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HomeMy WebLinkAboutTraffic Impact Analysis Apr1998INDIANAPOLIS DEPARTMENT OF METROPOLITAN DE~LOPMENT SOUTHWEST QUADRANT -. 1465 AND U.S. HIGHWAY 31 TRAFFIC IMPACT ANALYSIS .STUDY APril "i998 '.~ INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT SOUTHWEST QUADRANT - 1-465 AND U.S. HIGHWAY 31 TRAFFIC IMPACT ANALYSIS STUDY April 1998 Prepared By Paul B. Satterly, P.E. Steven L. Swango HNTB CORPORATION ARCHITECTS ENGINEERS PLANNERS 111 MONUMENT CIRCLE INDIANAPOLIS, INDIANA 46204-5178 HNTB Job No.: 24839-PL-001-010 Northwest Quadrant- I465 and U.S. Highway 31 Traffic Impact Analysis Study Table of Contents Table of Contents List of Figures List of Tables Executive Summary Introduction Area Conditions Projected Tra/fic Traffic Analysis Improvement Analysis Additional DCAM Analysis Find'rags and Recommendations Appendix Traffic Volume Data Trip Generation Calculations Traffic Signal Warrant Analyses Capacity and Level of Service Analyses i ii-iii iii iv 1-2 3-5 6-25 26-33 3440 4143 4445 1 2 5 6 7 8 9 10 11 12 13 14 15 16 17 18 List of Figures Anticipated Non-Site Development Existing Peak Hour Turning Movement Volumes Bas~ Year Plus Background Growth Peak Hour Turning Movement Volumes Trip Distribution Pattern for Non-Site Developments A & B Trip Distribution Pattern for Non-Site Developments C & D Trip Distribution Pattern for Non-Site Development E Trip Distribution Pattern for Non-Site Development F Trip Distribution Pattern for Non-Site Development G Intersection Volume Adjustments for Site C Retail Pass-By Trips Non-Site Trips Peak Hour Turning Movement Volumes 2007 Horizon Year without Development Peak Hour Turning Movement Volumes Trip Distribution Pattern for Subject Site Trip Generations Intersection Volume Adjustments for Subject Site Retail Pass-By Trips Existing Zoning Site Generated Turning Movement Volumes 2007 Horizon Year with Current Zoning Peak Hour Turning Movement Volumes Proposed Zoning Site Generated Turning Movement Volumes 2007 Horizon Year with Proposed Zoning Peak Hour Turning Movement Volumes Pa~e 2 4 5 7 9 10 11 12 13 14 15 16 19 20 21 22 25 Fi~m~re 19 ~0 ~4 26 27 28 Tabl~ 1 4 96* St. and Meridian St. Existing Lane Configuration 96* St. and Spring Ivfill Rd. Existing Lane Configuration 91~ St. and Spring ~ Rd. Existing Lane Coni~guration 96'~ St. and Meridian St. Proposed Lane Configuration 96~ St. and Spring Mill Rd. Proposed Lane Configuration 91~t St. and Spring Mill Rd. Proposed Lane Configuration 96t~ St. and Meridian St. Additional Improvements Necessary for Acceptable LOS Under Horizon Year Existing Conditions 96t~ St. and Meridian St. Additional Improvements Necessary for Acceptable LOS Under Horizon Year Proposed Conditions 96~ St. and Meridian St. Proposed Lane Configuration (DCAM CLV Analysis) 96~ St. and Meridian St. Additional Improvements Necessary for Acceptable LOS Under Horizon Year Proposed Conditions (DCAM CLV Analysis) List of Tables Non-Site Trip Generation Existing Zoning Trip Generation for Subject Site Proposed Zoning Trip Generation for Subject Site AM Peak Hour Level of Service Summary PM Peak Hour Level of Service Summary 96~ St. and Meridian St. Additional Intersection Improvements LOS Summary Pa~e 2'7 28 29 36 37 38 39 42 43 Page 18 23 31 32 33 Executive Summary The site development area under consideration is located in Hamilton County at the southwest quadrant of the I465 and Meridian Street interchange. It is bound by 1-465 to the north; 96* Street to the south; Meridian Street to the east; and Spring Mill Road to the west. The site is currently zoned approximately 80% S-2 (Medium Intensity Residential) and 20% B-5 (General Office). The proposed development strategy is to rezone this entire area as B-5. Development in this area is expected to impact traflSc operations most significantly at the 969 Street/Meridian Street signalized intersection and at the 96'~ Street/Spring Mill Road and 91't Street/Spring Mill Road unsigpali~ad intersections. For comparative purposes, three future development conditions have been analyzed: no development, developmeva under current zoning, and development under proposed zoning. In order to provide an acceptable level-of-service (LOS D), geometric and operational improvements are defined and included in the analyses of future conditions. The results of the traffic impact study (TIS) indicate that due to the expected growth in the area and the development of surrounding sites, the three intersections under consideration will require geometric and operational improvements in order to accommodate expected future traffic volumes even if the subject site is lef~ undeveloped. These improvements include the construction of additional