road has a posted speed limit of 40 mph. ILLINOIS STREET is a north/south four -lane roadway. In the vicinity of the subject site, Illinois Street has a posted speed limit of 40 mph. 111' STREET is an east/west two -lane roadway. In the vicinity of the subject site, 111 Street has a posted speed limit of 35 mph. 116 STREET SPRING MILL ROAD This intersection is controlled by a one -lane roundabout. Each approach consists of one lane with an exclusive right -turn lane included along the westbound approach. The existing intersection geometrics are shown on Figure 2. 116 STREET ILLINOIS STREET This intersection is controlled by a two -lane roundabout. Each approach consists of two lanes. The existing intersection geometrics are shown on Figure 2. 111 STREET SPRING MILL ROAD This intersection is controlled by a one -way stop control with 111 Street stopping for Spring Mill Road. Each approach consists of one lane. The existing intersection geometrics are shown on Figure 2. 3 A &F ENGINEERING Transportation Engineering Services e..en ob.r Voce ma PROPOSED MIXED USE DEVELOPMENT 116' S7REEr &SPRING MILL ROAD C4RME1, INDIANA TRAFFIC DATA Peak hour turning movement traffic volume counts were collected by A &F Engineering at each of the existing study intersections. These counts were made in November 2010 from 6:00 AM to 9:00 AM and 4:00 PM to 7:00 PM during a typical weekday while school was in session. The computer "raw data" output sheets of these counts are included in the Appendix and the AM peak hour and PM peak hour volumes are graphically illustrated on Figure 5. PEAK HOUR Based on the existing traffic volumes that were collected for this analysis, the peak hours at both of the study intersections occurred from 7:30 AM to 8:30 AM and at 4:45 PM to 5:45 PM. Therefore, the peak hour volumes collected at each location will be used for all analyses contained within this report in order to represent a "maximum traffic" condition at each location throughout the study area. ANNUAL BACKGROUND TRAFFIC GROWTH RATE In order to account for growth in traffic due to development outside of the study area over a 10 year study period, a growth rate must be applied to the existing traffic volumes. A &F Engineering has applied an annual growth rate of 2% per year to the existing traffic volume counts. Therefore, the existing traffic volumes have been increased by 20% (2% over 10 years non compounded) to obtain Year 2020 peak hour background traffic volume estimates at each of the study intersections. ILLINOIS STREET EXTENSION Currently, Illinois Street extends just south of 116 Street. For all scenarios except the existing scenario within this analysis, it was assumed that Illinois Street would be extended to 111 Street as a four -lane divided roadway with a center median. In order to use the most accurate data set, the existing traffic volumes were re- distributed to reflect the Illinois Street extension before being added to the proposed development traffic volumes. GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT The estimate of traffic to be generated by all land uses within the proposed development is a function of the development size and of the character of the land use. Trip Generation report was used to calculate the number of trips that will be generated by the residential land use of the proposed development. This report is a compilation of trip data for various land uses as collected by transportation professionals throughout the United States in order to establish the average number of 6 A &F ENGINEERING Transportation Engineering Services Creanet oa..sM. nee PROPOSED MIXED USE DEVELOPMENT 116' S7REEr &SPRING MILL ROAD C4IIME1, INDIANA ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS The study methodology used to determine the traffic volumes from the proposed development that will be added to the street system is defined as follows: 1. The volume of traffic that will enter and exit the subject site must be assigned to the access points and to the public street system. Using the traffic volume data collected for this analysis and the computer software program TRAFFIX traffic to and from the site has been assigned to the proposed driveways and to the public street system that will be serving the site. 2. To determine the volumes of traffic that will be added to the public roadway system, the generated traffic must be distributed by direction to the public roadways at their intersection with the driveway. For the subject site, the distribution was based on the location of the development, the location of near -by population centers, the existing traffic patterns and the assignment of generated traffic The assignment and distribution of generated pass -by and non pass -by traffic volumes for the proposed development is shown on Figure 3 through Figure 7. PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM Generated traffic volumes that can be expected from the proposed development have been prepared at each of the study area intersections. The total generated traffic volumes from each phase of the proposed development for the peak hours are shown on Figure 3 through Figure 7. The added traffic volume data was extracted from TRAFFIX and are based on the previously discussed trip generation data, assignment of generated traffic, and distribution of generated traffic. 1 Traffix 10, PTV, 2010. 