HomeMy WebLinkAboutTraffic Impact Study 3-20-2013
TRAFFIC IMPACT STUDY
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE
CARMEL, INDIANA
________________________________________________
PREPARED FOR
SECURE HOLDINGS, LLC
_________________________________________________
MARCH 2013
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PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
Z:\2013\13018S Secure Holdings Butler Dealership\TIS.doc
COPYRIGHT
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.
2013, A&F Engineering Co., LLC
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
II
TABLE OF CONTENTS
LIST OF FIGURES .......................................................................................................................................................... III
CERTIFICATION ............................................................................................................................................................ III
INTRODUCTION ............................................................................................................................................................... 1
PURPOSE ......................................................................................................................................................................... 1
SCOPE OF WORK............................................................................................................................................................. 1
DESCRIPTION OF PROPOSED DEVELOPMENT ................................................................................................................... 2
STUDY AREA .................................................................................................................................................................. 2
DESCRIPTION OF THE ABUTTING STREET SYSTEM .......................................................................................................... 4
TRAFFIC DATA ............................................................................................................................................................... 4
PEAK HOUR .................................................................................................................................................................... 6
TABLE 1 – INTERSECTION PEAK HOURS .................................................................................................................... 6
GENERATED TRAFFIC VOLUMES FOR PROPOSED DEVELOPMENT ................................................................................... 6
TABLE 2 –TOTAL PEAK HOUR TRIPS GENERATED FOR THE PROPOSED DEVELOPMENT ............................................ 6
INTERNAL TRIPS ............................................................................................................................................................. 7
PASS-BY TRIPS ............................................................................................................................................................... 7
TABLE 3 – PEAK HOUR PASS-BY & NON PASS-BY TRIPS GENERATED FOR THE PROPOSED DEVELOPMENT ............. 7
ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS ............................................................................................... 8
PROPOSED DEVELOPMENT GENERATED TRIPS ADDED TO THE STREET SYSTEM ............................................................ 8
EXISTING REDISTRIBUTED TRAFFIC VOLUMES ............................................................................................................. 14
CAPACITY ANALYSIS ................................................................................................................................................... 14
DESCRIPTION OF LEVELS OF SERVICE .......................................................................................................................... 14
CAPACITY ANALYSES SCENARIOS ................................................................................................................................ 16
TABLE 4 – LEVEL OF SERVICE SUMMARY: 96TH STREET & KEYSTONE PARKWAY ................................................... 19
TABLE 5 - LEVEL OF SERVICE SUMMARY: 96TH STREET & ARONSON DRIVE ........................................................... 20
TABLE 6 - LEVEL OF SERVICE SUMMARY: 96TH STREET & PRIORITY WAY WEST DRIVE ......................................... 21
TABLE 7 - LEVEL OF SERVICE SUMMARY: 96TH STREET & DELEGATES ROW .......................................................... 22
TABLE 8 - LEVEL OF SERVICE SUMMARY: 96TH STREET & H.H. GREGG WEST DRIVE/PROPOSED ACCESS
DRIVE .................................................................................................................................................................. 23
TABLE 9 - LEVEL OF SERVICE SUMMARY: 96TH STREET & H.H. GREGG EAST DRIVE/REALIGNED RANDALL
DRIVE .................................................................................................................................................................. 24
CONCLUSIONS .............................................................................................................................................................. 25
RECOMMENDATIONS .................................................................................................................................................... 28
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
III
LIST OF FIGURES
FIGURE 1: AREA MAP ..................................................................................................................................................... 3
FIGURE 2: EXISTING INTERSECTION GEOMETRICS .......................................................................................................... 5
FIGURE 3A: ASSIGNMENT AND DISTRIBUTION OF GENERATED NON PASS-BY TRAFFIC VOLUMES FROM
PROPOSED DEVELOPMENT (RETAIL) ..................................................................................................................... 9
FIGURE 3B: ASSIGNMENT AND DISTRIBUTION OF GENERATED PASS-BY TRAFFIC VOLUMES FROM PROPOSED
DEVELOPMENT (RETAIL) .................................................................................................................................... 10
FIGURE 3C: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FROM PROPOSED
DEVELOPMENT (RESIDENTIAL) ........................................................................................................................... 11
FIGURE 3D: ASSIGNMENT AND DISTRIBUTION OF GENERATED TRAFFIC VOLUMES FROM PROPOSED
DEVELOPMENT (DEALERSHIP) ............................................................................................................................ 12
FIGURE 4: TOTAL GENERATED TRAFFIC VOLUMES FROM PROPOSED DEVELOPMENT .................................................. 13
FIGURE 5: EXISTING TRAFFIC VOLUMES ...................................................................................................................... 17
FIGURE 6: SUM OF EXISTING REDISTRIBUTED TRAFFIC VOLUMES AND PROPOSED DEVELOPMENT
GENERATED TRAFFIC VOLUMES ......................................................................................................................... 18