approach lanes at all three intersections. Since the minimum requirements necessary to warrant the installation of a traffic signal are met under existing conditions at the intersection of 96t~ Street/Spring Mill Road and are nearly met at the intersection ofgl't Street/Spring Mill Road, the installation of actuated traffic signals at these intersections are included in all horizon year analyses as well. When the subject site's existing zoning generated traffic is added to the improved traffic system, the construction of an additional travel lane is required for the intersection of 969 Street/Meridian Street to operate at an acceptable level of service. In comparison, the larger volume of traffic that is generated by the subject site assuming proposed rezoning conditions requires the addition of four travel lanes to the intersection in order to operate below its capacity level during the evening peak hour. Operating under the control of actuated traffic signals, the two intersections on Spring ~ Road will operate adequately under all evaluated horizon year conditions. In fact, vehicular delays for the horizon year 2007 will be less or comparable to those currently experienced at the four-way stop controll?d intersections under existing traffic volumes. Proposed improvements at 96* Street/Spring lVfill Road include an exclusive northbound fight-turn lane that will better serve northbound fight-turning vehicles and lessen the queue of cars that develops at the intersection. The addition of a traffic signal and exclusive right-turn lane will help reduce congestion at this intersection and lessen the volume of cut-through traffic that passes through the adjacent residential area. Introduction The proposed site development area is located in the southwest quadrant of the 1-465 and Meridian Street interchange in Hamilton County (see Figure 1). The site extends south to 96* Street and is bordered by Spring ~ Road to the west. The purpose of this report is to identify and document the effects of the proposed development on traffic operations within the study area, identify any residential impacts that might arise as a result of future development, and make recommendations of any appropriate intersection or roadway improvements. The traffic impact study CI'IS) is to be used by the City of Indianapolis Department of Metropolitan Development (DMD) and the Department of Capital Asset Management (DCAIV0 to evaluate what affects development in this area will have on Marion County. The study objectives include the following: 1. Estimate future 2007 horizon year traffic volumes within the study area based on growth, anticipated non-site development, and possible on-site development plans. 2. Assess the tra~c impacts that the site development will have on three critical intersections (96~ StreetJMeridian Street, 96* Street/Spring ~ Road, and 91' Stree~JSpring ~ Road) and determine what improvements will be required to reach an acceptable level of service (LOS D). 3. Evaluate the impacts that future development might have on cut-through traffic in adjacent residential areas, and make recommendations as to how to mitigate potential problems. Three horizon year development conditions are considered in this study: 1. The site remains undeveloped. 2. The site is developed consistent with the current zoning and comprehensive plan. 3. The site is developed under the proposed zoning. All three horizon year conditions include traffic from anticipated non-site developments and background traffic growth for the area. The three different study conditions provide a basis for comparing the traffic impacts that will arise from the development of the site under both existing and proposed zoning plans. The undeveloped condition provides a comparative measure to evaluate each of the development conditions. SUBJECT SITE F/GURE AREA ~flAP NOT TO SCALE 2 INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT Conditions STUDY AREA The study area is defined as the area bounded by 1-465 on the north, 91't Street on the south, Meridian Street on the east, and Spring Mill Road on the west. Existing land uses in the study area include residential development south of 96* Street, and a McDonalds restaurant located on the southwest comer of the 96'~ Street/Meridian Street intersection. The subject site, defined as above with 96t~ Street as a southern border, is currently zoned for approximately 80% Medium Intensity Residential and 20% General Office. Seven specific future non-site developments were identified by the Indianapolis Department of Metropolitan Development (DMD) as additional development sites that will impact the study area (see Figure 2). These anticipated developments include: · Two separate