HomeMy WebLinkAboutTIA pgs 001-100TRAFFIC IMPACT ANALYSIS
S/LVARA
PROPOSED MIXED USE DEVELOPMENT
116'" STREET SPRING MILL ROAD
CARMEL, INDIANA
PREPARED FOR
SILVARA REAL ESTATE COMPANY LLC
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fur STREET SPRING MILL ROAD CARVE 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.
02011, A &F Engineering Co., LLC.
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TABLE OF CONTENTS
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 7
PEAK HOUR 7
ANNUAL BACKGROUND TRAFFIC GROWTH RATE 7
ILLINOIS STREET EXTENSION 7
GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 8
TABLE 1 TOTAL GENERATED TRIPS FOR PROPOSED DEVELOPMENT 8
INTERNAL TRIPS 8
PASS -BY TRIPS 8
TABLE 2 TOTAL GENERATED TRIPS FOR PROPOSED DEVELOPMENT 9
ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS 10
PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM 10
CAPACITY ANALYSIS 13
DESCRIPTION OF LEVELS OF SERVICE 13
CAPACITY ANALYSIS SCENARIOS 13
TABLE 3 LEVEL OF SERVICE SUMMARY: 116 STREET SPRING MILL ROAD 18
TABLE 4 LEVEL OF SERVICE SUMMARY: 116 STREET ILLINOIS STREET 19
TABLE 5 —LEVEL OF SERVICE SUMMARY: 116 STREET CLAY CENTER ROAD 20
TABLE 6 —LEVEL OF SERVICE SUMMARY: 111 STREET SPRING MILL ROAD 21
TABLE 7 —LEVEL OF SERVICE SUMMARY: 111 STREET PROPOSED ILLINOIS STREET 22
TABLE 8 LEVEL OF SERVICE SUMMARY: HELFORD LANE /PROPOSED ACCESS DRIVE CLAY CENTER ROAD 23
TABLE 9 —LEVEL OF SERVICE SUMMARY: CLAY SPRINGS DRIVE /PROPOSED ACCESS DRIVE CLAY CENTER
ROAD 24
TABLE 10 —LEVEL OF SERVICE SUMMARY: MALLARD COURT /PROPOSED ACCESS DRIVE SPRING MILL ROAD 25
TABLE 11 LEVEL OF SERVICE SUMMARY: 116 STREET DRIVE A 26
TABLE 12 —LEVEL OF SERVICE SUMMARY: DRIVE B SPRING MILL ROAD 27
TABLE 13 LEVEL OF SERVICE SUMMARY: DRIVE C SPRING MILL ROAD 27
TABLE 14 LEVEL OF SERVICE SUMMARY: DRIVE D SPRING MILL ROAD 28
TABLE 15 —LEVEL OF SERVICE SUMMARY: DRIVE E SPRING MILL ROAD 28
CONCLUSIONS 29
RECOMMENDATIONS 38
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LIST OF FIGURES
FIGURE 1: AREA MAP FIGURE 5
FIGURE 2: EXISTING STUDY INTERSECTION CONDITIONS 6
FIGURE 3: GENERATED PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT 11
FIGURE 4: GENERATED NON PASS -BY TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT 12
FIGURE 5: EXISTING TRAFFIC VOLUMES (SCENARIO 1) 15
FIGURE 6: HORIZON YEAR 2021 TRAFFIC VOLUMES (SCENARIO 2) 16
FIGURE 7: HORIZON YEAR 2021 TRAFFIC VOLUMES+ GENERATED TRAFFIC VOLUMES FROM THE PROPOSED
"SILVARA" DEVELOPMENT (SCENARIO 3) 17
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CERTIFICATION
SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
116' STREET SPRING MILL /LOAD CARMEL, INDIANA
I certify that this TRAFFIC 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
a
Amanda M. Johnson, E.I.
Transportation Engineer
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No.10200056
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INTRODUCTION
This TRAFFIC IMPACT ANALYSIS, prepared at the request the City of Carmel on behalf of Silvara
Real Estate Company LLC, is for a proposed mixed -use development called "Silvara" that is to be
located north of 116 Street between Spring Mill Road and Clay Center Road in Carmel, Indiana.
PURPOSE
The purpose of this analysis is to determine what effect traffic generated by 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, and the surrounding areas, 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 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:
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 Street
116 Street Clay Center Road
111 Street Spring Mill Road
Helford Lane Clay Center Road
Clay Springs Drive Clay Center Road
Mallard Court Spring Mill Road
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Second, to estimate the background year 2021 traffic volumes due to growth in the background
traffic outside the study area using a 2.0% per year growth rate.
Third, to estimate the number of new trips that will be generated by the proposed "Silvara"
development.
Fourth, to assign and distribute the generated traffic volumes from the "Silvara" 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: Horizon Year 2021 Traffic Volumes Existing traffic volumes projected to Year
2021 based on a growth rate of 2.0% per year.
Scenario 3: Horizon Year 2021 Traffic Volumes Proposed Development Traffic Volumes
Sum of the existing traffic volumes projected to year 2021 and the proposed "Silvara"
development traffic volumes.
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 116 Street to the south, Spring Mill Road to the
east and Clay Center Road to the west in Carmel, Indiana. As proposed, the "Silvara"
development will primarily include residential land uses, but a small portion of commercial land
uses near the intersection of Spring Mill Road 116 Street will also be included. The
development will be served by seven full access drives and one right -in /right -out access drive.
Figure 1 is an area map showing the location and general layout of the proposed site.