CERTIFICATION
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
R. Matt Brown, P.E.
Indiana Registration 10200056
Abhishek A. Joshi, P.E.
Transportation Engineer
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
1
INTRODUCTION
This TRAFFIC IMPACT STUDY, prepared at the request of Secure Holdings, LLC is for a proposed
multi-use development which will be located in the northwest quadrant of the intersection of 96th
Street and Randall Drive 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.
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, obtain turning movement traffic volume counts at the following intersections:
• 96th Street & Keystone Parkway
• 96th Street & Aronson Road
• 96th Street & Priority Way West Drive
• 96th Street & Lakeshore Drive
• 96th Street & Delegates Row
• 96th Street & H.H. Gregg East Drive
• 96th Street & Randall Drive
Second, estimate the number of new trips that will be generated by the proposed 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.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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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.
SCENARIO 2: Existing + Proposed Development – Peak hour traffic volumes generated by
the proposed development added to the existing traffic volumes.
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 Randall Drive in Carmel, Indiana. As proposed, the site will be developed with a 28,905
square foot automobile dealership, an apartment complex comprised of 78 dwelling units, and
approximately 12,000 square feet of general retail land uses. It is proposed that the existing
intersection of 96th Street and Randall Drive will be closed, and a realigned Randall Drive will be
constructed across from the existing signalized H.H. Gregg east drive. An east/west connector will
then connect the realigned Randall Drive to the existing Randall Drive north of 96th Street. Figure
1 is an area map of the site with showing the location of the proposed access drives and the area
roadway network.
STUDY AREA
The study area has been defined to include the following intersections:
• 96th Street and Keystone Parkway
• 96th Street and Aronson Drive
• 96th Street and Priority Way West Drive
• 96th Street and Delagates Row
• 96th Street and H.H. Gregg East Drive/Realigned Randall Drive
Figure 1 shows the study intersection locations.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
4
DESCRIPTION OF THE ABUTTING STREET SYSTEM
This proposed development would be primarily served by the public roadway system that includes
96th Street and Randall Drive.
96th Street – is an east/west roadway. In the vicinity of the subject site, 96th Street is a four lane
roadway with a two-way left-turn lane and a posted speed limit of 35 mph.
Randall Drive – is a north/south roadway. In the vicinity of the subject site, Randall Drive is a two
lane roadway with posted speed limit of 30 mph. It is proposed that the Randall Drive will be
realigned to the existing H.H. Gregg east drive to the south. The intersection of 96th Street and
Randall Drive would be closed when the study site is developed as proposed.
96th Street and Keystone Parkway – This intersection is controlled by an actuated traffic signal.
Figure 2 shows the existing intersection geometrics.
96th Street and Aronson Road – This intersection is controlled by an actuated traffic signal.
Figure 2 shows the existing intersection geometrics.
96th Street and Priority Way West Drive – This intersection is controlled by an actuated traffic
signal. Figure 2 shows the existing intersection geometrics.
96th Street and Delegates Row – This intersection is controlled by an actuated traffic signal.
Figure 2 shows the existing intersection geometrics.
96th Street and H.H. Gregg East Drive – This intersection is controlled by an actuated traffic
signal. Figure 2 shows the existing intersection geometrics.