residential areas located west of Spring IVCall Road · A 13 acre area located along Meridian Street east of the study area that will provide over 230,000 ft2 of combined office and retail development · Two separate areas totaling 35 acres can be expected to contribute over 755,000 t~2 to the Parkwood oflSce development · Approximately 115,000 ft2 of office space to be developed as part of the Methodist Medical Plaza · Over 315,000 R2 of office space located in an office park north ofi-465. mlLITY. The existing road system that surrounds the study area includes Meridian Street which is a four to six lane divided road that widens at the intersection approaches and interstate ramps, and the undivided two lane roads of Spring Mill Road, 96i Street and 91'~ Street. Planned improvements for Meridian Street include widening it to six lanes between 86i Street and 96'~ Street to match the six lane section north of 96i Street; however, this does not impact the analysis of the study area. The south approach of 96th Street/Meridian Street has already been widened as part of a previous improvement project. Because of commitments made by the Carmel City County Council and Planning Commission to limit additional access to Spring Mill Road, the subject site is limited to access only from 96t~ Street. Included in the study area are two unsignalized intersections on Spring Mill Road at 96'~ Street and at 91~ Street and the sig~aliTed intersection at 96~ Street/Meridian Street. Existing intersection turning movement volumes are shown in Figure 3. The critical tra~c hours for the subject site and traffic network are the weekday AM and PM peak hours, which fall within the hours of 7:00 to 9:00 and 4:00 to 6:00 respectively. N I F'" I__---.-__~~'-. ,-~sF SUBJECT C SITE E 96TH ST. ~IST 57'. NOT TO SCALE INDIANAPOUS I)IEPA~rMENT OF IVIETROPOUTAN DEVELOPMENT FIGURE 2 ANTICIPATED NON-SITE DEVELOPMENT JIL ~1 (4~) ~ $$ (~$) "~ AI~ PEAK HOUR ( ) P~ PEAK HOUR f--" 49 'ltF L_ 28 (80) ..- 239 (355) f~ ~1 (66) qtF 96TH ST, 325 (294) _J 172 (162) --- 52 (45) ~ L 31;?. (574) ~- I10 (~P-) f~ I1£ (I.,,%'/') "ltF FIGURE 3 1997 BASE YEAR PEAK HOUR TURNING MOVEMENT VOLUMES 5 INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT b t Projected Traffic FLrrURE BACKGROUND TRAFFIC A ten year study horizon is used to represent future traffic conditions. Over the course of these next ten years it is projected that this area will experience a 1% annual growth in traffic. Figure 4 shows the addition of background growth to the existing turning movement volumes; this represents projected horizon year traffic volumes if no additional on-site or non-sito development occurs over the next ten years. NON-SITE TRAFFIC For the purpose of this report, non-site traffic is defined as traffic that passes through the study area but originates and ends outside the defined boundaries of the study area. Future non-site traffic volumes were derived from anticipated land use area information provided by the City of Indianapolis DMD and the City of Carmel. Trip generation values for each anticipated development were generated from rates documented in the ITE Trip Generation Report, 5~ Edition. Table 1 summarizes the non-site land development areas, proposed zoning, land use, respective ITE codes, size of development, total non-site trip generation, percentage of pass-by trips, and entry and exit percentages. Trip distribution percentages were assigned to the study area traffic network by a method of weighted traffic volumes. Appropriate attraction zones surrounding the study area were defined and trips were distributed in proportion to the average daily traffic volumes present in a specific attraction zone as a percentage of the total volume. Five separate resulting trip distribution patterns (see Figures 5-9) were developed for the non-site locations due to their various geographic locations. The traffic volumes at the intersection of 96~ Street/Meridian Street require adjustment due to the pass-by trips associated with the retail portion of Site C (see Figure 10). Figure 11 summarizes the total non-site generated turning movement volumes assigned to the study area traffic network using the trip distributions and pass-by trip volume adjustments. TOTAL FLrrURE BACKGROUND AND NON-SITE TRAFFIC Combining the projected background growth (Figure 4) and the anticipated additional non-site development traffic volumes (Figure 11), yields the total expected horizon year traffic volumes that will be present if the subject site is not developed in the future (Figure 12). This resulting condition shall serve as a means of comparison for all future development scenarios. 