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Traffic Impact Analysis Feb 2006
TRAFFIC IMPACT ANALYSIS PROPOSED GRAMERCY MIXED USE DEVELOPMENT KEYSTONE AVENUE CARMEL, INDIANA PREPARED FOR BUCKINGHAM COMPANIES FEBRUARY 2006 A &F ENGINEERING CO., LLC CONSULTING ENGINEERS 8365 KEYSTONE CROSSING, SUITE 201 INDIANAPOLIS, INDIANA 46240 (317) 202 -0864 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS INTRODUCTION This TRAFFIC IMPACT ANALYSIS, prepared on behalf of the Buckingham Companies, is for a proposed mixed -use development titled "Gramercy" that will be located along Keystone Avenue (U.S. 431) between 126 Street (Mohawk Drive) and Carmel Drive 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 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. Recommendations will be made that will address the conclusions resulting from this analysis. These recommendations will address feasible roadway system improvements that 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 as follows: First, to obtain peak hour manual traffic volume counts at the following intersections: Keystone Avenue and 126` Street (Mohawk Drive) Keystone Avenue and Carmel Drive Keystone Avenue and 116` Street Second, to estimate the number of new trips that will be generated by the proposed development. Third, to assign the generated traffic volumes to the driveways and/or roadways that will serve to provide access to the proposed development. BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS Fourth, to distribute the generated traffic volumes onto the public roadway system and intersections that have been identified as the study area. Fifth, to prepare a capacity analysis and level of service analysis for each intersection included in the study area considering each of the following scenarios: SCENARIO 1: Existing Traffic Based on existing roadway conditions and traffic volumes. SCENARIO 2: Existing Traffic Proposed Development Traffic Add the traffic volumes that will be generated by the proposed development to the existing traffic volumes. SCENARIO 3: Year 2016 Background Traffic The existing traffic volumes projected forward to the year 2016 based on an annual growth rate. SCENARIO 4: Year 2016 Background Traffic Proposed Development Traffic Add the traffic volumes that will be generated by the proposed development to the Scenario 3 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 PROPOSED DEVELOPMENT The proposed development is to be located west of Keystone Avenue between 126 Street (Mohawk Drive) and Carmel Drive in Carmel, Indiana. The traffic analysis was based on an estimated development of approximately 700 multi family dwelling units, approximately 1500 townhouse /condominium dwelling units, senior housing with approximately 120 dwelling units, approximately 50,000 square feet of office land use, approximately 80,000 square feet of retail land use and a hotel with approximately 120 rooms. This information represents a conceptual development plan that could vary due to market conditions. As proposed, the site will have a right in/right -out access along Keystone Avenue, four access drives along 126 Street, an access with Carmel Drive through the extension of AAA Way and four access drives along Auman Drive East. Figure 1 is an area map showing the proposed site and the approximate locations of the proposed access drives. 2 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS DESCRIPTION OF EXISTING MOHAWK HILLS APARTMENT COMPLEX The mixed use development as proposed by Buckingham Companies will replace the existing Mohawk Hills apaitment complex and golf course. The existing complex has approximately 564 dwelling units. The estimated existing traffic volumes that are associated with the existing 564 multi family dwelling units will be subtracted from the generated traffic volumes of the proposed 700 multi family dwelling units in order to analyze the true impact of the proposed mixed use development. STUDY AREA The study area has been defined to include the following intersections: Keystone Avenue and 126 Street (Mohawk Drive) Keystone Avenue and Carmel Drive Keystone Avenue and 116 Street Keystone Avenue and Proposed Right- In/Right -Out Access Figure 1 is an area map showing the location of the study intersections. In addition, recommendations will be made for the proposed access drives along 126 Street and along Auman Drive East. EXISTING TRAFFIC DATA Peak hour manual turning movement traffic volume counts were made by A &F Engineering Co., LLC at the existing study intersections. The counts include an hourly total of all "through" traffic and all "turning" traffic at the intersections. The counts were made during the hours of 6:00 AM to 9:00 AM and 4:00 PM to 7:00 PM in February 2005. Computer printouts of the traffic volume counts are included in Appendix A. PEAK HOUR Based on the existing traffic volumes that were collected for this analysis, the adjacent street peak hours occur from 7:00 AM to 8:00 AM and 4:45 PM to 5:45 PM. Therefore, the volumes collected during these hours will be used for all analyses contained within this study. 