TRAFFIC DATA
Peak hour manual turning movement traffic volume counts were made by A&F Engineering Co.,
LLC at each of the existing study intersections. 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 during
February and March 2013 in good weather while school was in session. These traffic volume
counts are summarized on Figure 4 for the peak hours. Computer printouts of all data collected
for the counts are included in the Appendix.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
6
PEAK HOUR
Based on the existing traffic volumes that were collected for this study, the adjacent street peak
hours vary between the existing study intersections. Therefore, the actual peak hour at each
intersection will be used for this analysis to represent the maximum traffic volumes at each
intersection. The following table shows the AM peak hour and PM peak hour at the individual
study intersections.
TABLE 1 – INTERSECTION PEAK HOURS
Intersection AM Peak Hour PM Peak Hour
96th Street & Keystone Parkway 7:15 – 8:15 AM 4:45 – 5:45 PM
96th Street & Aronson Drive 7:30 – 8:30 AM 4:45 – 5:45 PM
96th Street & Priority Way W. Drive 7:30 – 8:30 AM 4:30 – 5:30 PM
96th Street & Delegates Row 7:30 – 8:30 AM 4:45 – 5:45 PM
96th Street & H.H. Gregg E. Drive 7:30 – 8:30 AM 4:45 – 5:45 PM
96th Street & Randall Road 7:30 – 8:30 AM 4:45 – 5:45 PM
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 Manual1 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 2 is an estimate of the AM and PM Peak hour trips that will be generated by the proposed
development.
TABLE 2 –TOTAL PEAK HOUR TRIPS GENERATED FOR TH E PROPOSED DEVELOPMENT
DEVELOPMENT INFORMATION PEAK HOUR GENERATED TRIPS
LAND USE ITE
CODE SIZE AM
ENTER
AM
EXIT
PM
ENTER
PM
EXIT
Automobile Sales 841 28,905 SF 41 14 31 48
Apartments 220 78 DU 8 34 39 22
Retail 820 12,000 SF 26 17 69 76
Total Development 75 65 139 146
1Trip Generation Manual, Institute of Transportation Engineers, Ninth Edition, 2012, Pg. 1643-
1647.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
7
INTERNAL TRIPS
An internal trip results when a trip is made between two or more land uses without traversing the
external public roadway system. Internal trips may occur between the proposed apartments and
retail development. However, these internal trips will be minimal and therefore were not
discounted in the traffic volume calculation process for this study.
PASS-BY TRIPS
Pass-by trips are trips already on the roadway system that are captured by a land use. Retail
developments typically generate a significant amount of pass-by trips. Therefore, the pass-by
trip procedure in the ITE Trip Generation Handbook was used to estimate the pass-by trips for
the retail portion of the proposed development. Table 3 summarizes the peak hour pass-by and
non pass-by trips for the proposed development.
TABLE 3 – PEAK HOUR PASS-BY & NON PASS-BY TRIPS GENERATED FOR THE PROPOSED
DEVELOPMENT
DEVELOPMENT INFORMATION PEAK HOUR GENERATED TRIPS
LAND USE ITE
CODE SIZE AM
ENTER
AM
EXIT
PM
ENTER
PM
EXIT
Automobile Sales 841 28,905 SF 41 14 31 48
Apartments 220 78 DU 8 34 39 22
Retail 820 12,000 SF 26 17 69 76
Retail Pass-by Trips (72%) 19 12 50 54
Retail Non Pass-by Trips (28%) 7 5 19 22
Total Pass-by Trips 19 12 50 54
Total Non Pass-by Trips 56 53 89 92
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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ASSIGNMENT AND DISTRIBUTION OF GENERATED TRIPS
The study methodology used to determine the traffic volumes from the proposed development that
will be added to the street system is defined as follows:
1. The volume of traffic that will enter and exit the proposed development must be assigned to
the various access points and to the public street system. Using the traffic volume data
collected for this study analysis, traffic to and from the 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 driveways. For the proposed development, the distribution was based
on the location of the development with respect to the surrounding public roadway system
and near-by population centers, the existing traffic patterns and the assignment of generated
traffic.
The assignment and distribution of generated non pass-by and pass-by traffic volumes for the retail
portion of the proposed development are shown in Figure 3A and Figure 3B respectively. The
assignment and distribution of the generated traffic volumes for the proposed apartments and the
proposed dealership are shown on Figure 3C and Figure 3D respectively.