6 96TH ST. f~ $4 f75) ~IST ST. ~j ~U~ do'~t l~lde site or ~msffe ~r~ trdflcJ FIgUrE BASE YEA~ PLUS BACKGROUND ~OWTH ~ PE~K ~ PEAK HOU~ TURNING ~OYE~ENT VOLU~ES ) P~ PEAK INDIAN~OLIS D~PA~TMENT OF M~ffiOPOUTAN D~ELOPM~NT B ~ 9~7-H ST, 7.0% tn ~ ~,4% 6D% 7~% 91ST ~. NOr TO SCA~E FIGURE 5 TRIP DISTRIBUTION PA~ERN FOR NON-SITE D~ELOP~ENTS A & 9 IND~U8 O~TMENT OF METROPOUT~ DEVELOPMENT ~ ~~ N NOT TO SCALE FIGURE 6 TRIP DISTRIBUTION PATTERN FOR NON-SITE DEVELOPMENTS C & D I0 INDIANAPOLIS DEPARTMENT OF METROPOUTAN DEVELOPMENT N NOT TO SCALE FIGURE 7' TRIP DISTRIBUTION PATTERN FOR NON-SITE DEVELOPIv/.ENT E // INDIANAPOLIS OEPARTMENT OF M~-TROPOLFFAN DEVELOPMf:NT N NOT TO SCALE FIGURE 8 TRIP DISTRIBUTION PATTERN FOR NON-SITE DEVELOPtdENT F INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT N NOT TO SCALE FIGURE 9 TRIP DISTRIBUTION PATTERN FOR NON-SITE DEVELOPMENT G INDIANAPOE$ DEPARTMENT OF METROPOUTAN DEVELOPMENT N 96TH ST. Att PEAK HOUR ) Pll PEAK HOUR FIGURE I0 INTERSECTION VOLUME ADJUSTMENTS FOR SITE C RETAIL PASS-BY TRIPS INDIANAPOLIS DEPARTMENT OF METROPOUTAN DEVELOPMENT N JIL 42. 186 (44)-- 0 (0) ~ JIL 150 (40) ~ 0(0)'-" 0 (0) '--~ l._ 40 (117) "- ~7 (154) f--',39 (2_25) qfr" ~ $ (9) ---0(0) t--- 0 (0) '1IF 96TH ST. 92. (43) ._J 442 il03)~ $6 L_ 89 (383) · '- 76 (379) f-- 71 (419) Ak/ PEAK HOUR ( ) Pk/ PEAK HOUR FIGURE II NON-SITE TRIPS PEAK HOUR TURNING IVlOVEMENT VOLUMES 15 INDIANAPOLIS DEPARTMENT OF METROPOUTAN DEVELOPMENT N m-.. ~.~108 (15-/') L 434 (lOIF) 96TH ST. ~,, ~ J 1 L --~ ~J~ FIGURE 12 2007 HORIZON YEAR w/o D~ELOP~ENT ~ ~ ~ PEAK HOU~ TURNIN¢ MOVEMENT ~OLUMES INDIA~POLIS DEP~TMENT OF M~ROPOL~ DEVELOPMENT ~~~~ SITE GENERATED TRAFFIC UNDER EXISTING ZONING CONDITIONS Currently the site is designated as a US 31 Corridor Community/Regional Employment Area in the Carmel/Clay comprehensive plan. Based on the existing land use types and the requirements of the current zoning, trips to and from the site were generated using rates fi.om the ITE Trip Generation Report. Table 2 summarizes the site's land development under existing zoning, land use, respective ITE codes, units of development, total site trip generation, percentage of pass-by trips, and entry and exit percentages. The same weighted traffic volume method used to assign distribution percentages for non- site traffic was used for trip distribution of site generated traffic (Figure 13). The intersection volumes at 96~ StreetfMeridian Street were adjusted to account for the percentage of pass-by trips associated with the retail portion of the Subject Site (see Figure 14). Figure 15 summarizes the total existing zoning site generated turning movement volumes assigned to the study area tr~c network using the distributions and pass-by trip volume adjustments. Adding these site generated volumes to the projected volumes for the horizon year without site development, produces the second analysis scenario; horizon year development with current zoning conditions (Figure 16). SITE GENERATED TRAFFIC UNDER PROPOSED ZONING CONDITIONS The proposed zoning revisions to the site change the existing S-2 residential district to a B-$ Business district. Upon rezoning, the entire site will likely be classified as par~ of the US 31 Overlay Zone, which currently encumbers the existing B-5 portion of the site. The overlay zone limits the amount of retail development to 15% and introduces the need for architectural review of proposed developments. Future site generated traffic volumes were derived fi.om anticipated development information provided by the City of Indianapolis DMD, the City of Carmel and the proposed rezoning requirements. Projected development trip generation values were generated fi-om rates documented in the ITE Trip Generation Report. Table 3 summarizes the proposed zoning trip generation for the subject site. The same distribution percentages are representative of site generated traffic under both existing and proposed zoning conditions (Figure 13). Figure 14 shows the volume adjustments that were applied to the intersection of 96i Street/Meridian Street to account for the percentage of pass-by trips developed by the retail portion of the Subject Site. Figure 17 summarizes the total proposed zoning site generated turning movement volumes assigned to the study area traffic network using the distributions and the pass-by trip volume adjustments. Adding these site generated volumes to the projected volumes for the horizon year without site development, produces the third analysis scenario; horizon year development with proposed zoning conditions (Figure 1 17 N SUBJECT SITE 96TH ST. NOT TO SCALE FOR FIGURE 13 TRIP DISTRIBUTION PATTERN SUBJECT SITE TRIP GENERATIONS 19 INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT N J 96'TH ST. 17 - 40~.~IT ~ 40Y.~15 = d (95 - 507.