14 A &F ENGINEERING Transportation Engineering Services e..en adr Voce »ta PROPOSED MIXED USE DEVELOPMENT 116 STREET SPRING MILL ROAD CviMEL, /ND/ANA CAPACITY ANALYSIS The "efficiency" of an intersection is based on its ability to accommodate the traffic volumes that approach the intersection. It is defined by the Level -of- Service (LOS) of the intersection. The LOS is determined by a series of calculations commonly called a "capacity analysis Input data into a capacity analysis include traffic volumes, intersection geometry, number and use of lanes and, in the case of signalized intersections, traffic signal timing. To determine the LOS at each of the study intersections, a capacity analysis has been made using the recognized computer program Synchro This program allows multiple intersections to be analyzed and optimized using the capacity calculation methods outlined within the Highway Capacity Manual (HCM) To determine the LOS at each of the study area roundabouts, a capacity analysis has been made using the computer program Arcady Arcady is an analysis tool that considers roundabout geometries to predict capacities, queues and delays. DESCRIPTION OF LEVELS OF SERVICE The following descriptions are for signalized intersections: Level of Service A describes operations with a very low delay, less than or equal to 10.0 seconds per vehicle. This occurs when progression is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop at all. Level of Service B describes operations with delay in the range of 10.1 to 20.0 seconds per vehicle. This generally occurs with good progression. More vehicles stop than LOS A, causing higher levels of average delay. Level of Service C describes operation with delay in the range of 20.1 seconds to 35.0 seconds per vehicle. These higher delays may result from failed progression. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. Level of Service D describes operations with delay in the range of 35.1 to 55.0 seconds per vehicle. At level of service D, the influence of congestion becomes more noticeable. Longer delays may result from some combinations of unfavorable progression. Many vehicles stop, and the proportion of vehicles not stopping declines. 2 Synchro 7.0, Trafficware, 2007. 3 Highway Capacity Manual (HCM) Transportation Research Board, National Research Council, Washington, DC, 2000. 4 Arcady. Vers. 7.0. TRL, 2010. 20 A &F ENGINEERING Transportation Engineering Services c Oder Sim %6 Level of Service E 21 PROPOSED MIXED USE DEVELOPMENT 116P STREET SPRING MEL ROAD C4RMEL, INDIANA describes operations with delay in the range of 55.1 to 80.0 seconds per vehicle. This is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression and long cycle lengths. Level of Service F describes operations with delay in excess of 80.0 seconds per vehicle. This is considered to be unacceptable to most drivers. This condition often occurs with oversaturation, i.e., when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. The following list shows the delays related to the levels of service for unsignalized intersections and roundabout intersections: Level of Service Control Delay (seconds /vehicle) A Less than or equal to 10 B Between 10.1 and 15 C Between 15.1 and 25 D Between 25.1 and 35 E Between 35.1 and 50 F greater than 50 CAPACITY ANALYSIS SCENARIOS To evaluate the proposed development's effect on the public street system, the total generated traffic volumes from the development must be added to the existing traffic volumes and future background traffic volumes to form a series of scenarios that can be analyzed to determine the adequacy of the existing roadway network. In addition, recommendations, if needed, can be made to improve the public street system so it will accommodate the increased traffic volumes. An analysis has been made for the AM peak hour and PM peak hour at each of the study intersections for the following scenarios. SCENARIO 1: Existing Traffic Volumes These are the existing traffic volumes that were collected in November 2010. Figure 8 is a summary of these volumes for the peak hours. SCENARIO 2: Existing Traffic Volumes Generated Traffic Volumes from Phase I of the Proposed Development Existing traffic volumes added to the generated traffic volumes from phase I of the proposed development. Figure 9 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 3: Existing Traffic Volumes Generated Traffic Volumes from Phase II of the Proposed Development Existing traffic volumes added to the generated traffic volumes from the phase II of the proposed development. Figure 10 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 4: Existing Traffic Volumes Generated Traffic Volumes from Phase III of the Proposed Development Existing traffic volumes added to the generated A &F ENGINEERING Transportation Engineering Services e..en ob.r Voce nu 22 PROPOSED MIXED USE DEVELOPMENT 110" STREET SPRING MILL ROAD CiiiMEL, INDIANA traffic volumes from phase III of the proposed development. Figure 11 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 5: Year 2020 Background Traffic Volumes Projected year 2020 traffic volumes. Figure 12 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 6: Year 2020 Background Traffic Volumes Generated Traffic Volumes from Phase I of the Proposed Development Generated traffic volumes from phase I of the proposed development added to the projected year 2020 traffic volumes. Figure 