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 are shown in Figure 4 for the proposed development. These data are based on the
previously discussed trip generation data, assignment of generated traffic, and distribution of
generated traffic. Figures included in the Appendix show the generated non pass-by and generated
pass-by traffic volumes separately for each of the proposed land use.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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EXISTING REDISTRIBUTED TRAFFIC VOLUMES
It is proposed that the existing intersection of 96th Street and Randall Drive will be closed and that a
new Randall Drive will be realigned with the existing signalized H.H. Gregg east drive. The
realignment of Randall Drive with the signalized intersection may result in a redistribution of
southbound left-turning traffic onto 96th Street from Lakeshore Drive East. An estimate of this
redistribution was carried out using the peak hour turning movement counts at the intersection of
96th Street and Lakeshore Drive East, 48-hour traffic volume counts along Lakeshore Drive East
north of Bauer Drive and field observations made of the existing roadway network. Based on the
data and observations, it is estimated that no more than 18 vehicles will divert from Lakeshore
Drive East to the realigned Randall Drive/96th Street intersection during the highest hour.
CAPACITY 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 sign controlled and traffic signal controlled study intersections, a capacity analysis
has been made using the recognized computer program Synchro 2. This program allows multiple
intersections to be analyzed and optimized using the capacity calculation methods outlined
within the Highway Capacity Manual (HCM)3.
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
2Synchro 8.0, Trafficware, 2011. 3Highway Capacity Manual (HCM) Transportation Research Board, National Research Council,
Washington, DC, 2010.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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progression. The number of vehicles stopping is significant at this level,
although many still pass through the intersection without stopping.
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.
Note: Typically, the minimum acceptable LOS is C for minor roadway signalized intersections,
while LOS D is considered the lowest acceptable standard at major signalized
intersections.
The following list shows the delays related to the levels of service for stop sign 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
Note: LOS D is typically considered the lowest acceptable level of service along minor
roadway approaches. However, at intersections with major roadways, LOS E or F is not
uncommon on minor approaches during the peak hours.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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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 peak hour traffic volumes
with existing intersection conditions. Figure 5 is a summary of these traffic
volumes at the study intersections for the peak hours.
SCENARIO 2: Existing Redistributed Traffic Volumes + Proposed Development – These
are the traffic volumes generated by the proposed development added to the
Existing Redistributed Traffic Volumes. 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 in this report are a
summary of the results of the level of service analyses and are identified as follows:
Table 4 – 96th Street & Keystone Parkway
Table 5 – 96th Street & Aronson Drive
Table 6 – 96th Street & Priority Way West Drive
Table 7- 96th Street & Delegates Row
Table 8 – 96th Street & H.H. Gregg West Drive/Proposed Access Drive
Table 9 – 96th Street & H.H. Gregg East Drive/Realigned Randall Drive
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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TABLE 4 – LEVEL OF SERVICE SUMMARY: 96TH STREET & KEYSTONE PARKWAY
AM PEAK HOUR
MOVEMENT
SCENARIO
LOS/Delay
1A 1B 2A 2B
Northbound Approach D C D D
Southbound Approach E E F E
Eastbound Approach E E E E
Westbound Approach F F F F
Intersection E/66.7 E/57.9 E/70.6 E/60.6
PM PEAK HOUR
MOVEMENT
SCENARIO
LOS/Delay
1A 1B 2A 2B
Northbound Approach D D D D
Southbound Approach D D E D
Eastbound Approach F F F F
Westbound Approach F E F E
Intersection E/68.2 E/57.1 E/73.9 E/62.6
Note: Delays are measured in seconds/vehicle
DESCRIPTION OF SCENARIOS:
SCENARIO 1A: Existing Traffic Volumes with Existing Intersection Geometrics and Control.
SCENARIO 1B: Existing Traffic Volumes and Addition of an Exclusive Westbound Right-Turn
Lane to the Existing Intersection Geometrics and Control.
SCENARIO 2A: Existing Traffic Volumes added to the Traffic Generated by the Proposed
Development with Existing Intersection Geometrics and Control.