~5 + 50X"81 = -6) '~ (81 - 50X~81 ~' 50Xz93 = ~6) ' , ? ?/GURE 14 INTERSECT/ON VOLUkIE ADJUSTkIENTS AI~ PEAK HOURFOR SUBJECT SITE RETAIL PASS-BY TRIPS ( ) PI~ PEAK HOUR N 9 (34)-~ L 5 (15) -- IP_. ($1) f~16 (45) 96TH ST. F 36 (100) __~ 8 (2.4)'-" 33 (98) '-- 9 (26) 'It 7 (2.2J.~.~ t Att PEAK HOUR Pll PEAK HOUR FIGURE 15 EX/STING ZONING SUBJECT SITE GENERATED TURNING /vlOVEMENT VOLUtI,tES INDIANAPOLIS DEPARTMENT OF ME~ROPOUTAN DEVELOPMENT 88 (4~) _J 57~ (392J--*- JIL 234 (108; __~ 4~0 (338)-~ L 113 (17~ '-- 395 (633) r- 109 (369) L 34 (98~ ---- ~48 (392J f'--34 'ltF 487 (468) .__~ 640 (306) --'- 12.6 (203) ~ L 434 (1017) · -- 2.07 [639) f--' 195 [570) AM PEAK HOUR ( PM PEAK HOUR PEAK FIGURE 16 2007 HORIZON YEAR wi CURRENT ZONING HOUR TURNING ,t,IOVEII,tENT VOLUIvlE5 INDIANAPOLIS DEPARTMENT OF METROPOUTAN DEVELOPMENT N 9~8 ($9)--" 65 (26) ~__ 7 (45) ---17 (9,1) f-- ~3 (138) 9/ST ST. 53 (3i7) 12 (?$)-~- ~8 (287) --- 74 (30) Allt PEAl( HOUR ( ) PId P£A~ HOUR FIGURE 17 PROPOSED ZONING SUBJECT SITE GENERATED TURNING IVlOVEMENT VOLUMES INDIANAPOUS DEPARTMENT OF METROPOLITAN DEVELOPMENT N 88 (~) .~ ~ (~) ~ JIL ZTO (112_) J 42.0 (738)-.- 37 (25) ~ L 115 (2.02) --- 400 (696) f~ 116 (462) L $4 (98) --- 242. (,.'¢92) JIL 504 (685) .--J 644 (355)-.- 141 (392) L 434 (lOIT) · '-- ;272. (643) f~ 195 (57'0) AM PEAK HOUR ( ) PI~ PEAK HOUR FIGURE 18 2.007 HORIZON YEAR wi PROPOSED ZONING PEAK HOUR TURNING MOVEMENT VOLUMES 25 INOIANAPOUS DEPARTMENT OF METROPOUTAN DEVELOPMENT L Traffic Analysis SITE ACCESS Because of commitments made by the Cannel City County Council and Planning Commission to limit additional access to Spring Mill Road, the subject site is restricted to access only from 96a Street. This effort is made in an attempt to control the volume of traffic on Spring Mill Road and not encourage its use for through, traffic. Although this puts additional burden on the intersection of 96~ Street/Spring Mill Road, access points on 96~ Street should adequately serve the subject site for the proposed developments. However, access to Spring Mill Road should be considered for emergency access and to reduce traffic volumes at the 96th Street/Spring Mill Road intersection. The number of access drives that will link the subject site with the existing traffic network will depend upon the prevailing zoning conditions and the layout of the developments. For example, existing zoning conditions will require a minimum of two separate access drives in order to separate the residential and commercial developments. Likewise, depending on how the site is arranged, the entire proposed commercial rezonlng area might adequately be served by one drive. For analysis purposes, the number of access drives into the development does not change the impaet that future development will have on the traffic network. In order to reach the subject site, traffc must pass through either the signalized intersection of 96~ Street/Meridian Street or the unsignalized intersection of 96~ Street/Spring ~ Road. The existing geometry of these two intersections are detailed in Figures 19 and 20 respectively. The unsignalized intersection of 914 Street/Spring Mill Road was also analyzed as part of this study to help determine the effects that development might have on the surrounding residential areas. Figure 21 shows the existing geometry of this intersection. CAPACITY AND LEVEL OF SERVICE Based on discussions with representatives from the City of Indianapolis, no change in intersection lane configurations are planned for the three intersections before the horizon year of 2007. The Indiana Department of Transportafion's (INDOT's) scheduled widening of Meridian Street, will not affect the 96~ Street/Meridian Street intersection due to the fact that the existing approach lane configuration on Meridian Street will accommodate the proposed widening. For existing capacity and level of service (LOS) analyses of the three intersections under study, no additional intersection improvements are assumed; however, intersection improvements are included in the analyses of all future condition scenarios in order to reach the minimum acceptable operation of LOS D. 26 N I I 96th Sto tt NOT TO SCALE FIGURE 19 96TH ST,& MERIDIAN ST. EXISTING LANE CONFIGURATION INDIANAPOUS DEPARTMENT OF METROPOUTAN DEVELOPMENT N FOUR-WAY STOP CONTROLLED 9~th Sro NOT TO SCALE FIGURE 20 96TH ST, & SPRING ~ItLL RD, EXISTING LANE CONFIGURATION INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT FOUR-WAY STOP CONTROLLED 91st Si', NOT TO SCALE FIGURE 21 91ST ST, & SPRING Il,fiLL RD. EX/STING LANE CONFIGURATION 29 INDfANAPOUS DEPARTMENT OF METROPOLITAN DEVELOPMENT A separate capacity end LOS analysis was performed at each critical intersection during the AM end PM peak hours