Loading...
HomeMy WebLinkAboutTraffic Impact StudyTR4FFIC IMPACT STUDY PROPOSED RESIDENT1,4L DEVELOPMENT 96r" STREET & SPRINGM /LL ROAD CARMEL, /ND /ANA PREPARED FOR SEXTON COMPANIES OCTOBER 2012 *A&F ENGINEERING Transportation & Site Engineering C.itstIng Omile Since 196I COPYRIGHT SEXTON COMPANIES 96" STREET & SPRINGMILL ROAD — C4RMEL, /AI This Study and the ideas, designs, concepts and data contained herein are the exclusive intellectual property of A &F Engineering Co., LLC and are not to be used or reproduced in whole or in part, without the written consent of A &F Engineering Co., LLC. ©2012, A &F Engineering Co., LLC Z:\2012 \12079S - Sexton Companies \TIS.docx *A&F ENGINEERING Transportation & Site Engineering Casting Orate Since 196I SEXTON COMPANIES 96" STREET & SPRINGM ILL ROAD — C4RMEL, /AI TABLE OF CONTENTS LIST OF FIGURES II CERTIFICATION III INTRODUCTION 1 PURPOSE 1 SCOPE OF WORK 1 DESCRIPTION OF PROPOSED DEVELOPMENT 2 STUDY AREA 2 DESCRIPTION OF THE ABUTTING STREET SYSTEM 2 TRAFFIC DATA 5 PEAK HOUR 5 GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT 5 TABLE 1 - GENERATED TRIPS FOR PROPOSED DEVELOPMENT 5 INTERNAL TRIPS 6 PASS -BY TRIPS 6 ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS 6 PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM 6 CAPACITY ANALYSIS 9 DESCRIPTION OF LEVELS OF SERVICE 9 CAPACITY ANALYSES SCENARIOS 10 TABLE 2 - LEVEL OF SERVICE SUMMARY: 96TH STREET & SPRINGMILL ROAD 13 TABLE 3 - LEVEL OF SERVICE SUMMARY: 96TH STREET & PROPOSED FULL ACCESS DRIVE 14 TABLE 4 - LEVEL OF SERVICE SUMMARY: 96TH STREET & PROPOSED RIGHT- IN/RIGHT -OUT ACCESS DRIVE 15 CONCLUSIONS 15 RECOMMENDATIONS 16 LIST OF FIGURES FIGURE 1: AREA MAP 3 FIGURE 2: EXISTING INTERSECTION GEOMETRICS 4 FIGURE 3: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT 7 FIGURE 4: TOTAL GENERATED TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT 8 FIGURE 5: EXISTING TRAFFIC VOLUMES 11 FIGURE 6: SUM OF EXISTING AND PROPOSED DEVELOPMENT GENERATED TRAFFIC VOLUMES 12 II fizik&F ENGINEERING SE TONCOMPAN /ES Transportation & Site Engineering Calming Omile Since 196I 9B" SIREET & SPR/NGM //1 ROAD — CARMEL, IN CERTIF ICAT ION I certify that this TRAFFIC IMPACT STUDY 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., LLC Athfz".1,- .\\\\\\ -\ ` -\ \HEW cosreR',, 0 .... F Fa "No.10200056" R. Matt Brown, P.E. = STATE OF Indiana Registration 10200056 /���'O ' %,, i y p A N1'' ■` %�°;SIONAL E- ' S "\ Abhishek A. Joshi, P.E. Traffic Engineer Kate Plummer, E.I. Traffic Engineer III tiA.A&F ENGINEERING Transportation & Si Le Engineering Cmini a,w VI. 1966 SEXTON COMPANIES 96"� & SPRINGM //l ROAD — CARMEL /IV INTRODUCTION This TRAFFIC IMPACT STUDY, prepared at the request of the City of Carmel on behalf of Sexton Companies, is for a proposed residential development which will be located in the northwest quadrant of the intersection of 96th Street and Springmill Road, in Carmel, Indiana. PURPOSE The purpose of this study is to determine what effect traffic generated by the proposed development 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 as proposed. 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 study analysis. These recommendations will address feasible roadway system improvements which will accommodate the proposed development traffic volumes such that there will be safe ingress and egress, to and from the proposed development, with minimal interference to traffic on the public street system. SCOPE OF WORK The scope of work for this study is: First, conduct turning movement traffic volume counts at the intersection of 96th Street and Springmill Road. Second, estimate the number of new peak hour trips that will be generated by the proposed residential development. Third, assign the generated traffic volumes to the driveways and/or roadways that will provide access to the proposed development. Fourth, distribute the generated traffic volumes onto the public roadway system and intersections identified in the study area. Fifth, prepare a capacity analysis and level of service analysis for each intersection included in the study area for each of the following scenarios: SCENARIO 1: Existing Traffic Volumes — Based on existing roadway conditions and existing peak hour traffic volumes. 