TRAFFIC IMPACT STUDY And A TRAFFIC SIGNAL WARRANT ANALYSIS FOR A SENIOR LIVING AND APARTMENT DEVELOPMENT DEERFIELD TOWNSHIP, WARREN COUNTY, OHIO Nantucket Circle and Montgomery Road () Prepared for: ODLE McGUIRE SHOOK 429 N. Pennsylvania St Suite 403 Indianapolis, IN 46204 Prepared By: Jack Pflum, PE, Consulting Engineering And Jamal Adhami, PE, PTOE SHA Engineering, LLC October 13, 2015 1
TABLE OF CONTENTS 1 INTRODUCTION... 3 2 SCOPE OF WORK... 4 3 PROPOSED SITE DEVELOPMENT *... 6 4 AREA CONDITIONS... 7 5 PROJECTED TRAFFIC... 10 REGIONAL GROWTH... 10 TRIP GENERATIONS... 10 TRIP DISTRIBUTION... 10 PEAK HOUR NO-BUILD AND BUILD TRAFFIC VOLUMES... 11 6 TRAFFIC ANALYSIS... 14 CAPACITY ANALYSIS... 14 TRAFFIC SIGNAL WARRANT ANALYSIS... 17 BACK OF QUEUE EVALUATION... 17 7 FINDINGS... 18 TABLES 1. Estimated New Development Site Trips 2. Level of Service Criteria Signalized Intersections 3. Level of Service Criteria Unsignalized Intersections 4 Summary of HCS Analysis 2016/2036 Existing Conditions AM Peak Hour Build and No Build 5. Summary of HCS Analysis 2016/2036 Existing Conditions PM Peak Hour Build an No Build 6. Summary of HCS Analysis 2016/2036 Signalized Conditions AM/PM Peak Hour Build LIST OF FIGURES 1. Site Location Map 2. Site Plan (shown in Appendix A) 3. Existing Conditions - Intersection of /Nantucket Circle/Carriage Square 4. Year 2016 No Build AM/PM Traffic Volumes 5. Year 2036 No Build AM/PM Traffic Volumes 6. New Trip Distribution (Percent) 7. New Trip Distribution AM/PM (Volumes) 8. Year 2016 Build AM/PM Traffic Volumes 9. Year 2036 Build AM/PM Traffic Volumes APPENDIX A. Site Plan (Figure 2) B. Traffic Count Data C. Level of Service Calculations D. Traffic Signal Warrant Analysis E. SYNCHRO Analysis Queue Observations 2
F 1 INTRODUCTION The purpose of this Traffic Impact Study (TIS) is to: Describe and measure the impact of traffic generated by the proposed development on the existing public street system; and Provide a list of conclusions and recommendations required to fully mitigate such impact. The proposed development includes a Senior Living Facility and Low Rise Apartments. The development is located on Montgomery Road ( and SR 3) in Deerfield Township, Warren County, Ohio. It will have access to the public road system at the intersection of and Nantucket Circle. Figure 1 below shows the general location of the development. Figure 1 Location Map Graphic North Nantucket Circle Drive B Drive A Analyzed Intersection Proposed Development Carriage Square 3
2 SCOPE OF WORK The following description of the tasks required to complete a Traffic Impact Study (TIS) are based on telephone conversations and an exchange of emails with the Ohio Department of Transportation (ODOT). ODOT has full authority related to the granting of access on Montgomery Road (WAR 22) and for traffic operations control at the intersection of Montgomery Road and Nantucket Circle/ Carriage Square. Deerfield Township and the Warrant County Engineer s Office have the authority related to driveway access on Nantucket Circle. The study area includes the intersection of Montgomery/Nantucket/Carriage Square and Nantucket Circle site access driveways The TIS will address roadway capacity, safety, and traffic operational issues related to access to/from Montgomery and Nantucket/Carriage Square, including the following: 1. Proposed traffic signal warrant analysis for the intersection of Montgomery/Nantucket; 2. Proposed full movement driveway access Drive A and Drive B) from the Development to Nantucket. Included will be queue lengths and turn lane analysis. 3. Level of Service (LOS) for the intersection of Montgomery/Nantucket for signalized and/or unsignalized conditions. Included will be queue lengths and turn lane analysis. All work tasks accomplished as part of the TIS will conform to standards established by ODOT. The work will also be coordinated with Deerfield Township and Warren County as appropriate. The TIS will follow the current traffic engineering technical requirements and guidelines as published by ODOT. This includes traffic signal operations, LOS computer analysis, queue lengths, safety criteria, trip generation forecast, exclusive turn lanes warrants, and usual and customary traffic engineering standards. Work Tasks 1. Meeting/discussions with Project Team, ODOT, and/or public agencies Discussions and/or meetings will be held with the various jurisdictional agencies and interested parties in order to establish details of scope of work and technical traffic engineering analysis methodology. 