for the 1997 Base Year end the following three development scenarios: · 2007 Horizon Year without Site Development · 2007 Horizon Year with Current Zoning Development · 2007 Horizon Year with Proposed Zoning Development Each intersection enalysis included the intersection geometrio improvements that would be required to accommodate horizon year traffic volumes with no development. The results of the AM and PM peak hour analyses are summarized in Tables 4 end 5 respectively. Table 6 shows the LOS and capacity analysis results for the 96~ Street/Meridian Street intersection with the addition of further intersection improvements that are necessary to operate at LOS D under existing and proposed zoning development conditions. No enalyses were performed for the intersections on Meridian Street at the 1-465 ramps. It is assumed that development of the subject site under existing or proposed zoning conditions will have little if any negative impacts on these ramp intersections. 3O Improvement Analysis As indicated in the LOS summaries (Tables 4 and 5) various improvements are required for each subject intersection in order to operate at an acceptable LOS at the base year and for each development scenario. 1997 Base Year Existing intersection geometries and operations were kept constant for the analysis of existing conditions. All three intersections operate adequately under existing conditions, with the exception of 91~ Street/Spring Mill Road operating below LOS D during the PM peak hour. The results of a Traffic Signal Warrant analysis at the unsignalized imersections indicate that the intersection of 96~ Street/Spring Mill Road satisfies the minimum requirements for installation of a traffic signal as outlined in the 1988 Indiana Manual on Uniform Traffie~ (MUTCD). Primary Warrants No. 1 and No. 2 are met, as well as Supplementary Warrant No. 11, and Guideline No. 13. The intersection at 91~ Street/Spring Mill Road comes close to meeting the Warrant requirements by satisfying Primary Warrant No. 1 for 7 of the required 8 hours and meeting the requirements for Supplementary Warrant No. 11 and Guideline No. 13. A signal ia not warranted under existing conditions. As shown in Tables 4 and 5, if actuated traffic signals and opposing lek turn lanes ere added, the operation of the two unsignalized intersections improves dramatically. 2007 Horizon Year without Site Development Assuming existing geometries, the operation of the three intersections falls below LOS D under Horizon Year conditions. The following geometric and associated signal improvements are necessary to provide an acceptable LOS D (see Figures 22-24): 96z Street/Meridian Street: · Addition of a fourth SB through lane. Addition of a second NB, EB and WB exclusive lek mm lane. · Addition of NB and EB exclusive fight-mm lanes. · Addition of two WI5 right-turn lanes. 96a Street/Spring Mill Road · Addition of an actuated traffic signal. · Addition of NB, SB, EB, and WB exclusive lek-turn lanes. · Addition of a NB exclusive right-mm lane. 34 91' Street/Spring Mill Road · Addition of an actuated traffic signal. · Addition of NB, SB, EB, and WB exclusive left-mm lanes. 2007 Horizon Year with Existing Zonin~ In order to accommodate existing zoning development traff¢, no additional improvements are required for the intersections at 96* Street/Spring Mill Road and 91~ Street/Spring Mill Road other than the recommended improvements specified for the 2007 Horizon Year without Site Development scenario, as shown in Figures 23 and 24. In order to operate above capacity (LOS E) during the PM peak for the Existing Zoning development scenario at the intersection of' 96" Street/Meridian Street, additional geometric improvements must be made. The following intersection improvement will provide for LOS D operation (See Figure 25): · Addition of a fifth NB through lane. 2007 Horizon Year with Proposed Zoning The intersections at 96* Street/Spring Mill Road and 91' Street/Spring IVlill Road operate adequately under the Proposed Zoning development scenario with only the improvements required for the 2007 Horizon Year without Site Development scenario (Figures 23,24). During the PM peak hour, the 96~ Street/Meridian Street intersection operates at capacity (LOS E) if no further intersection improvements are made. In order to operate at LOS D under proposed zoning conditions, the following improvements must be made in addition to the previously specified intersection improvements (See Figure 26): · Addition of a fitch NB through lane. · Addition of a third SB exclusive lefMum lane · Addition ora second SB exclusive fight-turn lane. · Addition of a second EB exclusive right-mm lane. 35 N ,J 96th Sro ft NOT TO SCALE x ADDED IMPROVEMENT