1 *A&F ENGINEERING Transportation & Si Le Engineering r °Ale 1966 1 SCENARIO 2: Existing Traffic Volumes + Proposed Development — Sum of existing traffic volumes added to the traffic generated by the proposed development. SEXTON COMPANIES 96 STREET & SPRINGMILI ROAD — C4RME[, /N Finally, prepare a TRAFFIC IMPACT STUDY documenting all data, analyses, conclusions and recommendations to provide for the safe and efficient movement of traffic through the study area. DESCRIPTION OF PROPOSED DEVELOPMENT The proposed development will be located in the northwest quadrant of the intersection of 96th Street and Springmill Road, in Carmel, Indiana. As proposed, the site will be developed as a residential development with 260 apartments and 60 townhomes. Access to the development will be provided via a right - in/right out access drive along Springmill Road and a full access drive along 96th Street. Figure 1 is an area map of the site. STUDY AREA The study area has been defined to include the following intersections: • 96th Street and Springmill Road • 96th Street and Proposed Access Drive • Springmill Road and Proposed Access Drive Figure 1 is an area map that shows the study intersections. DESCRIPTION OF THE ABUTTING STREET SYSTEM The proposed development will be served by the public roadway system that includes 96th Street and Springmill Road. 96th Street — is an east/west road that runs along the south side of subject site. In the vicinity of the subject site, 96th Street is a two lane roadway that transitions into a four lane roadway just west of Springmill Road. 96th Street has a posted speed limit of 40 mph near the subject site. Springmill Road — is a north/south road that runs along the east side of the subject site. In the vicinity of the subject site, Springmill Road is a two lane roadway with posted speed limit of 40 mph. 96th Street & Springmill Road — This intersection is controlled by a roundabout. Figure 2 shows the existing intersection geometrics. 2 A&F ENGINEERING Transportation & Site Engineering OWN owt sM. nw SEXTON COMPANIES 96 STREET & SPRINGM //l ROAD — CARMEL /N TRAFFIC DATA Peak hour manual turning movement traffic volume counts were made by A &F Engineering Co., LLC at the intersection of 96th Street and Springmill Road. The counts include an hourly total of all "through" traffic and all "turning" traffic at the intersection. The counts were made between the hours of 6:00 AM and 9:00 AM and 4:00 PM and 7:00 PM during a typical weekday in October 2012 while school was in session. These traffic volume counts are summarized in Figure 5 for the peak hours. Computer printouts of all data collected for the counts are included in the Appendix. PEAK HOUR Based on the existing traffic volumes that were collected for this study, the peak hours at the intersection of 96th Street and Springmill Road occur from 7:15 AM to 8:15 AM and from 4:45 PM to 5:45 PM. The volumes collected during these hours will be used for all analyses contained within the report in order to represent a "maximum traffic" condition. 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 character of the land use. The Trip Generation Manual was used to calculate the number of trips that will be generated by the proposed development. This manual is a compilation of trip data for various land uses as collected by transportation professionals throughout the United States in order to establish the average number of trips generated by those land uses. Table 1 is an estimate of the trips that will be generated by the proposed development. TABLE 1 - GENERATED TRIPS FOR PROPOSED DEVELOPMENT DEVELOPMENT INFORMATION GENERATED TRIPS LAND USE ITE CODE SIZE AM ENTER AM EXIT PM ENTER PM EXIT Apartments 220 260 DU 26 105 104 57 Townhouse 230 60 DU 31 134 130 71 Total 57 239 234 128 'Trip Generation Manual, Institute of Transportation Engineers, Ninth Edition, 2012, Pg. 332 -335, 393- 396. 