3 TRAFFIC IMPACT ANALYSIS PROPOSED GRAMERCY MIXED USE DEVELOPMENT KEYSTONE AVENUE CARMEL, INDIANA PREPARED FOR BUCKINGHAM COMPANIES FEBRUARY 2006 PREPARED BY: A F ENGINEERING CO., LLC CONSULTING ENGINEERS 8365 KEYSTONE CROSSING, SUITE 201 INDIANAPOLIS, IN 46240 PHONE 317 202 -0864 FAx 317 202 -0908 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS COPYRIGHT This Analysis and the ideas, designs and concepts 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. ©2006, A &F Engineering Co., LLC. Z:\2006 \06015 Buckingham- Keystone Ave \TIA.doc BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS TABLE OF CONTENTS LIST OF FIGURES II CERTIFICATION III INTRODUCTION 1 PURPOSE 1 SCOPE OF WORK 1 DESCRIPTION OF THE PROPOSED DEVELOPMENT 2 DESCRIPTION OF EXISTING MOHAWK HILLS APARTMENT COMPLEX 3 STUDY AREA 3 EXISTING TRAFFIC DATA 3 PEAK HOUR 3 DESCRIPTION OF THE ABUTTING STREET SYSTEM 5 YEAR 2016 TRAFFIC VOLUMES (HORIZON YEAR) BASED ON ANNUAL GROWTH RATE 7 GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 7 TABLE 1 GENERATED TRIPS FOR PROPOSED DEVELOPMENT 8 INTERNAL TRIPS 8 PASS -BY TRIPS 8 TABLE 2 INTERNAL TRIP AND PASS -BY TRIP REDUCTIONS FOR PROPOSED DEVELOPMENT 9 ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS 10 PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM 10 CAPACITY ANALYSES SCENARIOS 19 TABLE 3 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND 126 STREET (MOHAWK DRIVE) 24 TABLE 4 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND CARMEL DRIVE 25 TABLE 5 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND 116 STREET 26 TABLE 6 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND PROPOSED RIGHT IN/RIGHT -OUT ACCESS 27 CONCLUSIONS 28 RECOMMENDATIONS 32 I BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS LIST OF FIGURES FIGURE 1: AREA MAP 4 FIGURE 2: EXISTING INTERSECTION SCHEMATICS 6 FIGURE 3A: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FOR PROPOSED MULTI FAMILY, TOWNHOUSE/CONDOMINIUM AND SENIOR HOUSING LAND USES 1 1 FIGURE 3B: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FOR PROPOSED OFFICE LAND USE 12 FIGURE 3C: ASSIGNMENT AND DISTRIBUTION OF GENERATED NON PASS -BY TRAFFIC VOLUMES FOR PROPOSED RETAIL LAND USE 13 FIGURE 3D: ASSIGNMENT AND DISTRIBUTION OF GENERATED PASS -BY TRAFFIC VOLUMES FOR PROPOSED RETAIL LAND USE 14 FIGURE 3E: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FOR PROPOSED HOTEL LAND USE 15 FIGURE 4: TOTAL GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 16 FIGURE 5: EXISTING TRAFFIC VOLUMES 20 FIGURE 6: SUM OF EXISTING TRAFFIC VOLUMES AND TOTAL GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 21 FIGURE 7: YEAR 2016 BACKGROUND TRAFFIC VOLUMES 22 FIGURE 8: SUM OF YEAR 2016 BACKGROUND TRAFFIC VOLUMES AND TOTAL GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 23 I1 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 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. Steven J. Fehribach, P.E. Indiana Registration 890237 /VI R. Matt Brown P.E. Indiana Registration 10200056 T \/(70 Thomas S. Vandenberg, E.I. Transportation Engineer CERTIFICATION \\`111 1111111111! FEH :c 1srE R 9y� No.890237 STATE so.. 0�' VD I A P s ONAL S 1 11II111 11111 \\1 1111 1111111 1! $P, ,E, W l s T E c 0 No.10200056= 7. 7- STATE z OF %,ss ONAL '���rnn1n1 III BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS DESCRIPTION OF THE ABUTTING STREET SYSTEM This proposed development would be served by the immediate public roadway system which includes Keystone Avenue (U.S. 431), AAA Way, 126 Street (Mohawk Drive), Carmel Drive and 116 Street. KEYSTONE AVENUE (U.S. 431) is a major north/south arterial that provides connectivity from Carmel to Indianapolis. In the vicinity of the site, Keystone Avenue is a four lane, divided roadway with a speed limit of 50 mph. AAA WAY is a north/south roadway that provides access for local businesses to Carmel Drive and 116 Street. 126 STREET (MOHAWK DRIVE) 126 Street is an east/west local roadway in Carmel that runs from Rangeline Road to River Avenue. CARMEL DRIVE is an east/west local roadway in Carmel between Rangeline Road and 126 Street. 116 STREET is a major east /west corridor that provides connectivity from Carmel to Fishers. The following study intersections are currently controlled by a coordinated traffic signal system. The existing intersection geometries are shown on Figure 2 and include the following: Keystone Avenue and 126` Street (Mohawk Drive) Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: Keystone Avenue and Carmel Drive Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: Keystone Avenue and 116 Street Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: A left-turn lane, two through lanes and a right -tum lane. A left-turn lane, two through lanes and a right -turn lane. A left-turn lane and a shared through/right -turn lane. A left-turn lane and a shared through/right -turn lane. A left -turn lane, two through lanes and a right -turn lane. A left-turn lane, two through lanes and a right -turn lane. A ]eft -turn lane, a through lane and a right -turn lane. A left -turn lane and a shared through/right -turn lane. A left-turn lane, two through lanes and a right -turn lane. A left-turn lane, two through lanes and a right -turn lane. A left-turn lane, two through lanes and a right -turn lane. A left -turn lane, two through lanes and a right -turn lane. 5 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS YEAR 2016 TRAFFIC VOLUMES (HORIZON YEAR) BASED ON ANNUAL GROWTH RATE To evaluate the future impact of this development on the public roadway system, the existing traffic volumes must be projected forward to a horizon year. The horizon year used for this project will be year 2016. An annual growth rate of 1.5 percent per year will then be applied to the existing traffic volumes at each of the study intersections to project the traffic to the year 2016. This growth rate projection will then account for anticipated traffic volumes that will be