2. Existing traffic conditions A site reconnaissance will be conducted for the purpose of identifying aspects of ingress/egress and important roadway characteristics on Montgomery Road and Nantucket Circle. Included in the reconnaissance will be traffic lane geometry and utilization, pavement width, roadway characteristics, traffic controls, signage, applicable Manual of Uniform Traffic Control Devices standards, lighting, and any potential safety issues related to traffic flow. Existing peak hour turning movements will be counted for the weekday time period from 6:00 am to 6:00 pm at the intersection of Montgomery/Nantucket/Carriage Square. 3. Traffic Signal Warrant Analysis -The existing un-signalized intersection of Montgomery/Nantucket/Carriage Square will be analyzed in order to determine whether or not a new traffic signal should be installed. Traffic signal warrant criteria, as published by ODOT, will 4
be applicable. Manual turning movement counts will be conducted (see work task #2 above) in order to establish traffic volumes related to the volume signal warrants. Results of the traffic counts are shown in Appendix B. 4. New traffic volumes and distribution of trips Trip volumes will be estimated for full Build Ou (Phase 1 plus Phase 2)t of the Development. These trips will be calculated by using the Institute of Transportation Trip Generation Manual, Ninth Edition. New trip turning movements for vehicles and trucks will be assigned to the adjacent street system using demographic information and existing traffic flow distribution. 5. Traffic Analysis Study Report - A report will be prepared describing the methodology used for the traffic analysis. The report will include appropriate traffic engineering analysis, conclusions, and recommendations to fully mitigate any potential adverse traffic impacts. Four Scenarios for the Development will be analyzed: Scenario A Base year (2016) traffic with existing roadway geometry and No Build for the Development; Scenario B Forecast year (2036) traffic with existing roadway geometry and full Build Out traffic for the Development; Scenario C - Forecast year (2036) traffic with existing roadway geometry and No Build traffic for the Development; Scenario D - Forecast year (2036) traffic with any necessary roadway improvements and full Build Out traffic for the Development. The report will provide an opinion about the impact of the new Development traffic volumes on the existing roadway and overall traffic operations. The report will recommend any necessary roadway and traffic control improvements necessary to fully mitigate the impact of the new traffic. The final Report will be submitted to ODOT, Deerfield Township, and Warren County Engineer s Office for review and approval. 5
3 PROPOSED SITE DEVELOPMENT * The following land uses are assumed for the proposed site Development. Phase 1 Traditions of Deerfield, a Senior Living Facility with 124 units Phase 2 - A Multi-Family complex consisting of 116 units in several two story low rise buildings. It is assumed, as a base year benchmark that full Phase 1 plus Phase 2 Build Out will be in 2016. The base year for traffic analysis will be 2016 and the forecast year will be 2036. Vehicular and pedestrian access to the site will be from existing Nantucket Circle via the existing intersection of Nantucket and Montgomery. Two proposed driveways, designated as Drive A and Drive B will be located on Nantucket Circle (See Figure 1 and Figure 2). Drive A will be located closest to the intersection of Nantucket and Montgomery. Drive B will provide an alternate ingress/egress for traffic circulation and deliveries to Phase 1. In the future, Drive A will provide