5 *A&F ENGINEERING Transportation & Si Le Engineering. CAM*, Cede gnu I% SEXTON COMPANIES 96 & SPRINGM //l ROAD — CARMEL, /N INTERNAL TRIPS An internal trip results when a trip is made between two or more land uses without traversing the external public roadway system. The site will be developed with residential land uses only. Therefore, internal trips will not be significant within the development and thus internal trip reductions were not applied for this analysis. PASS BY TRIPS Pass -by trips are trips already on the roadway system that are captured by a land use. The proposed residential development will not generate a significant amount of pass -by trips. Therefore, pass -by trip reductions were not applied for this 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 proposed development must be assigned to the access point and to the public street system. Using the traffic volume data collected for this analysis, traffic to and from the proposed development 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 location of the development, 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 3. PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM Generated traffic volumes that can be expected from the proposed development have been prepared at each of the study area intersections. The total generated traffic volumes of the proposed development for the peak hours are shown on Figure 4. The added traffic volume data are based on the previously discussed trip generation data, assignment of generated traffic, and distribution of generated traffic. 6 likA&F ENGINEERING Transportation & Site Engineering cnuwi aut VI . nu SEXTON COMPANIES 9� S7REET & SPN/NGM //l ROAD — CARMEL. /N CAPACIlY ANALYSIS The "efficiency" of an intersection is based on its ability to accommodate the traffic volumes that approach the intersection. It is defined by the Level -of- Service (LOS) of the intersection. The LOS is determined by a series of calculations commonly called a "capacity analysis ". Input data into a capacity analysis include traffic volumes, intersection geometry, number and use of lanes and, in the case of signalized intersections, traffic signal timing. To determine the LOS at each of the stop controlled study intersections, a capacity analysis has been made using the recognized computer program Synchro2. This program allows multiple intersections to be analyzed and optimized using the capacity calculation methods outlined within the Highway Capacity Manual (HCM)3. To determine the LOS at the roundabout controlled intersection of 96th Street & Springmill Road, a capacity analysis has been made using the recognized computer program Arcady4. DESCRIPTION OF LEVELS OF SERVICE The following list shows the delays related to the levels of service for stop controlled and roundabout controlled 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 2Synchro 8.0, Trafficware, 2011. 3Highway Capacity Manual (HCM) Transportation Research Board, National Research Council, Washington, DC, 2010. 4Arcady 8.0, TRL, 2012. 9 A&F ENGINEERING Transportation & Si Le Engineering r ale VI. 1961 SEXTON COMPANIES 9e STR EET & SPR /NGMILI ROAD — CARME[, /N CAPACITY ANALYSES SCENARIOS To evaluate the proposed development's effect on the public street system, the traffic volumes from each of the various parts must be added together to form a series of scenarios that can be analyzed. The analysis of these scenarios determines the adequacy of the existing roadway system. From the analysis, recommendations can be made to improve the public street system so it will accommodate the increased traffic volumes. An analysis has been made for the AM peak hour and PM peak hour for each of the study intersections for each of the following scenarios: SCENARIO 1: Existing Traffic Volumes — These are the existing traffic volumes that were collected in October 2012. Figure 5 is a summary of these traffic volumes at the study intersections for the peak hours SCENARIO 2: Existing Traffic Volumes + Proposed Development — The sum of existing traffic volumes added to the traffic generated by the proposed development. Figure 6 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 the Appendix. The tables that are included within this report are a summary of the results of the level of service analyses and are identified as follows: Table 2 — 96th Street & Springmill Road Table 3 — 96th Street & Proposed Full Access Drive Table 4 — Springmill Road & Proposed Right - in/Right -out Access Drive 10 *A&F ENGINEERING