13 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 7: Year 2020 Background Traffic Volumes Generated Traffic Volumes from Phase II of the Proposed Development Generated traffic volumes from phase II of the proposed development added to the projected year 2020 traffic volumes. Figure 14 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 8: Year 2020 Background Traffic Volumes Generated Traffic Volumes from Phase III of the Proposed Development Generated traffic volumes from phase III of the proposed development added to the projected year 2020 traffic volumes. Figure 15 is a summary of these traffic volumes at the study intersections for the peak hours. The capacity analyses have been completed and the computer solutions showing the level of service results are included in the Appendix. The following tables summarize the level of service results at each the study intersections. Table 5 116 Street Spring Mill Road Table 6 116 Street Illinois Road Table 7 111 Street Spring Mill Road Table 8 111 Street Illinois Road ACCEPTABLE LEVEL OF SERVICE The City of Carmel has specified a minimum Level of Service "C" to be obtained along each approach of each study intersection. Therefore, improvements within this analysis were recommended based on the minimum required level of service. MOVEMENT SCENARIO lA 1B 2 3 4 5 6 7 8 Northbound Approach F A A A A A B B B Southbound Approach A A A A A A A A A Eastbound Approach B A A A A A A A A Westbound Approach F A A A A A A A A MOVEMENT SCENARIO lA 1B 2 3 4 5 6 7 8 Northbound Approach A A A A A A A A A Southbound Approach F A A A A A A A A Eastbound Approach F A A A A A A A B Westbound Approach C A A A A A A A A A &F ENGINEERING Transportation Engineering Services e..en ob.r Voce 066 TABLE 5 LEVEL OF SERVICE SUMMARY: 116 STREET SPRING MILL ROAD AM PEAK HOUR PM PEAK HOUR PROPOSED MIXED USE DEVELOPMENT 116' STREET SPRING MILL ROAD CviMEL, /ND/ANA DESCRIPTION OF SCENARIOS: SCENARIO 1A: Existing Traffic Volumes with Existing Intersection Geometrics and Control: Northbound Approach: One entry lane. Southbound Approach: One entry lane. Eastbound Approach: One entry lane. Westbound Approach: Right -turn bypass lane and one entry lane. SCENARIO 1B: Existing Traffic Volumes with Proposed Intersection Geometrics and Control: Northbound Approach: Two entry lanes. Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Two entry lanes. SCENARIO 2: Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. SCENARIO 3: Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. SCENARIO 4: Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. SCENARIO 5: Year 2020 Background Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. SCENARIO 6: Year 2020 Background Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. SCENARIO 7: Year 2020 Background Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. SCENARIO 8: Year 2020 Background Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1B. 31 MOVEMENT SCENARIO 1 2 3 4A 4B 5 6 7 8A 8B Northbound Approach A A A D A A A A A A Southbound Approach A A A A A A A A A A Eastbound Approach A A A A A A A A A A Westbound Approach A A A A A A A A D A MOVEMENT SCENARIO 1 2 3 4A 4B 5 6 7 8A 8B Northbound Approach A A A A A A A A A A Southbound Approach A A A A A A A A A A Eastbound Approach A A A A A A A A C C Westbound Approach A A A A A A A A A A AaF ENGINEERING PROPOSED MIXED USE DEVELOPMEM Transportation Engineering Services »B STREET &SPRING MILL ROAD C4RMEL, /ND/ANA DESCRIPTION OF SCENARIOS: SCENARIO IA: SCENARIO 2: SCENARIO 3: SCENARIO 4A: SCENARIO 4B: SCENARIO 5: SCENARIO 6: SCENARIO 7: SCENARIO 8A: SCENARIO 8B: TABLE 6 LEVEL OF SERVICE SUMMARY: 116 STREET ILLINOIS ROAD AM PEAK HOUR PM PEAK HOUR Existing Traffic Volumes with Existing Intersection Geometrics and Control: Northbound Approach: Two entry lanes. Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Two entry lanes. Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1. Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1. Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1. Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control: Northbound Approach: Right -turn bypass lane and two entry lanes. Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Two entry lanes. Year 2020 Background Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1. Year 2020 Background Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 1. Year 2020 Background Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario I. Year 2020 Background Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 4B. Year 2020 Background Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control: Northbound Approach: Right -turn bypass lane and two entry lanes. Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Right -turn bypass lane and two entry lanes. 