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.