direct access to Phase 2 development. As part of the analysis, it will be assumed that about 75% of the traffic for Phase 1 will use Drive A and about 25% will use Drive B. while 100% of the entry and exit traffic for Phase 2 will use Drive A. Figure 2 shows the proposed site plan for Phase 1. See Appendix A. *NOTE Beginning in 2014, several alternative site development plans (Deerfield Springs) were prepared for the subject site. These included Senior Living units, Apartment Units, and a small retail lot. A Traffic Impact Study and Signal Warrant analysis (dated October 1, 2014) was prepared and submitted to public agencies for review. Base year traffic data (opening day) was established for 2015 and ODOT certified traffic volumes were established for 2035. This study will use the base year traffic counts established for the previous Traffic Impact Study. Base year 2015 and future year 2035 will be assumed to be 2016 and 2036 for this Study. This assumption is presumed to be reasonable. 6
4 AREA CONDITIONS Montgomery Road was recently improved by ODOT using access management principles for guidance during project design and construction. Montgomery Road (WAR 022) is designated as and State Route 3. It is a four lane roadway with a center lane reserved for left turning movements. The intersection of Montgomery Road and Nantucket Circle/ Carriage Square is not signalized. The posted speed limit is 45 mph. There are left turn lanes for both northbound and southbound traffic as well as right turn lanes serving Nantucket and Carriage Square. As part of the improvement on Montgomery, a center median was constructed both north and south of Nantucket/Carriage Square. There are sidewalks on both sides of Montgomery. Figure 3 shows existing conditions at the intersection. Nantucket Circle serves a large apartment complex. It is a private driveway constructed on land owned by Deerfield Township. The access driveways for the proposed Development will be located on Nantucket. Carriage Square serves a smaller apartment development and a new Deerfield Township fire station. The new fire station is located on the east side of Montgomery and north of Carriage Square. An opening in the median, just north of the Nantucket/Carriage Square intersection, allows full turning movements for emergency vehicles. A separate driveway connects with Carriage Square for non emergency vehicles. Montgomery is an important collector roadway serving regional traffic. It carries about 26,500 vehicles per day and is designated as access management inventory Category 3H. There are no known safety issues related to accidents in the area. A formal access management plan for has not been completed. Manual turning movement counts were conducted at the intersection of Montgomery and Nantucket on June 3, 2014 for the hours between 6:00 am and 6:00 pm. These counts were used to establish base year 2016 peak hour trips (No Build) and are shown in Figure 4. Peak hours are 7:00-8:00 AM and 5:00-6:00 PM. See Note on page 6. 7
Figure 3 Existing Conditions at the Intersection of Montgomery Road and Nantucket Circle/Carriage Square Proposed Site Development Graphic North 8
N 2/19 1191/829 8/15 1201/863 337/1395 Nantucket 16/93 6/7 10/10 16/17 70/21 6/3 64/18 14/74 325/1385 2/13 10/28 Figure 4 2016 No Build Traffic AM/PM xxx/xxx 1567/916 395/1658 1265/857 341/1472 Nantucket 19/108 3/20 1553/880 10/16 7/7 13/11 20/18 90/23 7/4 83/19 16/88 381/1647 2/15 12/31 Figure 5 2036 No-Build Traffic AM/PM xxx/xxx 1650/910 400/1750 9