32 MOVEMENT SCENARIO 1 2A 2B 3A 3B 4A 4B 5A 5B 6A 6B 7A 7B 8A 8B Northbound Approach N/A N/A B N/A B N/A B N/A C N/A C N/A C N/A D Southbound Approach A A A A A A A A A A A A A A A Westbound Approach C F A F A F A F A F A F A F A MOVEMENT SCENARIO 1 2A 2B 3A 3B 4A 4B 5A 5B 6A 6B 7A 7B 8A 8B Northbound Approach N/A N/A A N/A A N/A A N/A A N/A A N/A A N/A A Southbound Approach A A F A F A F A F A F A F A F Westbound Approach B F A F A F A F A F A F A F A A &F ENGINEERING Transportation Engineering Services e..en ob.r Voce nu AM PEAK HOUR N /A: Approach/Intersection LOS is not available for this Scenario PM PEAK HOUR N /A: Approach/Intersection LOS is not available for this Scenario 33 PROPOSED MIXED USE DEVELOPMEM 116" SsHEEr &SPRING MILL /low C1RMEL, !ND/aN1 TABLE 7 LEVEL OF SERVICE SUMMARY: 111 STREET SPRING MILL ROAD DESCRIPTION OF SCENARIOS: SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometries and Control: One -way stop control with 111` Street stopping for Spring Mill Road. Northbound Approach: One shared through/right -turn lane. Southbound Approach: One shared left- tum/through lane. Westbound Approach: One shared left turn/right -turn lane. SCENARIO 2A: Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 2B: Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Proposed Intersection Geometries and Control: One -lane roundabout. Northbound Approach: One entry lane. Southbound Approach: One entry lane. Westbound Approach: One entry lane. SCENARIO 3A: Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 3B: Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 2B. SCENARIO 4A: Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 4B: Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 2B. SCENARIO 5A: Year 2020 Background Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 5B: Year 2020 Background Traffic Volumes with Intersection Geometries and Control as described in Scenario 2B. SCENARIO 6A: Year 2020 Background Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 6B: Year 2020 Background Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 2B. A &F ENGINEERING Transportation Engineering Services e..en ob.. sM. nu PROPOSED MIXED USE DEVELOPMENT 116" STREET SPRING MILL ROAD CiiiMEL, INDIANA SCENARIO 7A: Year 2020 Background Traffic Volumes Phase 11 of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 7B: Year 2020 Background Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 2B. SCENARIO 8A: Year 2020 Background Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 1. SCENARIO 8B: Year 2020 Background Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 2B. 34 MOVEMENT SCENARIO 2 3 4 6 7 8 Southbound Approach A A B A A B Eastbound Approach A A A A A A MOVEMENT SCENARIO 2 3 4 6 7 8 Southbound Approach A A B A A B Eastbound Approach A A A A A A A &F ENGINEERING Transportation Engineering Services e..en ob.r Voce nu PROPOSED MIXED USE DEVELOPMENT 116' STREET SPRING MILL flow C4RMEL, /ND/ANA TABLE 8 LEVEL OF SERVICE SUMMARY: 111 STREET ILLINOIS STREET AM PEAK HOUR PM PEAK HOUR DESCRIPTION OF SCENARIOS: SCENARIO 2: Existing Traffic Volumes Proposed Development Traffic Volumes with Proposed Intersection Geometrics and Control: One -way stop control with Illinois Street stopping for 111 Street. Southbound Approach: One left -turn lane and one right -turn lane. Eastbound Approach: One left -turn lane and one through lane. Westbound Approach: One through lane and one right -turn lane. SCENARIO 3: Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 2. SCENARIO 4: Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 2. SCENARIO 6: Year 2020 Background Traffic Volumes Phase I of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 2. SCENARIO 7: Year 2020 Background Traffic Volumes Phase II of Proposed Development Traffic Volumes with Intersection Geometrics and Control as described in Scenario 2. SCENARIO 8: Year 2020 Background Traffic Volumes Phase III of Proposed Development Traffic Volumes with Intersection Geometries and Control as described in Scenario 2. 35 A &F ENGINEERING Transportation Engineering Services c..nn ob.. Vim ma PROPOSED MIXED USE DEVELOPMENT 116' STREET SPRING MILL ROAD CARMEL, INDIANA CONCLUSIONS The conclusions that follow are based on existing traffic volume data, trip generation, assignment and distribution of generated traffic, capacity analyses with the resulting levels of service that have been prepared at the study intersections and the field review conducted at the site. These conclusions apply only to the AM peak hour and PM peak hour that were addressed in this analysis. These peak hours are when the largest volumes of traffic will occur. Therefore, if the resulting level of service is adequate during these time periods, it can generally be assumed that the remaining 22 hours will have levels of service that are equal to or better than the peak hour, since the existing street traffic volumes will be less during the other 22 hours. Based on the analysis and resulting conclusions, recommendations will be made to ensure that the roadway system will accommodate the increased traffic volumes due to the proposed development. 116 STREET SPRING MILL ROAD Scenario IA Existing Traffic Volumes with Existing Intersection Geometrics and Control A capacity analysis for the existing traffic volumes has shown that approaches at this intersection operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and control: Roundabout Control. Northbound Approach: One entry lane. Southbound Approach: One entry lane. Eastbound Approach: One entry lane. Westbound Approach: One entry lane and right -turn bypass lane. Scenario IB Existing Traffic Volumes with Proposed Intersection Geometrics and Control A capacity analysis for the existing traffic volumes has shown that approaches at this intersection operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the following proposed improvements: Northbound Approach: Two entry lanes. Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Two entry lanes. 