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STUDY AREI
The study area defined for this analysis includes the following intersections:
116 Street Spring Mill Road
116 Street Illinois Street
116 Street Clay Center Road
111 Street Spring Mill Road
111 Street Proposed Illinois Street
Helford Lane /Proposed Access Drive Clay Center Road
Clay Springs Drive /Proposed Access Drive Clay Center Road
Mallard Court/Proposed Access Drive Spring Mill Road
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.
CLAY CENTER ROAD is a north/south two -lane roadway. In the vicinity of the subject site, Clay
Center Road 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 a right -turn bypass 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.
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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.
11 6 111 STREET CLAY CENTER ROAD This intersection is controlled by a one -lane roundabout.
Each approach consists of one lane. The existing intersection geometrics are shown on Figure 2.
CLAY SPRINGS DRIVE /PROPOSED ACCESS DRIVE CLAY CENTER ROAD This intersection is
controlled by a one -way stop. The northbound and eastbound approaches consist of one shared lane
for all movements. The southbound approach consists of a through lane and an exclusive right -turn
lane. The existing intersection geometrics are shown on Figure 2. When the proposed
development is constructed, the westbound approach at this intersection will serve as an access
drive to the site.
HELFORD LANE /PROPOSED ACCESS DRIVE CLAY CENTER ROAD This intersection is controlled by
a one -way stop. The northbound and eastbound approaches consist of one shared lane for all
movements. The southbound approach consists of a through lane and an exclusive right -turn lane.
The existing intersection geometrics are shown on Figure 2. When the proposed development is
constructed, the westbound approach at this intersection will serve as an access drive to the site.
MALLARD COURT /PROPOSED ACCESS DRIVE SPRING MILL ROAD This intersection is controlled
by a one -way stop. The southbound and westbound approaches consist of one shared lane for all
movements. The northbound approach consists of a through lane and an exclusive right -turn lane.
The existing intersection geometrics are shown on Figure 2. When the proposed development is
constructed, the eastbound approach at this intersection will serve as an access drive to the site.
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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 March 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.
PE4K HOUR
Based on the existing traffic volumes that were collected for this analysis, the peak hours at the
study intersections vary. Therefore, the actual 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. The actual peak hours for each intersection
are listed below:
116 Street Spring Mill Road: 7:30 8:30 AM and 4:45 5:45 PM
116 Street Illinois Street: 7:30 8:30 AM and 4:45 5:45 PM
116 Street Clay Center Road: 7:15 8:15 AM and 5:00 6:00 PM
111 Street Spring Mill Road: 7:15 8:15 AM and 5:15 6:15 PM
Clay Center Road Helford Lane: 7:00 8:00 AM and 4:45 -5:45 PM
Clay Center Road Clay Springs Road: 7:15 8:15 AM and 5:00 6:00 PM
Spring Mill Road Mallard Court: 6:45 7:45 AM and 5:00 6:00 PM
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 2.0% per year to the existing traffic volume counts. Therefore, the
existing traffic volumes have been increased by 20.0% (2.0% over 10 years non compounded) to
obtain Year 2021 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.
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PLANNING
R
LAND USE
ITE
CODE
SIZE
AM PEAK
PM PEAK
EXIT
ENTER
EXIT
ENTER
1 Village
Center
Office
710
18,000 SF
42
6
17
82
Retail
820
62,000 SF
64
41
201
209
Multi- Family
220
60 DU
7
27
33
18
2 Forestview
Single Family
210
20 DU
6
18
16
9
Townhomes
230
20 DU
2
12
11
5
3 Village
Neighborhood
Single Family
210
20 DU
6
18
16
9
Townhomes
230
130 DU
11
53
50
25
Multi- Family
220
250 DU
25
101
101
54
4 Bridgecreek
Single Family
210
130 DU
25
76
84
49
Townhomes
230
20 DU
2
12
11
5
5 The Enclave
Single Family
210
100 DU
20
60
66
39
7 Creekside
Single Family
210
160 DU
30
91
101
59
Townhomes
230
20 DU
2
12
11
5
8 The Estates
Single Family
210
70 DU
15
44
48
28
TOTAL
257
571
766
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GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT
The estimate of traffic to be generated by all land uses within the proposed "Silvara" 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
trips generated by those land uses. Table 1 is a summary of the total trips that will be generated by
the proposed development.
TABLE 1 TOTAL GENERATED TRIPS FOR PROPOSED DEVELOPMENT
INTERNAL TRIPS
An internal trip results when a trip is made between two or more land uses without traversing the
external roadway system. Internal trips will occur between the retail and residential land uses of the
proposed development. Internal trips were calculated based on methods described within the ITE
Trip Generation Handbook. The internal trip reductions can be seen in Table 2.
PASS -BY TRIPS
Pass -by trips are trips already on the roadway system that are captured by a proposed development.