generated by vacant parcels outside of the study area. GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT The estimate of traffic to be generated by the proposed development is a function of the development size and of the character of the land use. Trip Generation' report was used to calculate the number of trips that will be generated by the 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 various land uses. The estimated existing traffic volumes that are associated with the existing 564 multi family dwelling units were subtracted from the generated traffic volumes of the proposed 700 multi family dwelling units in order to analyze the true impact of the proposed mixed use development. Table 1 is a summary of the trips that will be generated by the proposed development. I Trip Generation, Institute of Transportation Engineers, Seventh Edition, 2003. DEVELOPMENT INFORMATION GENERATED TRIPS LAND USE ITE CODE SIZE AM ENTER AM EXIT PM ENTER PM EXIT Proposed Multi Family (Gramercy Proposal) 220 700 DU 69 277 262 141 Existing Multi Family (Existing Mohawk Hills) 220 -564 DU -57 -228 -217 -117 Additional Multi Family with Gramercy Proposal 220 136 DU additional 12 49 45 24 Townhouse /Condominium 230 1 500 DU 77 374 371 183 Senior Housing 252 120 DU 5 5 8 5 Office 710 50,000 SF 95 13 23 112 Retail 820 80,000 SF 84 53 259 281 Hotel 310 120 Rooms 37 27 33 34 BUCKINGHAM COMPANIES GRAMERCY TABLE 1 GENERATED TRIPS FOR PROPOSED DEVELOPMENT 2 Trip Generation Handbook, Institute of Transportation Engineers, 2001. R TRAFFIC IMPACT ANALYSIS INTERNAL TRIPS An internal trip results when a trip is made between two land uses without traversing the external roadway system. Internal trips will occur between the land uses within the proposed development. Therefore, the internal trip reduction procedures published in the ITE Trip Generation Handbook were applied to the generated trips. Table 2 summarizes the internal trip reductions for the proposed development. PASS -BY TRIPS Pass -by trips are trips already on the roadway system that are captured by the proposed development. The pass -by trip percentages published in the ITE Trip Generation Handbook were used to estimate the reduction in trips for the retail portion of the proposed development. However, 100 percent of the generated trips will be applied at the access points of the proposed development. Table 2 summarizes the pass -by trip reductions for the proposed development. DEVELOPMENT INFORMATION GENERATED TRIPS LAND USE ITE CODE SIZE AM ENTER AM EXIT PM ENTER PM EXIT All Residential (Additional Multi Family Trips Townhouse /Condominium Trips Senior Housing Trips) 220 230 252 1756 DU 94 428 424 212 Residential Internal Trips 6 8 33 23 Residential External Trips 88 420 391 189 Office 710 50,000 SF 95 13 23 112 Office Internal Trips 2 3 3 14 Office External Trips 93 10 20 98 Retail 820 80,000 SF 84 53 259 281 Retail Internal Trips 18 13 47 45 Retail External Trips 66 40 212 236 Retail Pass -By External Trips (41.5 27 17 88 98 Retail Non Pass -By External Trips (58.5 39 23 124 138 Hotel 310 120 Rooms 37 27 33 34 Hotel Internal Trips 6 8 11 13 Hotel External Trips 31 19 22 21 TOTAL EXTERNAL PASS -BY TRIPS Retail External Pass -By Trips 27 17 88 98 TOTAL EXTERNAL NON PASS -BY TRIPS Residential External Trips Office External Trips Hotel External Trips Retail External Non Pass -By Trips 251 472 557 446 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS TABLE 2 INTERNAL TRIP AND PASS -BY TRIP REDUCTIONS FOR PROPOSED DEVELOPMENT 9 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 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 site must be assigned to the various access points and to the public street system. Using the traffic volume data collected for this analysis, traffic to and from the proposed new 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 proposed development, the distribution was based on the existing traffic patterns and the assignment of generated traffic. The assignment and distribution of generated traffic volumes for the proposed development are shown on Figure 3A through Figure 3E. 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 (pass -by and non pass -by) peak hour generated traffic volumes for the proposed development are shown on Figure 4. These data are based on the previously discussed trip generation data, assignment of generated traffic and distribution of generated traffic. Additional figures in Appendix A show the generated traffic volumes for each individual land use of the proposed development. 10 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS CAPACITY ANALYSES The "efficiency" of an intersection is based on its ability to accommodate the traffic volumes that approach the intersection. It is defined by the Level -of- Service (LOS) of the intersection. The LOS is determined by a series of calculations commonly called a "capacity analysis Input data into a capacity analysis include traffic volumes, intersection geometry, number and use of lanes and, in the case of signalized intersections, traffic signal timing. To determine the LOS at each of the study intersections, a capacity analysis has been made using the recognized computer program Synchro which incorporates capacity calculations based on the Highway Capacity Manual (HCM) DESCRIPTION OF LEVELS OF SERVICE The following descriptions are for signalized intersections: Level of Service A describes operations with a very low delay, less than or equal to 10.0 seconds per vehicle. This occurs when progression is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop at all. Level of Service B describes operations with delay in the range of 10.1 to 20.0 seconds per vehicle. This generally occurs with good progression. More vehicles stop than LOS A, causing higher levels of average delay. Level of Service C describes operation with delay in the range of 20.1 seconds to 35.0 seconds per vehicle. These higher delays may result from failed progression. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. 3 Synchro 6.0, Trafficware, 2003. 4 Highway Capacity Manual (HCM), Transportation Research Board, National Research Council, Washington, DC, 2000. 17 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS Level of Service D describes operations with delay in the range of 35.1 to 55.0 seconds per vehicle. At level of service D, the influence of congestion becomes more noticeable. Longer delays may result from some combinations of unfavorable progression. Many vehicles stop, and the proportion of vehicles not stopping declines. Level of Service E describes operations with delay in the range of 55.1 to 80.0 seconds per vehicle. This is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression and long cycle lengths. Level of Service F describes operations with delay in excess of 80.0 seconds per vehicle. This is considered to be unacceptable to most drivers. This condition often occurs with oversaturation, i.e., when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes to such delay levels. The following list shows the delays related to the levels of service for unsignalized intersections: 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 14 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS CAPACITY ANALYSES SCENARIOS The traffic volumes from each of the various parts described earlier in this report must be added together to form a series of scenarios that can be analyzed. An analysis has then been made for the AM peak hour and PM peak hour for each of the study intersections considering each of the following scenarios: SCENARIO 1: Existing Trafc Figure 5 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 2: Existing Tragic Proposed Development Traffic Figure 6 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 3: Year 2016 Background Traffic Figure 7 is a summary of these traffic volumes at the study intersections for the peak hours. SCENARIO 4: Year 2016 Background Traffic Proposed Development Traffic Figure 8 is a summary of these traffic volumes at the study intersections for the peak hours. The requested analyses have been completed and the computer solutions showing the level of service results are included in Appendix A. The tables that are included in this report are a summary of the results of the level of service analyses and are identified as follows: Table 3 Keystone Avenue and 126 Street (Mohawk Drive) Table 4 Keystone Avenue and Carmel Drive Table 5 Keystone Avenue and 116 Street Table 6 Keystone Avenue and Proposed Right- In/Right -Out Access 19 MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach C C D B C Southbound Approach D D F D D Eastbound Approach E E E D E Westbound Approach E E F D E Intersection D D E D D MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach C C C C C Southbound Approach C C D D D Eastbound Approach D D E D D Westbound Approach D D F D D Intersection D D D D D BUCKINGHAM COMPANIES GRAMERCY TABLE 3 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND 126 STREET (MOHAWK DRIVE) Scenario 1: Scenario 2: Scenario 3: Scenario 4: AM PEAK HOUR TRAFFIC IMPACT ANALYSIS Description of Scenarios PM PEAK HOUR Existing Traffic Volumes Sum of Existing Traffic and Proposed Development Traffic Year 2016 Background Traffic Volumes Sum of Year 2016 Background Traffic and Proposed Development Traffic Notes: This intersection was analyzed as a coordinated signal system with the near -by intersections along Keystone Avenue. The existing system cycle lengths as provided by the Indiana Department of Transportation were used to analyze the existing traffic volumes (Scenario 1). Optimized cycle lengths were used when analyzing the remaining scenarios. Scenarios 1 and 3A were analyzed with the existing intersection geometries. Scenario 2 was analyzed with the addition of a continuous eastbound right -turn lane along 126 Street that starts 100 feet west of the western most proposed access (Access #1) and continues through the remaining access drives to Keystone Avenue. Scenario 3B was analyzed with the following improvements along Keystone Avenue: 1. The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. 2. The conversion of the southbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. Scenario 4 was analyzed with the improvement along 126 Street as needed for Scenario 2 as well as the improvements along Keystone Avenue as needed per Scenario 3B. 24 MOVEMENT SCENARIO 1 1A 2 3A 3B 4 Northbound Approach C C C C B B Southbound Approach F C D E D D Eastbound Approach D D D E D D Westbound Approach F E E F D D Intersection E C D D C D MOVEMENT SCENARIO 1 IA 2 3A 3B 4 Northbound Approach B C C D C C Southbound Approach E E E E E E Eastbound Approach D C D E C D Westbound Approach E E D E E E Intersection D D D E D D BUCKINGHAM COMPANIES GRAMERCY TABLE 4 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND CARMEL DRIVE AM PEAK HOUR PM PEAK HOUR TRAFFIC IMPACT ANALYSIS Description of Scenarios Scenario 1: Scenario 2: Scenario 3: Scenario 4: Existing Traffic Volumes Sum of Existing Traffic and Proposed Development Traffic Year 2016 