36 *ALF ENGINEERING Transportation Engineering Services &ra tON.rSM.I%6 PROPOSED Mixes USE DEVELOPMEw 11B" STREET &SPw/N6MILL ROAD C4iMEC, INDIANA Scenario 2 Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Proposed Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometries and roundabout control conditions as described in Scenario 1B. Scenario 3 Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Proposed Intersection Geometries and Control When the generated traffic volumes from Phase II of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometries and roundabout control conditions as described in Scenario 1B. Scenario 4 Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Proposed Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 1B. Scenario 5 Year 2020 Background Traffic Volumes Proposed Intersection Geometrics and Control When the existing traffic volumes are projected to obtain a Year 2020 traffic volume set based on a 2% per year growth rate, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 1B. Scenario 6 Year 2020 Traffic Volumes Phase I of Proposed Development Tragic Volumes with Proposed Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 1B. 37 A &F ENGINEERING Transportation Engineering Services Ord.. .IN. 38 PROPOSED Maw USE DEVELOPMEw 116" STREET SPRING MILL ROAD C4IMEC, INDIANA Scenario 7— Year 2020 Traffic Volumes Phase II of Proposed Development Tragic Volumes with Proposed Intersection Geometrics and Control When the generated traffic volumes from Phase II of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 1B. Scenario 8 Year 2020 Traffic Volumes Phase III of Proposed Development Traffic Volumes with Proposed Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 1B. 116 STREET ILLINOIS STREET Scenario 1 Existing Traffic Volumes with Existing Intersection Geometrics and Control A capacity analysis for the existing traffic volumes has shown that approaches at this intersection operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and control: Roundabout Control. Northbound Approach: Two entry lanes. Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Two entry lanes. Scenario 2 Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and roundabout control conditions. AaF ENGINEERING PROPOSED MLxw USE DEVELOPMENT 116" STREET SPRING MILL ROAD C4RMEL, INDIANA Transportation Engineering Services Scenario 3 Existing Traffic Volumes Phase II of Proposed Development Tragic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase II of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and roundabout control conditions. Scenario 4A Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the existing traffic volumes, approaches at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and roundabout control conditions. Scenario 4B Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Proposed Intersection Geometrics and Control A capacity analysis for the existing traffic volumes has shown that approaches at this intersection operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the geometries described in Scenario 1 and the following proposed improvement: Northbound Approach: Addition of right -turn bypass lane. Scenario 5 Year 2020 Background Traffic Volumes Existing Intersection Geometrics and Control When the existing traffic volumes are projected to obtain a Year 2020 traffic volume set based on a 2% per year growth rate, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and roundabout control conditions. Scenario 6 Year 2020 Traffic Volumes Phase I of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above 39 al #,AaF ENGINEERING Transportation Engineering Services I PROPOSED Mixes USE DEVELOPMEw 110" STREET SPRING MILL ROAD C4iMEC, INDIANA acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and roundabout control conditions. Scenario 7— Year 2020 Tragic Volumes Phase II of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase II of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and roundabout control conditions. Scenario 8A Year 2020 Traffic Volumes Phase III of Proposed Development Tragic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 4B. Scenario 8B Year 2020 Traffic Volumes Phase III of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the geometries described in Scenario 4B as well as the following proposed improvement: Westbound Approach: Addition of right -turn bypass lane. 111 STREET SPRING MILL ROAD Scenario 1 Existing Traffic Volumes with Existing Intersection Geometrics and Control A capacity analysis for the existing traffic volumes has shown that approaches at this intersection operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and control: One -way stop control with 111 stopping for Spring Mill. Northbound Approach: Shared through/right -turn lane. Southbound Approach: Shared left- turn/through lane. Westbound Approach: Shared left turn/right -turn lane. 40 *ALF ENGINEERING Transportation Engineering Services &ra tON.rSM.I%6 41 PROPOSED Mixes USE DEVELOPMEw 116" STREET SPRING MILL ROAD C4iMEC, INDIANA Scenario 2 Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the existing traffic volumes, the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. Scenario 3 Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Existing Intersection Geometries and Control When the generated traffic volumes from Phase II of the proposed development are added to the