Within the proposed development, pass -by trips will occur for the retail land uses. Pass -by trips
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PLANNING
AREA
LAND USE
I 1E
CODE
SIZE
AM PEAK
PM PEAK
EXIT
ENTER
EXIT
ENTER
1 Village
Center
Office
710
18,000 SF
42
6
17
82
Office Internal Trips
1
1
3
11
Office External Trips
41
5
14
71
Retail
820
52,000 SF
71
45
226
236
Retail Internal Trips
7
6
29
29
Retail External Trips
64
39
197
207
Retail External Pass -By Trips (47
30
18
93
97
Retail External Non Pass -By Trips (53
34
21
104
110
Multi- Family
220
60 DU
7
27
33
18
Multi- Family Internal Trips
0
0
2
1
Multi- Family External Trips
7
27
31
17
2 Forestview
Single Family
210
20 DU
6
18
16
9
Townhomes
230
20 DU
2
12
11
5
Forestview Internal Trips
1
1
2
2
Forestview External Trips
7
29
25
12
3 Village
Neighborhood
Single Family
210
20 DU
6
18
16
9
Townhomes
230
130 DU
11
53
50
25
Multi- Family
220
250 DU
25
101
101
54
Village Neighborhood Internal Trips
2
2
10
7
Village Neighborhood External Trips
40
170
157
81
4
Bridgecreek
Single Family
210
130 DU
25
76
84
49
Townhomes
230
20 DU
2
12
11
5
Bridgecreek Internal Trips
1
1
5
4
Bridgecreek External Trips
26
87
90
50
5 —The
Enclave
Single Family
210
100 DU
20
60
66
39
7 Creekside
Single Family
210
160 DU
30
91
101
59
Townhomes
230
20 DU
2
12
11
5
Creekside Internal Trips
1
1
6
4
Creekside External Trips
31
102
106
60
8 —The
Estates
Single Family
210
70 DU
15
44
48
28
The Estates Internal Trips
0
1
3
2
The Estates External Trips
15
43
45
26
TOTAL EXTERNAL NON PASS -BY TRIPS
221
554
638
466
TOTAL EXTERNAL PASS -BY TRIPS
30
18
93
97
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were calculated based on methods described within the ITE Trip Generation Handbook. The pass
by trip reductions can be seen in Table 2.
TABLE 2 TOTAL GENERATED TRIPS FOR PROPOSED DEVELOPMENT
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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.
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 the
proposed development for the peak hours are shown on Figure 4. 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.
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CAPACITYANALYSIS
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 stop controlled 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 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
CAPAC /TYANALYS /S SCENAR IOS
To evaluate the proposed "Silvara" 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.
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.
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SCENARIO 1: Existing Traffic Volumes Based on existing roadway conditions and
existing peak hour traffic volumes. Figure 5 is a summary of these volumes
for the peak hours.
SCENARIO 2: Horizon Year 2021 Traffic Volumes Existing traffic volumes projected to
Year 2021 based on a growth rate of 2.0% per year. Figure 6 is a summary
of these traffic volumes at the study intersections for the peak hours.
SCENARIO 3: Horizon Year 2021 Traffic Volumes Proposed Development Traffic
Volumes Sum of the existing traffic volumes projected to year 2021 and
the proposed "Silvara" development traffic volumes. Figure 7 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 3 116 Street Spring Mill Road
Table 4 116 Street Illinois Street
Table 5 116 Clay Center Road
Table 6 111 Street Spring Mill Road
Table 7 111 Street Proposed Illinois Street
Table 8 Clay Center Road Helford Lane/Proposed Access Drive
Table 9 Clay Center Road Clay Springs Drive /Proposed Access Drive
Table 10 Spring Mill Road Mallard Court/Proposed Access Drive
Table 11 116 Street Drive A
Table 12 Spring Mill Road Drive B
Table 13 Spring Mill Road Drive C
Table 14 Spring Mill Road Drive D
Table 15 Spring Mill Road Drive E
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MOVEMENT
SCENARIO
1A
1B
2
3
Northbound Approach
A
A
A
A
Southbound Approach
F
A
A
B
Eastbound Approach
F
A
A
B
Westbound Approach
C
A
A
A
Intersection*
F
A
A
A
MOVEMENT
SCENARIO
1A
1B
2
3
Northbound Approach
F
A
A
A
Southbound Approach
A
A
A
A
Eastbound Approach
B
A
A
A
Westbound Approach
F
A
A
E
Intersection*
F
A
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TABLE 3 LEVEL OF SERVICE SUMMARY: 116 STREET SPRING MILL ROAD
AM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
PM PEAK HOUR
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*Intersection LOS calculated as a weighted average of all approaches.
DESCRIPTION OF SCENARIOS:
SCENARIO 1A: Existing Traffic Volumes with Existing Intersection Geometrics and Control:
One -lane Roundabout.
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:
Two -lane Roundabout.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: Two entry lanes.
Westbound Approach: Two entry lanes.
SCENARIO 2: Background Year 2021 Traffic Volumes with Intersection Geometrics and Control
as described in Scenario 1B.
SCENARIO 3: Background Year 2021 Traffic "Silvara" Traffic Volumes with Intersection
Geometries and Control as described in Scenario 1B.
MOVEMENT
SCENARIO
1
2
3
Northbound Approach
A
A
A
Southbound Approach
A
A
A
Eastbound Approach
A
A
A
Westbound Approach
A
A
A
Intersection*
A
A
A
MOVEMENT
SCENARIO
1
2
3
Northbound Approach
A
A
A
Southbound Approach
A
A
A
Eastbound Approach
A
A
A
Westbound Approach
A
A
A
Intersection*
A
A
A
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TABLE 4 LEVEL OF SERVICE SUMMARY: 11 6 TH STREET ILLINOIS STREET
AM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
PM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
DESCRIPTION OF SCENARIOS:
SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometrics and Control:
Two -Lane Roundabout.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: Two entry lanes.
Westbound Approach: Two entry lanes.
SCENARIO 2: Background Year 2021 Traffic with Intersection Geometrics and Control as
described in Scenario 1.
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with
Intersection Geometrics and Control as described in Scenario 1.