SCENARIO 2B: Existing Traffic Volumes added to the Traffic Generated by the Proposed
Development and Addition of an Exclusive Westbound Right-Turn Lane to the
Existing Intersection Geometrics and Control.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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TABLE 5 - LEVEL OF SERVICE SUMMARY: 96TH STREET & ARONSON DRIVE
AM PEAK HOUR
MOVEMENT SCENARIO
1 2
Northbound Approach C C
Southbound Approach C C
Eastbound Approach A A
Westbound Approach A A
Intersection A A
PM PEAK HOUR
MOVEMENT SCENARIO
1 2
Northbound Approach C C
Southbound Approach C C
Eastbound Approach A A
Westbound Approach A A
Intersection A A
DESCRIPTION OF SCENARIOS:
SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometrics and Control.
SCENARIO 2: Sum of Existing Traffic & Proposed Development Generated Traffic with
Existing Intersection Geometrics and Control.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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TABLE 6 - LEVEL OF SERVICE SUMMARY: 96TH STREET & PRIORITY WAY WEST DRIVE
AM PEAK HOUR
MOVEMENT SCENARIO
1 2
Northbound Approach C C
Southbound Approach C C
Eastbound Approach A A
Westbound Approach A A
Intersection A A
PM PEAK HOUR
MOVEMENT SCENARIO
1 2
Northbound Approach F F
Southbound Approach C C
Eastbound Approach A A
Westbound Approach A A
Intersection D D
DESCRIPTION OF SCENARIOS:
SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometrics and Control.
SCENARIO 2: Sum of Existing Traffic & Proposed Development Generated Traffic with
Existing Intersection Geometrics and Control.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
22
TABLE 7 - LEVEL OF SERVICE SUMMARY: 96TH STREET & DELEGATES ROW
AM PEAK HOUR
MOVEMENT SCENARIO
1 2
Northbound Approach C C
Southbound Approach C C
Eastbound Approach A A
Westbound Approach A A
Intersection A A
PM PEAK HOUR
MOVEMENT SCENARIO
1 2
Northbound Approach F F
Southbound Approach C C
Eastbound Approach C C
Westbound Approach B B
Intersection D D
DESCRIPTION OF SCENARIOS:
SCENARIO 1: Existing Traffic Volumes with Existing Intersection Geometrics and Control.
SCENARIO 2: Sum of Existing Traffic & Proposed Development Generated Traffic with
Existing Intersection Geometrics and Control.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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TABLE 8 - LEVEL OF SERVICE SUMMARY: 96TH STREET & H.H. GREGG WEST DRIVE/PROPOSED
ACCESS DRIVE
AM PEAK HOUR
MOVEMENT SCENARIO
2
Northbound Approach F
Southbound Approach F
Eastbound Left-Turn B
Westbound Left-Turn A
PM PEAK HOUR
MOVEMENT SCENARIO
2
Northbound Approach F
Southbound Approach F
Eastbound Left-Turn A
Westbound Left-Turn C
DESCRIPTION OF SCENARIOS:
SCENARIO 2: Sum of Existing Traffic & Proposed Development Generated Traffic with
Proposed Intersection Conditions*.
* The proposed intersection conditions include:
• The proposed access drive aligned with the existing H.H. Gregg West Drive.
• Stop sign controlled intersection with the proposed access drive/H.H. Gregg West Drive
stopping for 96th Street.
• Access drive constructed with one inbound lane and two outbound lanes.
• The existing two-way left-turn lane along 96th Street utilized by the left-turning traffic into
the proposed access drive.
• The existing westbound right-turn lane at the intersection of 96th Street and Delegates Row
should be extended east to serve the access drive.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
24
TABLE 9 - LEVEL OF SERVICE SUMMARY: 96TH STREET & H.H. GREGG EAST DRIVE/REALIGNED
RANDALL DRIVE
AM PEAK HOUR
MOVEMENT SCENARIO
2
Northbound Approach C
Southbound Approach C
Eastbound Approach A
Westbound Approach B
Intersection B
PM PEAK HOUR
MOVEMENT SCENARIO
2
Northbound Approach D
Southbound Approach D
Eastbound Approach B
Westbound Approach A
Intersection B
DESCRIPTION OF SCENARIOS:
SCENARIO 2: Sum of Existing Traffic & Proposed Development Generated Traffic with
Proposed Intersection Conditions*.