5 PROJECTED TRAFFIC Regional Growth Future traffic volumes were estimated for 2036 using ODOT certified traffic data as a resource. The certified traffic was prepared for a proposed commercial development located on Montgomery at the intersection of The Village Drive, about 0.4 miles south of the proposed Development. Certified traffic volumes for the Menards development are shown in the Study prepared for Menards. (Menards, Inc. Development Site, Traffic Impact Study prepared by TEC Engineering, Inc., January, 2014). A worksheet showing traffic calculations for 2016/2036 for No Build and Build is shown in Appendix B. Future traffic volumes for 2036 (No Build) are shown in Figure 5. Trip Generations Trip Generations for the proposed site were estimated utilizing the Institute of Transportation Engineers (ITE) Trip Generation Manual (9 th Edition). Table 1 below provides a summary of new trips generated by the proposed Phase 1 and Phase 2 Development. Table I Estimated New Proposed Development Trips ITE Land Use Unit TOT ADT #254 - Senior Assisted Living (Phase 1) #221 - Low Rise Apartment (Phase 2) TOTAL TRIPS Beds DU s Weekday AM Peak Weekday PM Peak Enter Exit Total Enter Exit Total 124 332 15 7 22 18 18 36 116 980 13 49 62 49 27 76 240 1312 28 56 84 67 45 112 Trip Distribution The following types of trips were considered for the proposed development, Primary Trips Primary trips are made for the specific purpose of visiting the generator. The origin/destination at the generator is the primary reason for the trip. Primary trips distribution is shown in Figures 5 (percent) and 6 (site generated trips). Pass-By Trips Pass-by trips are made as intermediate stops on the way from an origin to a primary trip destination without a route diversion. The Pass-by trips are attracted from traffic passing the site on an adjacent street or roadway that offers direct access to the generator. 10
Diverted Trips and Internal Trips Diverted trips come from the streets near the proposed development and require a diversion from another roadway. Internal trips are those trips that occur with both origin and destination within the site. Neither of these was considered to be applicable in this analysis. The proposed development is not expected to have Pass-by, diverted, or internal trips. Only primary trips are distributed on the adjacent roadway network. The trips estimated for the proposed development were distributed on the adjacent roadway system based on existing directional traffic flow on and market area demographics. Also, see discussion in Section 3 related to allocation of trips to Drive A and Drive B. The net trip allocation to Drive B of the total Phase 1 and Phase 2 trips is 10%. Figure 6 shows the new trip distribution percentage (rounded) and Figure 7 shows the estimated new trips for the proposed Development. Peak Hour No-Build and Build Traffic Volumes Traffic volumes for No-Build conditions, year 2016 and 2036, are shown in Figure 4 and 5. Build conditions for the year 2016 and 2036 are shown in Figures 8 and 9. 11
25% 0 0 25% 25% Nanucket 10% 90% 0 0 0 0 Drive B 10% 90% Drive A 25% 0 75% Figure 6 75% 75% 0 0 75% New Site Trips Distribution (Percent) 7/17 14/11 3/7 Nantucket 3/7 25/60 7/17 6/5 Drive B 50/40 Drive A 14/11 42/34 42/34 21/50 21/50 Figure 7 New Site Trip Distribution AM/PM xxx/xxx Total Trips: Enter: AM=28/PM=67 Exit: AM=56/PM=45 12
9/36 1191/829 8/15 6/7 10/10 20/14 106/52 1208/880 351/1406 13/95 6/5 Nantucket 19/100 25/60 16/17 70/21 76/26 10/28 6/5 Drive B 50/40 Drive A 1307/891 35/124 325/1385 2/13 362/1522 Figure 8 2016 Build Traffic AM/PM xxx/xxx 1573/933 409/1669 18/110 6/5 Nantucket 22/115 25/60 10/37 1553/880 10/16 7/7 13/11 20/18 90/23 96/28 21/15 125/53 12/31 6/5 Drive B 50/40 Drive A 1691/944 37/138 381/1647 2/15 420/1800 Figure 9 Year 2036 Build Traffic AM/PM xxx/xxx 13
6 TRAFFIC ANALYSIS Capacity Analysis Capacity analyses were performed for the signalized intersection and the driveways as indicated in the previous sections of this report. All the analyses were completed for existing conditions/opening day traffic using Highway Capacity Software (HCS). Capacity of an intersection is quantified by the Level of Service (LOS) which is based upon the amount of delay a vehicle experiences while at a particular intersection. The criterion for both signalized and unsignalized intersections are listed below as defined in Chapter 18 and 19 of the most recent Highway Capacity Manual (HCM 2010), Volume 3. Table 2 and Table 3 Level of Service Criteria Table 2. Signalized Intersection LOS Criteria (Exhibit 18-4 HCM) Level of Service Control Delay (seconds/vehicle) A 0-10 B >10 20 C >20 35 D >35 55 E >55 80 F >80 Table 3. Unsignalized