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MOVEMENT
SCENARIO
1
2
3
Southbound Approach
A
A
A
Eastbound Approach
A
A
A
Westbound Approach
A
A
B
Intersection*
A
A
A
MOVEMENT
SCENARIO
1
2
3
Southbound Approach
A
A
A
Eastbound Approach
A
A
A
Westbound Approach
A
A
A
Intersection*
A
A
A
tersection LOS calculated as a weighted average of all annroacl
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TABLE 5 LEVEL OF SERVICE SUMMARY: 116 STREET CLAY CENTER ROAD
*I
AM PEAK HOUR
PM PEAK HOUR
SCENARIO 3: Background Year 2021 Traffic "Silvara" Traffic Volumes with Intersection
Geometrics and Control as described in Scenario 1.
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fur STREET SPRING MILL ROAD C4RMEL, INDIANA
es.
*Intersection LOS calculated as a weighted average of all approaches.
DESCRIPTION OF SCENARIOS:
SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometrics and Control:
One -lane roundabout.
Southbound Approach: One entry lane.
Eastbound Approach: One entry lane.
Westbound Approach: One entry lane.
SCENARIO 2: Background Year 2021 Traffic Volumes with Existing Intersection Geometrics and
Control as described in Scenario 1.
MOVEMENT
SCENARIO
1
2A
2B
3
Northbound Approach
N/A
N/A
A
A
Southbound Approach
A
A
A
A
Westbound Approach
C
F
A
A
Intersection*
N/A
N/A
A
A
MOVEMENT
SCENARIO
1
2A
2B
3
Northbound Approach
N/A
N/A
A
A
Southbound Approach
A
A
B
C
Westbound Approach
B
F
A
A
Intersection*
N/A
N/A
A
B
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TABLE 6 LEVEL OF SERVICE SUMMARY: 111 STREET SPRING MILL ROAD
AM PEAK HOUR
N /A: Approach/Intersection LOS is not available for two -way stop control conditions.
*Intersection LOS calculated as a weighted average of all approaches.
PM PEAK HOUR
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N /A: Approach/Intersection LOS is not available for two -way stop control conditions.
*Intersection LOS calculated as a weighted average of all approaches.
DESCRIPTION OF SCENARIOS:
SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometrics 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 turn/through lane.
Westbound Approach: One shared left turn/right -turn lane.
SCENARIO 2A: Background Year 2021 Traffic Volumes with Intersection Geometrics and Control
as described in Scenario 1.
SCENARIO 2B: Background Year 2021 Traffic Volumes with Proposed Intersection Geometrics
and Control:
Roundabout Control.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Westbound Approach: One entry lane.
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with
Intersection Geometrics and Control as described in Scenario 2B.
MOVEMENT
SCENARIO
2
3
Southbound Approach
A
A
Eastbound Approach
A
A
Westbound Approach
A
A
Intersection*
A
A
MOVEMENT
SCENARIO
2
3
Southbound Approach
A
A
Eastbound Approach
A
A
Westbound Approach
A
A
Intersection*
A
A
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SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET t SPRING MILL ROAD CARMEL, INDIANA
TABLE 7 —LEVEL OF SERVICE SUMMARY: 111 STREET PROPOSED ILLINOIS STREET
AM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
PM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
DESCRIPTION OF SCENARIOS:
SCENARIO 2: Background Year 2021 Traffic Volumes with Proposed Intersection Geometrics and
Control:
Roundabout Control.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
Westbound Approach: One entry lane.
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with
Intersection Geometrics and Control as described in Scenario 2.
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MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Southbound Left -Turn
A
Eastbound Approach
B
Westbound Approach
B
MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Southbound Left -Turn
A
Eastbound Approach
B
Westbound Approach
B
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TABLE 8 LEVEL OF SERVICE SUMMARY: HELFORD LANE/PROPOSED ACCESS DRIVE CLAY
CENTER ROAD
AM PEAK HOUR
PM PEAK HOUR
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes with Proposed Intersection Geometries and
Control:
Addition of the westbound approach to serve as an access drive to "Silvara
Two -way stop control with Helford Lane /Proposed Access Drive stopping for
Clay Center Road.
Northbound Approach: Shared left turn/through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and right -turn lane.
Eastbound Approach: Shared left turn/through /right -turn lane.
Proposed Westbound Approach: Left -turn lane and shared through/right -turn lane.
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MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Southbound Left -Turn
A
Eastbound Approach
B
Westbound Approach
B
MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Southbound Left -Turn
A
Eastbound Approach
B
Westbound Approach
C
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TABLE 9 LEVEL OF SERVICE SUMMARY: CLAY SPRINGS DRIVE/PROPOSED ACCESS DRIVE
CLAY CENTER ROAD
AM PEAK HOUR
PM PEAK HOUR
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SILIARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET SPRING MILL ROAD CARMEL, INDIANA
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
Addition of the westbound approach to serve as an access drive to "Silvara
Two -way stop control with Clay Springs Drive /Proposed Access Drive stopping
for Clay Center Road.
Northbound Approach: Shared left turn/through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and right -turn lane.
Eastbound Approach: Shared left turn/through /right -turn lane.
Proposed Westbound Approach: Left -turn lane and shared through/right -turn lane.
MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Southbound Left -Turn
A
Eastbound Approach
F
Westbound Approach
F
MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Southbound Left -Turn
A
Eastbound Approach
E
Westbound Approach
F
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TABLE 10 —LEVEL OF SERVICE SUMMARY: MALLARD COURT /PROPOSED ACCESS DRIVE
SPRING MILL ROAD
AM PEAK HOUR
0.