Background Traffic Volumes Sum of Year 2016 Background Traffic and Proposed Development Traffic Notes: This intersection was analyzed as a coordinated signal system with the near -by intersections along Keystone Avenue. The existing system cycle lengths as provided by the Indiana Department of Transportation were used to analyze the existing traffic volumes (Scenario 1 and Scenario 1 A). Optimized cycle lengths were used when analyzing the remaining scenarios. Scenario 1 was analyzed with the existing intersection geometries. Scenarios 1 A, 2 and 3A were analyzed with the addition of a second northbound left -turn lane along Keystone Avenue. Scenarios 3B and 4 were analyzed with the second northbound left -turn lane along Keystone Avenue as mentioned above as well as the following improvements: 1. The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. 2. The addition of a third southbound through lane along Keystone Avenue. 25 MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach D D E D D Southbound Approach B D E C D Eastbound Approach E D E D D Westbound Approach E E F D E Intersection D D E D D MOVEMENT SCENARIO 1 2 3A 3B 4 Northbound Approach D D E D E Southbound Approach C D D C C Eastbound Approach D D E D E Westbound Approach D D D D D Intersection D D E D D BUCKINGHAM COMPANIES GRAMERCY TABLE 5 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND 1 16 STREET Description of Scenarios Scenario 1: Scenario 2: Scenario 3: Scenario 4: AM PEAK HOUR PM PEAK HOUR TRAFFIC IMPACT ANALYSIS Existing Traffic Volumes Sum of Existing Traffic and Proposed Development Traffic Year 2016 Background Traffic Volumes Sum of Year 2016 Background Traffic and Proposed Development Traffic Notes: This intersection was analyzed as a coordinated signal system with the near -by intersections along Keystone Avenue. The existing system cycle lengths as provided by the Indiana Department of Transportation were used to analyze the existing traffic volumes (Scenario 1). Optimized cycle lengths were used when analyzing the remaining scenarios. Scenarios 1, 2 and 3A were analyzed with the existing intersection geometries. Scenarios 3B and 4 were analyzed with the following improvements: 1. The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. 2. The conversion of the southbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. 26 MOVEMENT SCENARIO 2 SCENARIO 4 Eastbound Approach E C MOVEMENT SCENARIO 2 SCENARIO 4 Eastbound Approach C B BUCKINGHAM COMPANIES GRAMERCY TABLE 6 LEVEL OF SERVICE SUMMARY: KEYSTONE AVENUE AND PROPOSED RIGHT -IN /RIGHT- OUT ACCESS Description of Scenarios Scenario 2: Scenario 4: AM PEAK HOUR PM PEAK HOUR TRAFFIC IMPACT ANALYSIS Sum of Existing Traffic and Proposed Development Traffic Sum of Year 2016 Background Traffic and Proposed Development Traffic Notes: This access is proposed as a right in/right -out access. A median exists along Keystone Avenue in the vicinity of the access. Scenario 2 was analyzed with the addition of a southbound right -turn lane along Keystone Avenue. Per the Indiana Department of Transportation's Driveway Permit Manual this turn lane should have 550 feet of deceleration and a 100 foot taper. A 100 foot recovery taper is also proposed at the access. When the existing traffic volumes are projected forward to the year 2016 based on an annual growth rate, before the generated traffic is added to the roadway network, Keystone Avenue will need to have six travel lanes (three in each direction) in order for the signalized study intersections to operate at level of service "D" or better during the peak hours. The additional travel lanes are not due to the proposed development as they are needed before the proposed development traffic is added to the roadway network in order to accommodate the year 2016 background traffic volumes. Scenario 4 was then analyzed with an additional through lane in both directions along Keystone Avenue as well the addition of the southbound right -turn lane recommended for Scenario 2. 5 Driveway Permit Manual, Indiana Department of Transportation (INDOT), 1996. 27 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 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 for each of 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 better than the peak hour, since the existing street traffic volumes will be less during the other 22 hours. 1. KEYSTONE AVENUE AND 126 STREET (MOHAWK DRIVE) Existing Trafc Volumes (Scenario 1) A review of the level of service for each of the intersection approaches, with the existing traffic volumes and existing intersection conditions, has shown that this intersection operates at acceptable levels of service during the peak hours with the existing intersection geometrics. Existing Tragic Volumes Total Proposed Development Trafc Volumes (Scenario 2) A continuous eastbound right -turn lane is recommended along 126` Street that starts 100 feet west of the western most proposed access (Access #1) and continues through the remaining access drives to Keystone Avenue. When the generated traffic volumes from the proposed development are added to the existing traffic volumes, this intersection will continue to operate at acceptable levels of service during the peak hours with this improvement. Year 2016 Background Traffic Volumes (Scenario 3) When the existing traffic volumes are projected forward to the year 2016, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The conversion of the southbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. 