existing traffic volumes, the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. Scenario 4 Existing Traffic Volumes Phase III of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the existing traffic volumes, the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometries and control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. Scenario 5 Year 2020 Background Traffic Volumes Existing Intersection Geometrics and Control When the existing traffic volumes are projected to obtain a Year 2020 traffic volume set based on a 2% per year growth rate, the westbound approach at this intersection will operate below al #,AaF ENGINEERING Transportation Engineering Services Comet Onisr *se I 42 PROPOSED MIXED USE DEVELOPMENT 116 STREET &SPRING MILL ROAD C41iMEE, INDIANA acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. Scenario 6 Year 2020 Traffic Volumes Phase I of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the Year 2020 traffic volumes, the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. Scenario 7— Year 2020 Traffic Volumes Phase II of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase II of the proposed development are added to the Year 2020 traffic volumes, the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. Scenario 8 Year 2020 Traffic Volumes Phase III of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the Year 2020 traffic volumes, the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with the existing geometrics and control conditions as described in Scenario 1. However, it should be noted that Illinois Street is planned to extend past 111 Street. When this extension is constructed, traffic A &F ENGINEERING Transportation Engineering Services Crating ora.r Since n� PROPOSED MIXED USE DEVELOPMENT 116 STREET SPRING MILL RO MEL, INDIANA L s volumes should divert to Illinois Street and the westbound approach at this intersection will likely operate at or above acceptable levels of service. 111 STREET ILLINOIS STREET Scenario 2 Existing Traffic Volumes Phase I of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control This intersection will be created in conjunction with the construction of Phase I of the proposed development. When the generated traffic volumes from Phase I of the proposed development are added to the existing traffic volumes, approaches at this intersection will operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the following proposed geometrics and control conditions: One -way stop control with Illinois Street stopping for 111 Street. Southbound Approach: One left -turn lane and one right -turn lane. Eastbound Approach: One left -turn lane and one through lane. Westbound Approach: One through lane and one right -turn lane. Scenario 3 Existing Traffic Volumes Phase II of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase II of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 2. Scenario 4 Existing Traffic Volumes Phase III of Proposed Development Tragic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the existing traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 2. Scenario 5 Year 2020 Background Traffic Volumes Existing Intersection Geometrics and Control When the existing traffic volumes are projected to obtain a Year 2020 traffic volume set based on a 2% per year growth rate, approaches at this intersection will continue to operate at or 43 A &F ENGINEERING Transportation Engineering Services Crating Ord.. Unce 0066 PROPOSED MLxw USE DEVELOPMENT 116" STREET SPRING MILL Roan C4fiMEL, INDIANA above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 2. Scenario 6 Year 2020 Traffic Volumes Phase I of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase I of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 2. Scenario 7— Year 2020 Traffic Volumes Phase II of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase II of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 2. Scenario 8 Year 2020 Traffic Volumes Phase III of Proposed Development Traffic Volumes with Existing Intersection Geometrics and Control When the generated traffic volumes from Phase III of the proposed development are added to the Year 2020 traffic volumes, approaches at this intersection will continue to operate at or above acceptable levels of service during the AM peak hour and the PM peak hour with the proposed geometrics and roundabout control conditions as described in Scenario 2. RECOMMENDATIONS Based on the analysis and resulting conclusions, the following recommendations are made. 116 STREET SPRING MILL ROAD A capacity analysis has shown that approaches at this intersection currently operate below acceptable levels of service and continue to operate below acceptable levels of service for all scenarios with the existing roundabout configuration. However, acceptable levels of service can be obtained for all scenarios with the following proposed intersection conditions: Roundabout Control. Northbound Approach: Two entry lanes. 44 A &F ENGINEERING Transportation Engineering Services Crating ora..91. n� PROPOSED MIXED USE DEVELOPMENT 116 STREET SPRING MILL Raw CviMEL, /NDLINI Southbound Approach: Two entry lanes. Eastbound Approach: Two entry lanes. Westbound Approach: Two entry lanes. It should be noted that some approaches at this intersection currently operate below acceptable levels of service. Therefore, it is demonstrated that all approaches at this intersection will fall below acceptable levels of service regardless of whether the proposed development is constructed. 