PM PEAK HOUR
SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET SPRING MILL ROAD C4RMEL, INDIANA
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
Addition of the eastbound approach to serve as an access drive to "Silvara
Two -way stop control with Mallard Court/Proposed Access Drive stopping for
Spring Mill Road.
Northbound Approach: Shared left turn/through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and right -turn lane.
Proposed Eastbound Approach: Left -turn lane and shared through/right -turn lane.
Westbound Approach: Shared left turn/through/right -turn lane.
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MOVEMENT
SCENARIO
3
Northbound Approach
A
Southbound Approach
F
Eastbound Left -Turn
B
Westbound Left -Turn
A
MOVEMENT
SCENARIO
3
Northbound Approach
A
Southbound Approach
C
Eastbound Left -Turn
A
Westbound Left -Turn
A
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TABLE 11 —LEVEL OF SERVICE SUMMARY: 116 STREET DRIVE A
AM PEAK HOUR
PM PEAK HOUR
SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET t SPRING MILL ROAD CARMEL, INDIANA
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
Two -way stop control with Drive A stopping for 116 Street, aligned with future
"Church of Jesus Christ of Latter Day Saints" development drive on south side of
116 Street.
Northbound Approach: Shared left turn/through /right -turn lane.
Southbound Approach: Left -turn lane and shared through /right -turn lane.
Eastbound Approach: Left -turn lane, through lane and shared through/right -turn
lane.
Westbound Approach: Left -turn lane, through lane and right -turn lane.
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MOVEMENT
SCENARIO
3
Northbound Approach
A
Southbound Approach
A
Eastbound Approach
A
*Intersection
A
MOVEMENT
SCENARIO
3
Northbound Approach
A
Southbound Approach
A
Eastbound Approach
A
*Intersection
A
MOVEMENT
SCENARIO
3
Eastbound Approach
B
MOVEMENT
SCENARIO
3
Eastbound Approach
D
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TABLE 12 LEVEL OF SERVICE SUMMARY: DRIVE B SPRING MILL ROAD
AM PEAK HOUR
PM PEAK HOUR
SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET SPRING MILL ROAD C4RMEL, INDIANA
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
Right in/Right -out control with Drive B stopping for Spring Mill Road.
Northbound Approach: Through lane.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Right -turn lane.
TABLE 13 LEVEL OF SERVICE SUMMARY: DRIVE C SPRING MILL ROAD
AM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
PM PEAK HOUR
*Intersection LOS calculated as a weighted average of all approaches.
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
Roundabout Control.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
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MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Eastbound Approach
C
MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Eastbound Approach
C
MOVEMENT
SCENARIO
3
Northbound Left -Turn
A
Eastbound Approach
C
MOVEMENT
SCENARIO
3
Northbound Left -Turn
B
Eastbound Approach
C
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TABLE 14 LEVEL OF SERVICE SUMMARY: DRIVE D SPRING MILL ROAD
AM PEAK HOUR
PM PEAK HOUR
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
One -way stop control with Drive D stopping for Spring Mill Road.
Northbound Approach: Through lane and left -turn treatment.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Left -turn lane and right -turn lane.
TABLE 15 LEVEL OF SERVICE SUMMARY: DRIVE E SPRING MILL ROAD
AM PEAK HOUR
PM PEAK HOUR
SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET SPRING MILL ROAD C4RMEL, INDIANA
DESCRIPTION OF SCENARIOS:
SCENARIO 3: Background Year 2021 Traffic Volumes "Silvara" Traffic Volumes with Proposed
Intersection Geometrics and Control:
One -way stop control with Drive E stopping for Spring Mill Road.
Northbound Approach: Through lane and left -turn treatment.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Left -turn lane and right -turn lane.
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SILVARA PROPOSED MIXED VSEDEVELOPWENT
fur STREET 8f SPRING MILL 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.
US 31 IMPROVEMENTS
Improvements are expected to be completed in 2017 along US 31 in the vicinity of the subject
site. These improvements will include creating a free -flow situation along US 31 with
interchanges at various existing intersections. 116 Street will have direct access to US 31 via
an interchange When these improvements to US 31 are constructed a volume decrease can be
expected along Spring Mill Road and Illinois Street. Some intersection improvements listed
within this report may become unnecessary with the reduction in trips due to US 31
improvements.
116 STREET SPRING MILL ROAD
Scenario IA Existing Traffic Volumes with Existing Intersection Geometries and Control
A capacity analysis for the above scenario has shown that this intersection operates below
acceptable levels of service during the AM peak hour and the PM peak hour with the existing
geometries and control:
One -lane roundabout.
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.
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SILVARA PROPOSED MIXED VSEDEVELOPWENT
116" STREET 8' SPRING MILL /LOAD CARMEL, INDIANA
Scenario 1B Existing Traffic Volumes with Proposed Intersection Geometrics and Control
A capacity analysis for the above scenario has shown that this intersection and all the
approaches at the intersection operate at or above acceptable levels of service during the AM
peak hour and the PM peak hour with the following proposed intersection conditions:
Two -lane roundabout.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: Two entry lanes.
Westbound Approach: Two entry lanes.
Scenario 2 Background Year 2021 Traffic Vohtmes
A capacity analysis for the above scenario has shown that this intersection and all approaches
at the 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 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes with
Proposed Intersection Conditions as described in Scenario IB
A capacity analysis for the above scenario has shown that this intersection and most
approaches at the 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. However, the westbound approach will
experience delays during the PM peak hour.