28 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS Year 2016 Background Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 4) When the generated traffic volumes from the proposed development are added to the year 2016 background traffic volumes, this intersection will continue to operate at acceptable levels of service during the peak hours with the improvements needed for Scenario 3 and the addition of the continuous eastbound right -turn lane along 126 Street as needed for Scenario 2. 2. KEYSTONE AVENUE AND CARMEL DRIVE Existing Traffic Volumes (Scenario 1) A review of the level of service for each of the intersection approaches, with the existing traffic volumes and existing intersection conditions, has shown that this intersection operates at level of service "E" during the AM peak hour. The addition of a second northbound left-turn lane along Keystone Avenue is needed at this intersection in order to improve the level of service to "D" or better during the peak hours. Existing Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 2) When the generated traffic volumes from the proposed development are added to the existing traffic volumes, this intersection will continue to operate at acceptable levels of service during the peak hours with the improvement needed for Scenario 1. Year 2016 Background Traffic Volumes (Scenario 3) When the existing traffic volumes are projected forward to the year 2016, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: The addition of the second northbound left -turn lane along Keystone Avenue as needed per Scenario 1. The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The addition of a third southbound through lane along Keystone Avenue. 29 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS Year 2016 Background Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 4) When the generated traffic volumes from the proposed development are added to the year 2016 background traffic volumes, this intersection will continue to operate at acceptable levels of service during the peak hours with the improvements needed for Scenario 3. 3. KEYSTONE AVENUE AND 116 STREET Existing Trafc Volumes (Scenario 1) A review of the level of service for each of the intersection approaches, with the existing traffic volumes and existing intersection conditions, has shown that this intersection operates at acceptable levels of service during the peak hours. Existing Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 2) When the generated traffic volumes from the proposed development are added to the existing traffic volumes, this intersection will continue to operate at acceptable levels of service during the peak hours with the existing intersection geometrics. Year 2016 Background Traffic Volumes (Scenario 3) When the existing traffic volumes are projected fonvard to the year 2016, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The conversion of the southbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. Year 2016 Background Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 4) When the generated traffic volumes from the proposed development are added to the year 2016 background traffic volumes, this intersection will continue to operate at acceptable levels of service during the peak hours with the improvements needed for Scenario 3. 30 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 4. KEYSTONE AVENUE AND PROPOSED RIGHT -IN RIGHT -OUT ACCESS Existing Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 2) This access is proposed to be constructed as a right in/right -out access. A median exists along Keystone Avenue in the vicinity of the access. It is recommended to construct a southbound right -turn lane along Keystone Avenue at the access drive. Per the Indiana Department of Transportation's Driveway Permit Manual, this turn lane should have 550 feet of deceleration and a 100 foot taper. A 100 foot recovery taper is also recommended at the access. When the generated traffic volumes from the proposed development are added to the existing traffic volumes, the access may experience some delay during the AM peak hour. This delay is mainly due to the amount of existing traffic along Keystone Avenue. However, the existing traffic signal at the upstream intersection of Keystone Avenue and 126` Street creates gaps in the traffic stream along Keystone Avenue that can be used by vehicles exiting the access. Year 2016 Background Traffic Volumes Total Proposed Development Traffic Volumes (Scenario 4) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic is added to the roadway network, Keystone Avenue will need to have six travel lanes (three in each direction) in order for the signalized study intersections to operate at level of service "D" or better during the peak hours. The additional travel lanes are not due to the proposed development. When the generated traffic volumes from the proposed development are added to the year 2016 background traffic volumes, the eastbound approach will operate at acceptable levels of service during the peak hours with an additional through lane in both directions along Keystone Avenue (as needed for the year 2016 background traffic) as well the addition of the southbound right -turn lane recommended for Scenario 2. 31 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS RECOMMENDATIONS Based on the analyses and the conclusions, the following recommendations are made to ensure that the roadway system will operate at acceptable levels of service if the site is developed as proposed. 