Intersection LOS Criteria (Exhibit 19-1 HCM) LOS Control Delay per Vehicle (seconds/vehicle) A < 10 B >10 15 C >15 25 D >25 35 E >35 50 F >50 For signalized intersections a LOS is given for the lane, group, intersection approach and entire intersection. However, for the un-signalized intersection LOS criteria apply to each lane on a given approach and to each approach on Side Street. LOS is not calculated for the major-street approaches or for the intersection. The following is a list of code definitions that are used in the capacity analysis results: EB/WB/NB/SB Eastbound/Westbound/Northbound/Southbound L Left Turn Movement (exclusive left-turn lane or lanes) T Through Movement (exclusive through lane or lanes) R Right Turn Movement (exclusive right turn lane or lanes) LT Shared left turn and through movement lane LTR This provides movements in all directions TR Shared through and right turn movement lane 14
The analysis is completed at the intersection of and Nantucket Circle for the year 2016 and 2036 No-Build and Build Traffic volumes. Initially, the intersection is analyzed as the existing two-way stop control intersection with stop control on the side street approaches. See Table 4 and 5. The analysis completed for the 2016 AM peak hour No-Build shows that all movements except for the Nantucket eastbound left turn will operate with a LOS C or better. The eastbound left turn shows LOS E. Analysis for the 2036 AM peak hours No Build show similar results with the exception that eastbound left turn movements show a LOS F. Table 4 LOS No-Build and Build with Existing Stop Control AM Peak Hour and Nantucket Circle/Carriage Square - Level of Service/Delay (Seconds/Vehicle) -AM Peak Hour No Build Un-Signalized Conditions Eastbound Westbound Northbound Southbound Ex. Lane Intersection Nantucket Circle Use L TR - App. L TR - App. L - - - L - - - - 2016 No E B - C D B - C B - - - A - - - - Build 44.1 13.7-16.2 26.2 13.3-20.9 11.2 - - - 7.9 - - - - 2036 No F C - C E C - D B - - - A - - - - Build 90.3 17.3-23.0 43.2 16.6-33.1 13.7 - - - 8.1 - - - - and Nantucket Circle/Carriage Square - Level of Service/Delay (Seconds/Vehicle) -AM Peak Hour Build UnSignalized Conditions Ex. Lane Use 2016 Build 2036 Build Eastbound Westbound Northbound Southbound Nantucket Circle Intersection L TR - App. L TR - App. L - - - L - - - - F B - C D B - C B - - - A - - - - 56.8 14.4-21.1 31.1 13.9-24.0 11.5 - - - 7.9 - - - - F C - E F C - E B - - - A - - - - 146.4 18.9-37.4 56.3 17.7-41.6 14.2 - - - 8.1 - - - - The analysis completed for the 2016 and 2036 AM peak hour Build conditions shows LOS F for the Nantucket Circle eastbound left turns. The westbound left turn shows a LOS D when analyzed with 2016 traffic volume and a LOS F with 2036 Build traffic volumes. A LOS B and C are observed for the westbound through and right turn lane when analyzed for the 2016 and 2036 Build traffic volumes. The results of the capacity analysis completed for the intersection with un-signalized conditions for Build AM peak hour are summarized in Table 4 above. Similarly, an analysis was completed for 2016 and 2036 PM peak hours with the existing stop controlled intersection. As found in the AM peak hour analysis the results also reflect low LOS for the eastbound and westbound approaches. The delays for the eastbound and westbound left turn shows higher delay as compared to AM build traffic volumes. In particular, the higher delays are observed for the left turn movements. The results of the capacity analysis with PM peak hour build scenarios are summarized Table 5. 15