116 STREET ILLINOIS STREET
Scenario 1— Existing Traffic Volumes with Existing Intersection Geometrics and Control
A capacity analysis for the above scenario has shown that this intersection operates at or above
acceptable levels of service during the AM peak hour and the PM peak hour with the existing
geometries and control:
Two -lane roundabout.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: Two entry lanes.
Westbound Approach: Two entry lanes.
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SILVAR4 PROPOSED MIXED V/SEDEVELOPWENT
fur STRSPRING MILL CARMEL, Arnim
Scenario 2 Background Year 2021 Traffic Volumes
A capacity analysis for the above scenario has shown that 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 intersection conditions as described in Scenario 1.
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes with
Existing Conditions
A capacity analysis for the above scenario has shown that 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 intersection conditions as described in Scenario 1.
116 STREET CLAY CENTER ROAD
Scenario 1 Existing Traffic Volumes with Existing Intersection Geometrics and Control
A capacity analysis for the above scenario has shown that this intersection operates at or above
acceptable levels of service during the AM peak hour and the PM peak hour with the existing
geometrics and control:
One -lane roundabout.
Southbound Approach: One entry lane.
Eastbound Approach: One entry lane.
Westbound Approach: One entry lane.
Scenario 2 Background Year 2021 Traffic Volumes
A capacity analysis for the above scenario has shown that 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 as described in Scenario
1.
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes with
Existing Conditions
A capacity analysis for the above scenario has shown that this intersection will 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 as described in Scenario 1.
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SILVAR4 PROPOSED MIXED 1/SEDEVELOPWENT
fur STREET 8f SPRING MILL CARMEL, Arnim
11 l STREET SPRING MILL ROAD
Scenario 1 Existing Traffic Volumes with Existing Intersection Conditions
A capacity analysis for the above scenario has shown that all 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 Street stopping for Spring Mill Road.
Northbound Approach: One shared through /right -turn lane.
Southbound Approach: One shared left turn/through lane.
Eastbound Approach: One shared left turn/right -turn lane.
Scenario 2A Background Year 2021 Traffic Volumes with Existing Intersection Conditions
A capacity analysis for the above scenario has shown that 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 roundabout control conditions as described in
Scenario 1.
Scenario 2B Background Year 2021 Traffic Volumes with Proposed Intersection Conditions
A capacity analysis for the above scenario has shown that 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 roundabout control conditions:
Roundabout control.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
A capacity analysis for the above scenario has shown that this intersection will 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 2B.
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SILVAR4 PROPOSED MIXED 1/SEDEVELOPWENT
fur STREET 8f SPRING MILL CARMEL, Arnim
111 STREET PROPOSED ILLINOIS STREET
Scenario 2 Background Year 2021 Traffic Volumes
Illinois Street is planned to extend to 111 Street within the next ten years and this intersection
will be created with that extension. A capacity analysis for the above scenario has shown that
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 roundabout control
conditions:
Roundabout control.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
Westbound Approach: One entry lane.
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
A capacity analysis for the above scenario has shown that this intersection will 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.
HELFORD LANE/ PROPOSED ACCESS DRIVE CLAY CENTER ROAD
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The westbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. A capacity analysis for the above scenario has shown that all
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:
Addition of westbound approach to serve as an access drive to "Silvara
Two -way stop control with Helford Lane/Proposed Access Drive stopping for Clay
Center Road.
Northbound Approach: Shared left- turn/through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and existing right -turn lane.
The existing right -turn lane will also act as a passing blister to accommodate
southbound through vehicles when southbound left turning vehicles are present.
Eastbound Approach: Shared left turn/through /right -turn lane.
Proposed Westbound Approach: Left -turn lane and shared through/right -turn lane.
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CLAY SPRINGS DRIVE/PROPOSED ACCESS DRIVE CLAY CENTER ROAD
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The westbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. A capacity analysis for the above scenario has shown that all
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:
Addition of westbound approach to serve as an access drive to "Silvara
Two -way stop control with Clay Springs Drive /Proposed Access Drive stopping for
Clay Center Road.
Northbound Approach: Shared left- turn /through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and existing right -turn lane. The
existing right -turn lane will also act as a passing blister to accommodate southbound
through vehicles when southbound left turning vehicles are present.
Eastbound Approach: Shared left- turn/through /right -turn lane.
Proposed Westbound Approach: Left-turn lane and shared through /right -turn lane.
MALLARD COURT /PROPOSED ACCESS DRIVE SPRING MILL ROAD
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The eastbound approach at this intersection will serve as an access drive to the proposed "Silvara"
development. A capacity analysis for the above scenario has shown that the northbound and
southbound approaches will operate at or above acceptable levels of service during the AM peak
hour and PM peak hour and the eastbound and westbound approaches will operate below
acceptable levels of service during the AM peak hour and the PM peak hour due to a heavy amount
of through traffic along Spring Mill Road with proposed geometrics and control conditions as
described on the following page.
Addition of eastbound approach to serve as an access drive to "Silvara
Two -way stop control with Mallard Court/Proposed Access Drive stopping for Spring
Mill Road.
Northbound Approach: Shared left -turn /through lane and existing right -turn lane. The
existing right -turn lane will also act as a passing blister to accommodate northbound
through vehicles when northbound left turning vehicles are present.
Southbound Approach: Shared left- turn /through lane and right -turn lane.
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mor 1
Proposed Eastbound Approach: Left -turn lane and shared through/right -turn lane.
Westbound Approach: Shared left turn/through /right -turn lane.
Typically minor drives experience delay during the peak hours when the major roadway carries
moderate to heavy traffic volumes, such as along Spring Mill Road. Although the drives will
experience delay during the peak hours, they should operate better during the remaining 22
hours of the day since traffic volumes will be lower.