Transportation & Si Le Engineering Cmini a,w VI. 1966 SEXTON COMPANIES 96 STREET & SPRINGMILL ROAD — CARMEL, /N TABLE 2 —LEVEL OF SERVICE SUMMARY: 96TH STREET & SPRINGMILL ROAD AM PEAK HOUR MOVEMENT /APPROACH SCENARIO 1A 1B 2A 2B Northbound Approach D B E B Southbound Approach F D F E Eastbound Approach E C F D Westbound Approach D C D C _ Intersection F C F D PM PEAK HOUR MOVEMENT /APPROACH SCENARIO 1A 1B 2A 2B Northbound Approach F D F E Southbound Approach C B D B Eastbound Approach C B C B Westbound Approach C B C C Intersection F C F C DESCRIPTION OF SCENARIOS: SCENARIO 1A: Existing Traffic Volumes with Existing Intersection Geometrics. SCENARIO 1B: Existing Traffic Volumes with Proposed Intersection Geometrics.* SCENARIO 2A: The sum of the Traffic Generated by the Proposed Development added to the Existing Traffic Volumes with Existing Intersection Geometrics. SCENARIO 2B: The sum of the Traffic Generated by the Proposed Development added to the Existing Traffic Volumes with Proposed Intersection Geometrics.* *Proposed Intersection Geometrics include the following: • Two lane roundabout with two lanes entering and two lanes exiting on all approaches. 13 tiA.A&F ENGINEERING Transportation & Si Le Engineering Cmini a,w VI. 1966 SEXTON COMPANIES 9B S7REET & SPRINGM //l ROAD — CARME[, /N TABLE 3 - LEVEL OF SERVICE SUMMARY: 96TH STREET & PROPOSED FULL ACCESS DRIVE AM PEAK HOUR MOVEMENT /APPROACH SCENARIO 2 Southbound Approach D Eastbound Left-Turn A Westbound Right -Turn A PM PEAK HOUR MOVEMENT /APPROACH SCENARIO 2 Southbound Approach C Eastbound Left -Turn A Westbound Right -Turn A DESCRIPTION OF SCENARIOS: SCENARIO 2: Sum of the Traffic Generated by the Proposed Development added to the Existing Traffic Volumes with Proposed Intersection Geometries and Control *. *Proposed Intersection Geometrics and Control include the following: • Access Drive constructed with one inbound lane and two outbound lanes. • One exclusive right -turn lane along the eastbound approach to the access drive. • Stop sign controlled intersection with the access drive stopping for 96th Street. 14 A&F ENGINEERING Transportation & Si Le Engineering Cmini a,w VI. 1966 SEXTON COMPANIES 96 STREET & SPRINGM //l ROAD — CARM IN TABLE 4 - LEVEL OF SERVICE SUMMARY: 96TH STREET & PROPOSED RIGHT -IN /RIGHT -OUT ACCESS DRIVE AM PEAK HOUR MOVEMENT /APPROACH SCENARIO 2 Eastbound Approach A PM PEAK HOUR MOVEMENT /APPROACH SCENARIO 2 Eastbound Approach A DESCRIPTION OF SCENARIOS: SCENARIO 2: Sum of the Traffic Generated by the Proposed Development added to the Existing Traffic Volumes with Proposed Intersection Geometries and Control *. *Proposed Intersection Geometrics and Control include the following: • Access Drive constructed as a Right - in/Right -out with one inbound lane and one outbound lane. • One exclusive right -turn lane along the southbound approach to the access drive. • Stop sign controlled intersection with the access drive stopping for Springmill Road. CONCLUSIONS The conclusions that follow are based on existing traffic volume data, trip generation, assignment and distribution of generated traffic, capacity analyses with the resulting levels of service that have been prepared at the study intersections and the field review conducted at the site. These conclusions apply only to the AM peak hour and PM peak hour that were addressed in this study. These peak hours are when the largest volumes of traffic will occur. Therefore, if the resulting level of service is adequate during these time periods, it can generally be assumed that the remaining 22 hours will have levels of service that are equal to or better than the peak hour, since the existing street traffic volumes will be less during the other 22 hours of the day. Queue Analysis A peak hour queuing analysis was conducted along the eastbound approach to the roundabout at 96th Street and Springmill Road to determine if the existing queues along the approach extend beyond the proposed location of the development access along 96th Street. This analysis showed that significant 15 *A&F ENGINEERING SEXTON COMPANIES Transportation & Si Le Engineering crrwq GU. Axe 1965 9B" STREET & SPRINGMILL ROAD — CARMEL, /N queuing is not currently present and under