FIGURE 22 96TH ST,& MERIDIAN ST. PROPOSED LANE CONFIGURATION 36 INOIANAPOLIS DEPARTMENT OF ME-rROPOLFrAN DEVELOPMENT ~TRAFFIC SIGNAL CONTROLLED 96th Sro NOT TO SCALE ~ ADDED IMPROVEMENT FIGURE 23 96TH ST,& SPRING MILL RD, PROPOSED LANE CONFIGURATION INDIANAPOLIS DEPARTMENT OF METROPOLITAN DEVELOPMENT zTRAFFIC SIGNAL CONTROLLED 9lst St. NOT TO SCALE ~ ADDED IMPROVEMENT FIGURE 24 9/ST ST. & SPRING MILL RD. PROPOSED LANE CONFIGURATION 38 INDIANAPOUS DEPARTMENT OF METROPOUTAN DEVELOPMENT 96th _} ADDITIONAL I/v/PROVE/dENT NOT TO SCALE FIGURE 25 96TH STo & /dER/D/AN ST. ADDITIONAL I/dPROVEMENT NECESSARY FOR ACCEPTABLE LEVEL OF SERVICE UNDER HORIZON YEAR EX/STING ZONING 59 iNDIANAPOLIS DEPARTMENT OF METROPOUTAN DEVELOPMENT N 96th St, ADDITIONAL IIi,tPROVEMENT "'-I ""-1 I I I I I I NOT TO SCALE FIGURE 26 96TH STo& II~ERIDIAN ST, ADDITIONAL IICPROVEII,tENTS NECESSARY FOR ACCEPTABLE LEVEL OF SERVICE UNDER HORIZON YEAR PROPOSED ZONING INDIANAPOLIS DEPAF~MENT OF METROPOLITAN DEVELOPMENT Additional DCAM Analysis Because the intersection of 96* Street/Meridian Street required multiple improvements for all Horizon Year scenarios, DCAM Traffic Engineering performed an additional analysis of this intersection in order to better evaluate what improvements might be necessary to accommodate the projected trane volumes. DCAM evaluated the 96ta Street/Meridian Street intersection using the Critical Lane Volume capacity analysis method (CLV). This method of analysis is a hybrid adaptation oftha 1980 TRB Circular 212 operation and design analysis. From this method, intersection capacity is derived from evaluating intersection geometry and the trane volumes that are present for the associated critical movements of each traffic signal phase. In contrast to the Highway Capacity Manual (HCM) method of analysis from TRB Special Report 209, the CLV analysis procedure does not use vehicular delays as the determining factor for level-of-service (LOS). Instead, LOS is determined from the percent of capacity that the sum of the critical moyements yield when compared against an empirically derived maximum sum of critical lane volumes. These concepts of critical lane volumes and volume to capacity ratios are considered as part of the HCM method as well. Research conducted by DCAM revealed that in most cases the CLV method compared favorably with the HCM method. However, in fully saturated conditions the HCM method of analysis may not accurately represent lefMurn delays. Because of the fully saturated conditions at 96ta Street/Meridian Street, DCAM preferred the use of the CLV method of analysis. This CLV method is not unique to the City of Indianapolis; similar methods are used by other Cities and States. The DCAM Critical Lane Volume analysis of the 96a Street/Meridian Street intersection indicated that modifcafions were still necessmy in order to accommodate Horizon Year traffic volumes; however, the number of additional lanes required to reach an acceptable LOS was different than the lane configurations developed in this report using t~he Highway Capacity Manual method. As determined using the CLV method of analysis, Figure 27 shows the intersection improvements that are required to provide a LOS D or better for the imersection of 96a Street/Meridian Street under Horizon Year conditions without site development. Figure 28 indicates the additional improvements that will be necessary in order to accommodate Horizon Year traffic volumes with Proposed Zoning development. Although the DCAM Critical Lane Volume method yielded different recommended intersection improvements than those generated in this report using the Highway Capacity Manual method of analysis, the overall results are essentially the same. Both analysis methods indicate that intersection improvements at 96a StreeturlVleridian Street are necessary to effectively maintain the increased traffic volumes in the Horizon Year that result from area growth. In addition, both analysis methods show that additional improvements will be required at this intersection if the subject site is developed. 