116 STREET DRIVE A
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
This intersection will serve as an access drive to the "Silvara" site and will align with a future
access drive of the "Church of Jesus Christ of Latter Day Saints" development to the south. A
capacity analysis for the above scenario has shown that most 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:
Two -way stop control with Drive A stopping for 116 Street.
Northbound Approach: Shared left turn/through /right -turn lane.
Southbound Approach: Left -turn lane and shared through /right -turn lane.
Eastbound Approach: Left -turn lane, through lane and shared through/right -turn
lane.
Westbound Approach: Left -turn lane, through lane and right -turn lane.
Based on results from the capacity analysis, the southbound approach at this intersection will
experience delays during the peak hours due to a high amount of through traffic along 116
Street.
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SILVAR4 PROPOSED MIXED 1/SEDEVELOPWENT
fur STREET 8f SPRING MILL CARMEL, Arnim
SPRING MILL ROAD DRIVE B
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The eastbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. A capacity analysis for the above scenario has shown that the
eastbound approach will operate below acceptable levels of service during the AM peak hour
due to a high amount of through traffic volumes along Spring Mill Road but will operate at or
above acceptable levels of service during the PM peak hour with the proposed geometrics and
control conditions described on the following page.
Right -in /right -out control with Drive B stopping for Spring Mill Road.
Northbound Approach: Through lane.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Right -turn lane.
SPRING MILL ROAD DRIVE C
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The eastbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. A capacity analysis for the above scenario has shown that 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:
Roundabout Control.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
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SPRING MILL ROAD DRIVE E
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The eastbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. A capacity analysis for the above scenario has shown that all
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 Drive E stopping for Spring Mill Road.
Northbound Approach: Through lane and left -turn treatment.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Left -turn lane and right -turn lane.
SILVARA PROPOSED MIXED I/SEDEVELOPfIENT
fur STREET SPRING MILL CARMEL, INDIANA
SPRING MILL ROAD DRIVE D
Scenario 3 Background Year 2021 Traffic Volumes "Silvara" Generated Traffic Volumes
The eastbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. A capacity analysis for the above scenario has shown that all
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 proposed geometrics and control described
below:
One -way stop control with Drive D stopping for Spring Mill Road.
Northbound Approach: Through lane and left -turn treatment.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Left -turn lane and right -turn lane.
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SILVAR4 PROPOSED MIXED USEDEVELOPWENT
fur STREET 8f SPRING MILL C�RIfEL, Arnim
RECOMMENDATIONS
Based on the analysis and resulting conclusions, the following recommendations are made.
116 STREET SPRING MILL ROAD
A capacity analysis has shown that this intersection currently operates below acceptable levels
of service and will 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:
Two -lane roundabout.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: Two entry lanes.
Westbound Approach: Two entry lanes.
116 STREET ILLINOIS STREET
A capacity analysis has shown that this intersection currently operates at or above acceptable
levels of service and will continue to operate at or above acceptable levels of service for all
scenarios with the existing two -lane roundabout with two lane approaches.
116 STREET CLAY CENTER ROAD
This intersection currently operates at or above acceptable levels of service with existing
approach geometries and one -lane roundabout. This intersection will continue to operate at or
above acceptable levels of service during the AM peak hour and PM peak hour for all scenarios
with the existing single lane roundabout with single lane approaches.
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Roundabout Control.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Westbound Approach: One entry lane.
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SILVARA PROPOSED MIXED USEDEVELOPfIENT
116" STREET SPRING MILL ROAD C&RMEL, INDIANA
MN
111 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 existing traffic volumes are
projected to the year 2021 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. 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. Analysis has shown that acceptable
levels of service for all scenarios can be obtained by converting the intersection to a roundabout
with the proposed conditions described below:
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 past 111 Street.
111 STREET PROPOSED ILLINOIS STREET
Illinois Street is planned to extend to 111 Street within ten years to create this intersection.
Acceptable levels of service for the intersection and all approaches at the intersection can be
achieved for Scenario 2 and Scenario 3 with the following proposed intersection conditions:
Roundabout Control.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
Westbound Approach: One entry lane.
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SILVARA PROPOSED MIXED VSE DEVELOPMENT
fur STREET SPRING MILL CARMEL, INDIANA
HELFORD LANE/PROPOSED ACCESS DRIVE CLAY CENTER ROAD
The westbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. When the generated traffic volumes from the "Silvara" proposed
development are added to the background year 2021 traffic volumes, all 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:
Addition of westbound approach to serve as proposed access drive to "Silvara
Two -way stop control with Helford Lane stopping for Clay Center Road.
Northbound Approach: Shared left turn/through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and existing right -turn lane.
The existing right -turn lane will also act as a passing blister to accommodate
southbound through vehicles when southbound left turning vehicles are present.
Eastbound Approach: Shared left turn/through /right -turn lane.
Proposed Westbound Approach: Left -turn lane and shared through/right -turn lane.
CLAY SPRINGS DRIVE /PROPOSED ACCESS DRIVE CLAY CENTER ROAD
The westbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. When the generated traffic volumes from the "Silvara" proposed
development are added to the background year 2021 traffic volumes, all 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:
Addition of westbound approach to serve as proposed access drive to "Silvara
Two -way stop control with Clay Springs Drive stopping for Clay Center Road.
Northbound Approach: Shared left turn/through lane and right -turn lane.
Southbound Approach: Shared left turn/through lane and existing right -turn lane.