1. KEYSTONE AVENUE AND 126 STREET (MOHAWK DRIVE) Year 2006 Conditions A continuous eastbound right -turn lane is recommended along 126 Street that starts 100 feet west of the westem most proposed access (Access #1) and continues through the remaining access drives to Keystone Avenue. When the generated traffic volumes from the proposed development are added to the existing traffic volumes, this intersection will operate at acceptable levels of service during the peak hours with this improvement. The intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: Year 2016 Conditions (Horizon Year) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic volumes from the proposed development are added, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The conversion of the southbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The improvements listed above are not due to the proposed development. When the proposed development traffic is added to the year 2016 background traffic, the continuous eastbound right -turn lane along 126 Street is recommended. The intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: A left -turn lane, two through lanes and a right -tum lane. A left -turn lane, two through lanes and a right -turn lane. A left -turn lane, a through lane and a right -turn lane. A left -turn lane and a shared through/right -tum lane. A left-tum lane, two through lanes and a shared through/right -turn lane. A left-turn lane, two through lanes and a shared through/right -turn lane. A left -turn lane, a through lane and a right -turn lane. A left -turn lane and a shared through/right -turn lane. 32 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 2. KEYSTONE AVENUE AND CARMEL DRIVE Year 2006 Conditions The addition of a second northbound left -turn lane is needed along Keystone Avenue in order to achieve level of service "D" or better during the peak hours with the existing traffic volumes. The intersection geometries will then consist of the following: Northbound Approach: Southbound Approach: Eastbound Approach: Westbound Approach: Two left -turn lanes, two through lanes and a right -turn lane. A left-turn lane, two through lanes and a right -turn lane. A left-turn lane, a through lane and a right-turn lane. A left-turn lane and a shared through/right -turn lane. When the proposed development traffic is added to the existing traffic, the intersection geometries listed above will accommodate the projected traffic volumes. Therefore, no improvements are needed at this intersection due to the proposed development. Year 2016 Conditions (Horizon Year) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic volumes from the proposed development are added, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: The addition of the second northbound left -turn lane along Keystone Avenue as needed per the existing traffic volumes. The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The addition of a third southbound through lane along Keystone Avenue. The improvements listed above are not due to the proposed development. With the improvements, the intersection geometries will then consist of the following: Northbound Approach: Two left-turn lanes, two through lanes and a shared through/right -turn lane. Southbound Approach: A left-turn lane, three through lanes and a right -turn lane. Eastbound Approach: A left -turn lane, a through lane and a right -turn lane. Westbound Approach: A left-turn lane and a shared through/right -turn lane. When the proposed development traffic is added to the year 2016 background traffic, the intersection geometries listed above will accommodate the projected traffic volumes. Therefore, no improvements are needed at this intersection due to the proposed development. 33 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 3. KEYSTONE AVENUE AND 1 1 e STREET Year 2006 Conditions The existing intersection geometries will adequately accommodate the generated traffic from the proposed development. Therefore, no improvements are needed at this intersection due to the proposed development. Year 2016 Conditions (Horizon Year) When the existing traffic volumes are projected forward to the year 2016, before the generated traffic volumes from the proposed development are added, the following improvements are needed at this intersection in order to achieve level of service "D" or better during the peak hours: The conversion of the northbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The conversion of the southbound right -turn lane along Keystone Avenue into a shared through/right -turn lane. The improvements listed above are not due to the proposed development. With the improvements, the intersection geometrics will then consist of the following: Northbound Approach: A left -turn lane, two through lanes and a shared through/right- turn lane. Southbound Approach: A left-turn lane, two through lanes and a shared through/right- turn lane. Eastbound Approach: A left -turn lane, two through lanes and a right -turn lane. Westbound Approach: A left-turn lane, two through lanes and a right -tum lane. When the proposed development traffic is added to the year 2016 background traffic, the intersection geometries listed above will accommodate the projected traffic volumes. Therefore, no improvements are needed at this intersection due to the proposed development. 