normal conditions, the access drive would not be blocked. In addition, Arcady software was used to model the predicted queue along the eastbound approach that would be present during the peak hours after the proposed development traffic is added to the roadway network. This analysis showed that future queues are not expected to extend beyond the proposed access driveway location. Capacity Analysis 96TH STREET & SPRINGMILL ROAD A level of service review with the existing intersection geometries shows that this intersection operates below acceptable levels of service under the existing traffic conditions Improvements to the roundabout would be required in order to achieve acceptable levels of service during both the AM and PM peak hours. 96TH STREET & PROPOSED FULL ACCESS DRIVE A level of service review with the recommended intersection conditions shows that all approaches to this intersection operate at or above acceptable levels of service under all scenarios considered within this study. SPRINGMILL ROAD & PROPOSED RIGHT- IN/RIGHT -OUT ACCESS DRIVE A level of service review with the recommended intersection conditions shows that all approaches to this intersection operate at or above acceptable levels of service under all scenarios considered within this study. RECOMMENDAT /OAIS Based on the analysis completed for this study and the conclusions, the following recommendations are made to ensure that the roadway system will accommodate the increased traffic volumes due to the proposed development in a safe and efficient manner. 96TH STREET & SPRINGMILL ROAD The roundabout currently experiences heavy volume and delay along the southbound approach during the AM peak hour and the northbound approach during the PM peak hour. As such, the roundabout currently operates below acceptable levels of service during the peak hours. When the proposed development traffic is added to this intersection, the delays will increase slightly and the roundabout will continue to operate below acceptable levels of service. The levels of service at this location could be improved if dual entry and exit lanes were created along the northbound and southbound legs of the 16 A&F ENGINEERING SEXTON COMPANIES Transportation & Si Le Engineering cr1.1w,a6. .1961 96" S7REET & SPRINGMILL ROAD — CARMEL, /N roundabout. However, it is likely these improvements would be made as part of a larger comprehensive project. In addition, any improvements needed at this location are not exclusively a condition caused by the proposed development traffic. 96TH STREET & PROPOSED FULL ACCESS DRIVE The following intersection conditions are recommended when the subject site is developed as proposed: • Access Drive constructed with one inbound lane and two outbound lanes. • The construction of an exclusive westbound right -turn lane along 96th Street at the proposed access drive. • Stop controlled intersection with the access drive stopping for 96th Street. SPRINGMILL ROAD & PROPOSED RIGHT -IN /RIGHT -OUT ACCESS DRIVE The following intersection conditions are recommended when the subject site is developed as proposed: • Access Drive constructed as a right - in/right -out with one inbound lane and one outbound lane. • The construction of an exclusive southbound right -turn lane along Springmill Road at the proposed access drive. • Stop controlled intersection with the access drive stopping for Springmill Road. 17 fRIFF/C IMP4cT STUDY APPiavnIx TABLE OF CONTENTS 96TH STREET & SPRINGMILL ROAD 1 96TH STREET & PROPOSED FULL ACCESS DRIVE 6 SPRINGMILL ROAD & PROPOSED RIGHT -IN /RIGHT -OUT ACCESS DRIVE 9 A&F ENGINEERING Transportation & Site Engineering Creating Order Since 1966 8365 Keystone Crossing Boulevard, Suite 201 Indianapolis, IN 46240 Phone: (317) 202 -0864 Fax: (317) 202 -0908 .'A&F ENGINEERING Transportation & Site Engineering CirrYq Craw Sae 1961 SEXTON COMPANIES 96 STREET & SPRLNGMLLL ROAD - CARMEL, IN 96TH STREET c& SPR/NGM /LL ROAD INTERSECTION DATA TRAFFIC VOLUME COUNTS CAPACITY ANALYSIS 1 .'A&F ENGINEERING Transportation & Site Engineering CirrYq Craw Sae 1961 SEXTON COMPANIES 96 STREET & SPRLNGMLLL ROAD - CARMEL, IN SPRINGM /LL ROAD & PROPOSED RIGHT-INN/RIGHT- OUT ACCESS DRIVE INTERSECTION DATA CAPACITYANAL YS /S 9