116 STREET ILLINOIS STREET A capacity analysis has shown that approaches at this intersection currently operate at or above acceptable levels of service and continue to operate at or above acceptable levels of service when the traffic volumes from Phase I and Phase II of the proposed development are added to the existing traffic volumes and the year 2020 traffic volumes (Scenario 2, Scenario 3, Scenario 6 and Scenario 7) and when the existing traffic volumes are projected to the background year 2020 traffic volumes (Scenario 5). When the existing traffic volumes are added to Phase III of the proposed development traffic volumes (Scenario 4), approaches at this intersection fall below acceptable levels of service. However, acceptable levels of service can be obtained for this scenario with the existing geometries and the following proposed improvement: Northbound Approach: Right -turn bypass lane. 45 A &F ENGINEERING Transportation Engineering Services Croft Ordsr St. 46 PROPOSED MIxw USE DEVELOPMENT 116" STREET SPRING MILL ROAD C4fiMEE, INDIANA When the projected Year 2020 traffic volumes are added to Phase III of the proposed development traffic volumes (Scenario 8), approaches at this intersection fall below acceptable levels of service. However, acceptable levels of service can be obtained for this scenario with the existing geometries and the following proposed improvements: Northbound Approach: Right -turn bypass lane. Westbound Approach: Right -turn bypass lane. 111 TH STREET SPRING MILL ROAD This intersection currently operates at or above acceptable levels of service with existing intersection geometries and stop control. However, when the proposed development traffic volumes are added to the redistributed existing traffic volumes (Scenario 2), the westbound approach at this intersection will operate below acceptable levels of service during the AM peak hour and the PM peak hour with existing intersection geometries and stop control. This is mainly due to the increased westbound traffic volumes. A majority of the increased traffic volumes are due to the redistribution of existing traffic volumes to reflect the extension of Illinois Street to 111 Street. The westbound approach at this intersection will continue to operate below acceptable levels of service for all of the remaining scenarios with the existing intersection geometries and stop control. Acceptable levels of service can be obtained by converting the intersection to a roundabout. If a roundabout is constructed at this intersection, the northbound and westbound approaches at this intersection will operate above acceptable levels of service for all scenarios with the following proposed conditions: Roundabout Control. Northbound Approach: One entry lane. Southbound Approach: One entry lane. Westbound Approach: One entry lane. The southbound approach will experience some delay due to the heavy traffic volumes experienced along the southbound approach. Currently, the southbound movement experiences no yield or stop and vehicles are able to flow freely through the intersection. When a roundabout is constructed, the southbound approach will need to yield to enter the roundabout. However, there is no conflicting traffic so the southbound approach would still A &F ENGINEERING Transportation Engineering Services Crating ora.r Since hu PROPOSED MIxw USE DEVELOPMENT 116 STREET SPRING MILL ROAD CiiiMEL, INDIANA experience similar traveling patterns through the intersection with minimal stops or yields. A second entry lane could be considered to ensure queues do not stack to upstream intersections. It should be noted that Illinois Street is planned to be extended past 111 Street. When this roadway is extended, it is expected that a significant amount of traffic volumes will divert to Illinois Street. In addition, traffic volumes that were redistributed to the westbound approach at the intersection of 111 Street and Spring Mill Road should instead continue southbound on Illinois Street. Thus, the westbound left -turn lane traffic volumes will reduce. Therefore, the roundabout improvements at this intersection will likely not be necessary when Illinois Street is extended. 111 STREET ILLINOIS STREET When the proposed development is constructed, Illinois Street will be extended to 111` Street to create this intersection. Acceptable levels of service can be achieved for all scenarios with the following proposed intersection conditions: Stop control with Illinois Street stopping for 111 Street. Southbound Approach: One left-turn lane and one right -turn lane. Eastbound Approach: One left -turn lane and one through lane. Westbound Approach: One through lane and one right -turn lane. 116 STREET DRIVE A When the proposed development is constructed, this intersection will be created. Drive A should be constructed as a right in/right -out drive with at least one entry lane and one exit lane to create an intersection with the following proposed conditions: Right in/right -out stop control intersection with Drive A stopping for 116 Street. Northbound Approach: One right -turn lane. Eastbound Approach: Two through lanes and one right -turn lane. Westbound Approach: Two through lanes. The additional through lanes along 116 Street are due to the increased entry lanes at the roundabout at 116 Street Spring Mill Road. 116 Street will need to be upgraded to a four lane roadway between Spring Mill Road Illinois Street. 