* The proposed intersection conditions include:
• Randall Drive realigned with the existing H.H. Gregg East Drive.
• Southbound Randall Drive constructed with an exclusive left-turn lane and a shared
through/right-turn lane.
• This intersection will be controlled by the existing traffic signal (to be modified).
• The construction of eastbound left-turn lane along 96th Street at the realigned Randall
Drive. This left-turn lane can be constructed utilizing the existing two-way left-turn lane
along 96th Street at this drive.
• The westbound right-turn lane at Delegates Row should be extended back to serve the
access drives serving this development.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
25
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.
REDISTRIBUTION OF EXISTING TRAFFIC
The realignment of Randall Drive with the signalized intersection of 96th Street and H.H. Gregg E.
Drive could result into diversion of the southbound left-turning traffic at the intersection of 96th
Street and Lakeshore Drive East to the realigned Randall Drive. Based on traffic data collected for
this analysis and the area roadway network layout, it is estimated that no more than 18 vehicles will
divert from Lakeshore Drive East to the realigned Randall Drive/96th Street intersection during the
highest hour.
96TH STREET & KEYSTONE PARKWAY
Existing Traffic (Scenario 1) - A review of the level of service for this intersection, 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 and PM peak hour.
Existing Traffic with Addition of Westbound Right-Turn Lane (Scenario 1B) – This intersection will
continue to operate at level of service E with the addition of the right-turn lane. However, the
average intersection delay will reduce by approximately 10 seconds per vehicle with the added turn
lane.
Existing Traffic + Proposed Development Traffic with Existing Intersection Geometrics (Scenario
2A) - When the traffic volumes generated from the complete build-out of the proposed development
are added to the existing traffic volumes, the intersection will operate at level of service E during the
peak hour. The proposed development generated traffic will increase the overall traffic at this
intersection by less than 2% during the highest hour.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
26
Existing Traffic + Proposed Development Traffic with Addition of Westbound Right-Turn Lane
(Scenario 2B) –When the traffic volumes generated from the complete build-out of the proposed
development are added to the existing traffic volumes, this intersection will continue to operate at
level of service E with the addition of a westbound right-turn lane. However, the average
intersection delay will reduce by approximately 10 seconds per vehicle with the added turn lane.
96TH STREET & ARONSON DRIVE
Existing Traffic (Scenario 1) - A review of the level of service for this intersection, with the existing
traffic volumes and existing intersection conditions, has shown that this intersection operates at
acceptable levels during the AM peak hour and PM peak hour.
Existing Traffic + Proposed Development Traffic (Scenario 2) - When the traffic volumes generated
from the complete build-out of the proposed development are added to the existing traffic volumes,
this intersection will continue to operate at acceptable levels during the AM peak hour and PM peak
hour with the existing intersection conditions.
96TH STREET & PRIORITY WAY WEST DRIVE
Existing Traffic (Scenario 1) - A review of the level of service for this intersection, with the existing
traffic volumes and existing intersection conditions, has shown that the northbound approach to this
intersection experiences delays during the PM peak hour. The delays are primarily due to the heavy
exiting traffic from the existing office park during the PM peak hour.
Existing Traffic + Proposed Development Traffic (Scenario 2) - When the traffic volumes generated
from the complete build-out of the proposed development are added to the existing traffic volumes,
the delays increase at this intersection. However, the proposed development generated traffic will
increase the overall traffic at this intersection by less than 5%.
96TH STREET & DELEGATES ROW
Existing Traffic (Scenario 1) - A review of the level of service for this intersection, with the existing
traffic volumes and existing intersection conditions, has shown that the northbound approach to this
intersection experiences delays during the PM peak hour. The delays are primarily due to the heavy
exiting traffic from the existing office park during the PM peak hour.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
27
Existing Traffic + Proposed Development Traffic (Scenario 2) - When the traffic volumes generated
from the complete build-out of the proposed development are added to the existing traffic volumes,
the delays increase at this intersection. However, the proposed development generated traffic will
increase the overall traffic at this intersection by less than 5%.