34 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 4. KEYSTONE AVENUE AND PROPOSED RIGHT -IN RIGHT -OUT ACCESS Year 2006 Conditions Year 2016 Conditions (Horizon Year) This access is proposed to be constructed as a right in/right -out access. A median exists along Keystone Avenue in the vicinity of the access. It is recommended to construct a southbound right -turn lane along Keystone Avenue at the access drive. Per the Indiana Department of Transportation's Driveway Permit Manual, this turn lane should have 550 feet of deceleration and a 100 foot taper. A 100 foot recovery taper is also recommended at the access. The traffic simulation program SimTraffic was used to visually model the anticipated traffic flow operations when the generated traffic from the proposed development is added to the roadway network. Based on the SimTraffic simulations and the proposed access location, adequate spacing will be provided so that vehicles traveling southbound along Keystone Avenue will not queue back from Carmel Drive to the proposed right in/right -out access. 5. ACCESS DRIVES ALONG 126 STREET (MOHAWK DRIVE) Year 2006 Conditions Year 2016 Conditions (Horizon Year) The following conditions are recommended for the proposed access drives along 126 Street: Each unsignalized access controlled with the access drive stopping for 126 Street. Access #2 and Access #4 (the main access drives) each constructed with two outbound lanes and one inbound lane. Access #1 and Access #3 each constructed with at least one outbound lane and one inbound lane. The addition of a continuous eastbound right -turn lane along 126 Street that starts 100 feet west of the western most access (Access #1) and continues through the remaining access drives to Keystone Avenue. The addition of a westbound left -turn lane along 126 Street at each access. Combined with the existing eastbound left-turn lane at the Keystone Avenue intersection, a continuous left -turn lane would then be created along 126 Street in the vicinity of the site. A minimum of 100 feet of storage is recommended for the left -turn lane serving Access #2. A minimum of 50 feet of storage is recommended for each of the left -turn lanes serving Access #1 and Access #3. There is approximately 460 feet of space for a left-turn lane between the eastern most access drive (Access #4) and Keystone Avenue. A minimum of 100 feet of storage with a 100 foot taper is recommended for the westbound left -turn lane serving Access #4. It is then recommended that the existing eastbound left-turn lane at the Keystone Avenue intersection be extended back so that it has 260 feet of storage. The traffic simulation program SimTraffic was used to visually model the anticipated traffic flow operations when the generated traffic from the proposed development is added to the roadway network. Based on the SimTrafc simulations, adequate spacing will be provided along 126 Street between the proposed access drives and the intersection of Keystone Avenue and 126 Street. In addition, the recommended storage lengths for the left -turn lanes will accommodate the projected traffic volumes. 6 Synchro 6.0, Trafficware, 2003. 35 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS 6. ACCESS DRIVES ALONG ADMAN DRIVE EAST Year 2006 Conditions Year 2016 Conditions (Horizon Year) The following conditions are recommended for the proposed access drives along Auman Drive East: Each unsignalized access controlled with the access drive stopping for Auman Drive East. Each access constructed with at least one outbound lane and one inbound lane. These access drives will mainly serve the proposed residential homes that are located towards the east edge of the site. However, the majority of the traffic to and from the development will access the site via the drives that are located along the major roadways (i.e. along Keystone Avenue, 126 Street and Carmel Drive). Based on the peak hour projected traffic volumes determined in this study, the proposed development will most likely add 20 vehicles or less during the peak hours in either direction along Auman Drive East. Considering the low volume of projected traffic, the proposed development will have very little impact to Auman Drive East. Therefore, improvements will not be needed along Auman Drive East due to the low traffic volumes projected at the drives. 36 TRAFFIC IMPACT ANALYSIS APPENDIX A PROPOSED GRAMERCY MIXED USE DEVELOPMENT KEYSTONE AVENUE CARMEL, INDIANA PREPARED FOR BUCKINGHAM COMPANIES FEBRUARY 2006 RI A &F ENGINEERING CO., LLC CONSULTING ENGINEERS 8365 KEYSTONE CROSSING, SUITE 201 INDIANAPOLIS, INDIANA 46240 (317) 202 -0864 BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS APPENDIX A This document contains the traffic data that were used in the TRAFFIC IMPACT ANALYSIS for the proposed development. Included are the additional figures, the traffic volume counts and the intersection capacity analyses. BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS APPENDIX A TABLE OF CONTENTS ADDITIONAL FIGURES 1 KEYSTONE AVENUE AND 126" STREET (MOHAWK DRIVE 7 KEYSTONE AVENUE AND CARMEL DRIVE 20 KEYSTONE AVENUE AND 116' STREET 35 KEYSTONE AVENUE AND PROPOSED RIGHT -IN /RIGHT -OUT ACCESS 48 BUCKINGHAM COMPANIES GRAMERCY ADDITIONAL FIGURES TRAFFIC IMPACT ANALYSIS BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS KEYSTONE AVENUE AND 126 STREET (MOHAWK DRIVE) INTERSECTION DATA TRAFFIC VOLUME COUNTS AND CAPACITY ANALYSES KEYSTONE AVENUE AND CARMEL DRIVE INTERSECTION DATA TRAFFIC VOLUME COUNTS AND CAPACITY ANALYSES KEYSTONE AVENUE AND 116 STREET INTERSECTION DATA TRAFFIC VOLUME COUNTS AND CAPACITY ANALYSES BUCKINGHAM COMPANIES GRAMERCY TRAFFIC IMPACT ANALYSIS KEYSTONE AVENUE AND PROPOSED RIGHT IN/RIGHT-OUT ACCESS INTERSECTION DATA CAPACITY ANALYSES