The existing right -turn lane will also act as a passing blister to accommodate
southbound through vehicles when southbound left turning vehicles are present.
Eastbound Approach: Shared left turn/through /right -turn lane.
Proposed Westbound Approach: Left -turn lane and shared through/right -turn lane.
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SILVARA PROPOSED MIXED VSE DEVELOPMENT
fur STREET SPRING MILL CARMEL, INDIANA
MALLARD COURT /PROPOSED ACCESS DRIVE SPRING MILL ROAD
The eastbound approach at this intersection will serve as an access drive to the proposed
"Silvara" development. When the generated traffic volumes from the "Silvara" proposed
development are added to the background year 2021 traffic volumes, the northbound and
southbound approaches at this intersection will operate at or above acceptable levels of service
during the AM peak hour and the PM peak hour but the eastbound and westbound approaches
will operate below acceptable levels of service during the peak hours due to a high amount of
through traffic along Spring Mill Road. These results are obtained with the following proposed
geometrics and control conditions:
Addition of eastbound approach to serve as proposed access drive to "Silvara
Two -way stop control with Mallard Court stopping for Spring Mill Road.
Northbound Approach: Shared left -turn /through lane and existing right -turn lane.
The existing right -turn lane will also act as a passing blister to accommodate
northbound through vehicles when northbound left turning vehicles are present.
Southbound Approach: Shared left turn/through lane and right -turn lane.
Proposed Eastbound Approach: Left -turn lane and shared through/right -turn lane.
Westbound Approach: Shared left- turn/through/right -turn lane.
Typically minor drives experience delay during the peak hours when the major roadway carries
moderate to heavy traffic volumes, such as along Spring Mill Road. Although the drives will
experience delay during the peak hours, they should operate better during the remaining 22
hours of the day since traffic volumes will be lower.
116 STREET DRIVE A
This intersection will serve as an access drive to the "Silvara" site and will align with the
"Church of Jesus Christ of Latter Day Saints" development drive to the south. When the
generated traffic volumes from the "Silvara" proposed development are added to the
background year 2021 traffic volumes, most 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
proposed geometrics and control conditions as described on the following page.
Two -way stop control with Drive A stopping for 116 Street.
Northbound Approach: Shared left turn/through /right -turn lane.
Southbound Approach: Left -turn lane and shared through /right -turn lane.
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Eastbound Approach: Left -turn lane, through lane and shared through/right -turn
lane.
Westbound Approach: Left -turn lane, through lane and right -turn lane.
The exiting vehicles from Drive A will experience delay during the AM peak hour and the PM
peak hour due to a heavy amount of through traffic along 116 Street.
SPRING MILL ROAD DRIVE B
When the generated traffic volumes from the "Silvara" proposed development are added to the
background year 2021 traffic volumes, the eastbound approach at this intersection will operate
above acceptable levels of service during the PM peak hour but will operate below acceptable
levels of service during the AM peak hour due to heavy traffic volumes along Spring Mill
Road with the following intersection conditions:
Right in/right -out control with Drive B stopping for Spring Mill Road.
Northbound Approach: Through lane.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Right -turn lane.
SPRING MILL ROAD DRIVE C
To obtain acceptable levels of service during the AM peak hour and the PM peak hour when
the generated traffic volumes from the "Silvara" proposed development are added to the
background year 2021 traffic volumes, this intersection should be constructed with the
following intersection conditions:
Roundabout Control.
Northbound Approach: Two entry lanes.
Southbound Approach: Two entry lanes.
Eastbound Approach: One entry lane.
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SILVAR4 PROPOSED MIXED 1/SEDEVELOPWENT
fur STREET 8f SPRING MILL CARMEL, Arnim
SPRING MILL ROAD DRIVE D
When the generated traffic volumes from the "Silvara" proposed development are added to the
background year 2021 traffic volumes, all 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 intersection conditions:
One -way stop control with Drive D stopping for Spring Mill Road.
Northbound Approach: Through lane and left -turn treatment.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Left -turn lane and right -turn lane.
SPRING MILL ROAD DRIVE E
To obtain acceptable levels of service during the AM peak hour and the PM peak hour when
the generated traffic volumes from the "Silvara" proposed development are added to the
background year 2021 traffic volumes, this intersection should be constructed with the
following intersection conditions:
One -way stop control with Drive E stopping for Spring Mill Road.
Northbound Approach: Through lane and left -turn treatment.
Southbound Approach: Through lane and right -turn lane.
Eastbound Approach: Left -turn lane and right -turn lane.
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TABLE OF CONTENTS
116 STREET SPRING MILL ROAD
116 STREET ILLINOIS STREET
26
111 TH STREET SPRING MILL ROAD
44
111 TH STREET PROPOSED ILLINOIS STREET
63
116 STREET CLAY CENTER ROAD
74
CLAY SPRINGS DRIVE CLAY CENTER ROAD
91
HELFORD LANE CLAY CENTER ROAD
100
MALLARD COURT SPRING MILL ROAD
109
116 STREET DRIVE A
118
DRIVE B SPRING MILL ROAD
121
DRIVE C SPRING MILL ROAD
124
DRIVE D SPRING MILL ROAD
131
DRIVE E SPRING MILL ROAD
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TRI4FFIC IjWPACT/litf41 YSIS
APPENrnx
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INTERSECTION DATA
TRAFFIC VOLUME COUNTS
CAPACITY ANALYSIS
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PROPOSED MIXED USEDEVELOP1fENT
116' STREET SPRING MILL Row C4RMEL, INDIAM4
111? STREET SPRING MILL ROAD