41 N 96/'h $& _+ NOT TO SCALE ~ ADDED IMPROVEbiENT FIGURE 27 96TH ST, & bIER/DIAN ST. PROPOSED LANE CONFIGURATION (CRITICAL LANE VOLUblE ANALYSIS) INDIANAPOUS DEPARTMENT OF METROPOUTAN OEVELOPMENT I I II ADDITIONAL IMPROVEII,fENT t NOT TO SCALE FIGURE 28 96TH ST. & ICERIDIAN ST. ADDITIONAL III,IPROVEICENTS NECESSARY FOR ACCEPTABLE LEVEL OF SERVICE UNDER HORIZON YEAR PROPOSED ZONING (CRiTICAL LANE VOLU/vlE ANALYSIS) 43 INDIANAPOLIS DEPARTMENT OF METROPOUTAN DEVELOPMENT L m Findings and Recommendations The results of the Traffic Impact Study indicate that many traffic system improvements are required in order to effectively accommodate the projected future volumes of traffic that will develop from annual background growth and anticipated non-site development (horizon year base conditions). For both Existing and Proposed Zoning scenarios, no additional improvements are required for the intersections at 96~ Street/Spring ~ Road, and 91't Street/Spring Mill Road other than what would be necessary to handle horizon year base conditions. In order for the intersection of96~ Street/Meridian Street to operate at LOS D under both the Existing and Proposed Zoning development scenarios, additional improvements must be made to improve operation fi.om capacity (LOS E) to LOS D. These improvements are beyond what is required to accommodate horizon year base conditions. The intersection of 96a Street/Spring Mill Road meets signalized intersection warrant requirements under existing conditions; therefore, it is recommended that the installation of an actuated traffic signal be included as part of the proposed improvements for this intersection. Its reconstruction should include opposing exclusive left-turn lanes on all approaches and an exclusive northbound right-mm lane. These intersection improvements are required for this intersection to operate adequately under horizon year base conditions. The imp;'ovements will not only address existing needs, but will provide acceptable operation for all future site development scenarios The intersection of 91' Street/Spring Ivffll Road nearly meets signalized intersection warrant requirements under existing conditions, and exceeds them for horizon year base conditions. It is recommended that an actuated traffic signal and four-way opposing exclusive left-turn lanes be installed at. this intersection before the horizon year of 2007. These intersection improvements are required for this intersection to operate adequately under horizon year base conditions, and provide acceptable operation for all future site development scenarios. No further improvements to the intersection of 91't Street/Spring lVCall Road will be required as a result of either future development scenario. The intersection of 96'~ Street/Meridian Street requires the following lane additions in order to effectively operate under horizon year base conditions: a fourth southbound through lane; northbound, eastbound and westbound exclusive let~ turn lanes; northbound and eastbound exclusive right-mm lanes; and two westbound right-turn lanes. Existing Zoning development conditions require that further improvements be made to the 96~ Street/Meridian Street intersection in order to operate adequately. With the addition of a ~ NB through lane, the intersection will operate at an acceptable LOS D for the horizon year with site generated trafRc under existing zoning conditions. In order to operate at LOS D under the proposed zoning conditions, the intersection of 96* Street/Meridian Street must be expanded beyond the horizon year base condition improvements to include these further lane additions; a fi_qh northbound through lane; a third southbound exclusive left-turn lane; and a second southbound and eastbound exclusive right-turn lane. Development of the subject area produces no adverse access conditions, provided left-mm lanes, passing blisters, and deceleration lanes are included at ail proposed access drives in order to minimize the impact to 96* Street traffic. Access to the subject site can be adequately served by 96* Street without requiring access to Spring Mill Road; however, a Spring Mill Road entrance would help to reduce traffic volumes on. 96* Street and at the intersection of 96* Street/Spring ~ Road. The development of the subject site under existing or proposed zoning conditions should not negatively impact adjacent residential areas. If the recommended improvements are made at the two intersections on Spring Mill Road, residential cut-through traffic will not increase as a result of development or future growth. With the installation of traffic signals and exclusive turning lanes, vehicular delays will be reduced; therefore, making it less attractive for drivers to avoid these intersection by cutting through adjacent neighborhoods. In a deliberate effort to keep with the trend se{ forlh by the community and the Carmel City County Council and Planning Commission, a conscious effort has been made to preserve Spring Mill Road as a local neighborhood road with little through traffic. The installation of traffic signals will not detract fi.om this effort. The actuated traffic signals will reduce driver delays by providing for adequate movement through intersections that are experiencing congestion even under current conditions. The capacity of Sp ..d~. g Mill Road will remain the same since the road itself is not to be widened.