96TH STREET & H.H. GREGG WEST DRIVE/PROPOSED ACCESS DRIVE
Existing Traffic + Proposed Development Traffic (Scenario 2) - When the traffic volumes generated
by the complete build-out of the proposed development are added to the existing traffic volumes,
the northbound and southbound approaches to this intersection will experience delays during the
peak hours with the recommended intersection conditions. The delays along the northbound and
southbound approaches are mainly due to the existing traffic volumes along 96th Street and the
resulting lack of gaps in the through traffic stream. However, the near-by traffic signal at the
intersection of 96th Street & Delegates Row and 96th Street & H.H. Gregg E. Drive/Realigned
Randall Drive should provide gaps in the traffic stream along 96th Street which can be used by
vehicles exiting the H.H. Gregg W. drive and the proposed access drive.
96TH STREET & H.H. GREGG EAST DRIVE/REALIGNED RANDALL DRIVE
Existing Traffic + Proposed Development Traffic (Scenario 2) - When the traffic volumes generated
by the complete build-out of the proposed development are added to the existing traffic volumes,
this intersection will operate at acceptable levels of service during the peak hours with the
recommended intersection conditions.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
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RECOMMENDATIONS
Based on the analysis completed for this study, the following recommendations are formulated.
96TH STREET & KEYSTONE PARKWAY
This intersection operates at level of service E under existing conditions. When the proposed
development generated traffic volumes are added to the existing traffic volumes, the intersection
will continue to operate at level of service E and the peak hour delays are expected to increase by
approximately 5 seconds per vehicle. The addition of a westbound right-turn lane at the intersection
will decrease peak hour intersection delays under both scenarios (existing traffic and existing +
proposed development traffic) by approximately 10 seconds per vehicle. While the addition of this
turn lane would improve operations at this location, significant delays under both traffic scenarios
will still be present during the peak hours.
96TH STREET & ARONSON DRIVE
This intersection will operate at acceptable levels of service during the peak hours with the
projected traffic volumes and the existing intersection geometrics and traffic signal. Therefore, no
improvements are necessary at this intersection to accommodate the growth in traffic due to the
proposed development.
96TH STREET & PRIORITY WAY WEST DRIVE
The northbound approach to this intersection experiences delays during the PM peak hour. The
delays are primarily due to the heavy exiting traffic from the existing office park during the PM
peak hour. The proposed development generated traffic will increase the overall traffic at this
intersection by less than 5%. The delays at this intersection are unrelated to the proposed
development generated traffic volumes, hence no improvements are recommended at this
intersection.
96TH STREET & DELEGATES ROW
The northbound approach to this intersection experiences delays during the PM peak hour. The
delays are primarily due to the heavy exiting traffic from the existing office park during the PM
peak hour. The proposed development generated traffic will increase the overall traffic at this
intersection by less than 5%. The delays at this intersection are unrelated to the proposed
development generated traffic volumes, hence no improvements are recommended at this
intersection.
PROPOSED MULTI-USE DEVELOPMENT
96TH STREET & RANDALL DRIVE - CARMEL, IN
29
96TH STREET & H.H.GREGG WEST DRIVE/PROPOSED ACCESS DRIVE
The following intersection conditions are recommended when the subject site is developed as
proposed:
• The proposed access drive aligned with the existing H.H. Gregg West Drive.
• Stop sign controlled intersection with the proposed access drive/H.H. Gregg West Drive
stopping for 96th Street.
• Access drive constructed with one inbound lane and two outbound lanes.
• The existing two-way left-turn lane along 96th Street utilized by the left-turning traffic into
the proposed access drive.
• The existing westbound right-turn lane at the intersection of 96th Street and Delegates Row
should be extended east to serve the access drive.
96TH STREET & H.H.GREGG EAST DRIVE/REALIGNED RANDALL DRIVE
The following intersection conditions are recommended when the subject site is developed as
proposed:
• Randall Drive realigned with the existing H.H. Gregg East Drive.
• Southbound Randall Drive constructed with an exclusive left-turn lane and a shared
through/right-turn lane.
• This intersection will be controlled by the existing traffic signal (to be modified).
• The construction of eastbound left-turn lane along 96th Street at the realigned Randall
Drive. This left-turn lane can be constructed utilizing the existing two-way left-turn lane
along 96th Street at this drive.
• The westbound right-turn lane at Delegates Row should be extended back to serve the
access drives serving this development.
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