47 A &F ENGINEERING Transportation Engineering Services CAM t ob..Vimme ILLINOIS STREET DRIVE D When the proposed development is constructed, this intersection will be created. Drive D should be constructed as a full access drive with at least one entry lane and two exit lanes to create an intersection with the following proposed conditions: Full access stop control intersection with Drive D stopping for Illinois Street. Northbound Approach: One left -turn lane and two through lanes. Southbound Approach: One through lane and one shared through/right -turn lane. Eastbound Approach: One left -turn lane and one right -turn lane. ILLINOIS STREET DRIVE B When the proposed development is constructed, this intersection will be created. Drive B should be constructed as a full access drive with at least one entry lane and two exit lanes to create an intersection with the following proposed conditions: Full access stop control intersection with Drive B stopping for Illinois Street. Northbound Approach: One left -turn lane and two through lanes. Southbound Approach: One through lane and one shared through/right -turn lane. Eastbound Approach: One left-turn lane and one right -turn lane. PROPOSED MIXED USE DEVELOPMENT 116" STREET SPRING MILL ROAD CARMEL, /ND/ANA ILLINOIS STREET DRIVE C When the proposed development is constructed, this intersection will be created. Drive C will serve the proposed development east and west of Illinois Street and should be constructed as a full access drive with at least one entry lane and two exit lanes along the eastbound and westbound approaches to create an intersection with the following proposed conditions: Full access stop control intersection with Drive C stopping for Illinois Street. Northbound Approach: One left -turn lane, one through lane and one shared through/right -turn lane. Southbound Approach: One left -turn lane, one through lane and one shared through/right -turn lane. Eastbound Approach: One left -turn lane and one shared through/right -turn lane. Westbound Approach: One left -turn lane and one shared through/right -turn lane. 48 A &F ENGINEERING Transportation Engineering Services Crating ordr sM. owe PROPOSED Maw USE DEVELOPMEM 11 B" SMEET SPRING M!u ROAD CviMEC, /ND/ANA 1 ILLINOIS STREET DRIVE E When the proposed development is constructed, this intersection will be created. Drive E should be constructed as a full access drive with at least one entry lane and two exit lanes to create an intersection with the following proposed conditions: Full access stop control intersection with Drive E stopping for Illinois Street. Northbound Approach: One through lane and one shared through/right -turn lane. Southbound Approach: One left-turn lane and two through lanes. Westbound Approach: One left -turn lane and one right -turn lane. ILLINOIS STREET DRIVE F When the proposed development is constructed, this intersection will be created. Drive F should be constructed as a full access drive with at least one entry lane and two exit lanes to create an intersection with the following proposed conditions: Full access stop control intersection with Drive F stopping for Illinois Street. Northbound Approach: One left -turn lane and two through lanes. Southbound Approach: One through lane and one shared through/right -turn lane. Eastbound Approach: One left-turn lane and one right -turn lane. ILLINOIS STREET DRIVE G When the proposed development is constructed, this intersection will be created. Drive G should be constructed as a right in/right -out access drive with at least one entry lane and one exit lanes to create an intersection with the following proposed conditions: Right in/right -out stop control intersection with Drive G stopping for Illinois Street. Northbound Approach: One through lane and one shared through/right -turn lane. Southbound Approach: Two through lanes. Westbound Approach: One right -turn lane. SPRING MILL ROAD DRIVE H When the proposed development is constructed, this intersection will be created. Drive H will serve the proposed development east and west of Illinois Street and should be constructed as a full access drive with at least one entry lane and two exit lanes along the eastbound and westbound approaches to create an intersection with the following proposed conditions: Full access stop control intersection with Drive H stopping for Spring Mill Road. Northbound Approach: One through lane and one right -turn lane. 49 A &F ENGINEERING Transportation Engineering Services Craft order sere nu 50 PROPOSED MIXED USE DEVELOPMENT 116' S7REET SPRING MILL ROAD CviMEL, /ND/ANA Southbound Approach: One left -turn lane and one through lane. Westbound Approach: One left -turn lane and one right -turn lane. SPRING MILL ROAD DRIVE I When the proposed development is constructed, this intersection will be created. Drive I should be constructed as a right- in/right -out access drive with at least one entry lane and one exit lanes to create an intersection with the following proposed conditions: Right in/right -out stop control intersection with Drive I stopping for Spring Mill Road. Northbound Approach: One through lane and one right -turn lane. Southbound Approach: One through lane. Westbound Approach: One right -turn lane.