Table 5 - LOS No-Build and Build with Existing Stop Control PM Peak Hour and Nantucket Circle/Carriage Square - Level of Service/Delay (Seconds/Vehicle) -PM Peak Hour No Build Unsignalized Conditions Eastbound Westbound Northbound Southbound Ex. Lane Intersection Nantucket Circle Use L TR - App. L TR - App. L - - - L - - - - 2016 No F C - D F D - F A - - - B - - - - Build 77.0 17.4-25.5 155.4 28.7-99.4 10.0 - - - 12.5 - - - - 2036 No F C - E F E - F B - - - B - - - - Build 120.7 22.6-39.0 367.8 42.9-231.0 10.3 - - - 14.5 - - - - and Nantucket Circle/Carriage Square - Level of Service/Delay (Seconds/Vehicle) -AM Peak Hour Build With Unsignalized Conditions Ex. Lane Use 2016 Build 2036 Build Eastbound Westbound Northbound Southbound Nantucket Circle Intersection L TR - App. L TR - App. L - - - L - - - - F B - E F E - F B - - - B - - - - 128.7 14.5-38.3 236.7 33.3-146.3 10.4 - - - 12.5 - - - - F C - F F F - F B - - - B - - - - 246.5 17.9-67.6 573.9 52.3-345.3 10.9 - - - 14.5 - - - - Additional analysis is completed at the intersection of and Nantucket Circle/Carriage Square assuming signalized conditions at the intersection. A traffic signal warrant analysis is included in subsequent pages of this section of the report. The summary of capacity analysis is provided in Table 6. The results observed for the build traffic volumes show an acceptable LOS C for the intersection as well as all approaches for all scenarios evaluated in this study. The HCS results are included in Appendix C of the report. Table 6 - Build Condition with Traffic Signal Installed - AM and PM Peak Hour and Nantucket Circle/Carriage Square - Level of Service/Delay (Seconds/Vehicle) -AM Peak Hour Build Signalized Conditions Eastbound Westbound Northbound Southbound Ex. Lane Intersection Nantucket Circle Use L TR - App. L TR - App. L 2T R App. L 2T R App. Overall 2015 C C - C C C - C C B B B C B B C C Build 25.8 27.3-27.0 29.5 25.3-27.8 17.2 17.1 15.2 17.1 11.4 27.7 15.3 27.5 25.2 2035 C D - C C C - C C B B B A C B D C Build 29.3 31.1-31.0 34.4 28.7-32.2 21.1 14.7 12.8 15.3 9.3 32.4 12.4 32.1 28.8 and Nantucket Circle/Carriage Square - Level of Service/Delay (Seconds/Vehicle) -PM Peak Hour Build Signalized Conditions Eastbound Westbound Northbound Southbound Ex. Lane Intersection Nantucket Circle Use L TR - App. L TR - App. L 2T R App. L 2T R App. Overall 2015 C C - C C C - C B C B C B B B B C Build 27.6 28.1-28.0 29.3 27.2-28.3 13.3 30.2 13.9 28.7 18.2 19.5 14.3 19.3 25.3 2035 C C - C C C - C B C B C C B B B C Build 31.1 31.6-31.5 33.1 30.6-32.0 11.4 34.9 11.7 32.9 21.0 16.6 11.9 16.5 16 27.5
Traffic Signal Warrant Analysis Traffic Signal Warrants, contained in the ODOT Manual of Uniform Traffic Control Devices were analyzed for the intersection of and Nantucket Circle/Carriage Square. The intersection under the existing conditions is operating with two lanes for the through movements and exclusive left and right turn lanes on the northbound and southbound approaches of the intersection. Eastbound and westbound approaches are operating with a short exclusive left turn lane and a shared lane for the through and right turns. The traffic signal warrant analysis is completed using 12 hour existing turning movement counts completed at the intersection from 6 AM to 6 PM on an average weekday. Under Build conditions the new development trips were added to the existing traffic volumes at the intersection of US 22/Nantucket Circle/Carriage Square. The following assumptions were made for distributing new trips on the Nantucket Circle approach: - 70% of the ADT total trips will be made between the hours 6AM to 6PM. - Incoming trips and outgoing trips will be split 50% of the total trips - The hourly distribution of the new trips between 6AM and 6PM will be the same as the existing distribution of hourly volumes on the eastbound approach at Nantucket Circle. - For Build traffic volumes a right turn volume reduction factor of 50% is used for the right turn volumes on the side street approach. The estimated traffic volumes for the eastbound approach on Nantucket Circle are shown in Appendix B. The traffic signal warrant analysis for the intersection of and Nantucket Circle/Carriage Square with existing traffic volumes indicates none of the traffic signal warrants are satisfied. The analysis with Build opening day traffic volumes show only peak hour traffic volumes are satisfied. None of the other volumes warrants are satisfied. The signal warrant detailed report is included in Appendix D. Back of Queue Evaluation The current site plan shows that Drive A is located about 135 feet from the stop bar at the intersection of and Nantucket Circle. A SYNCHO model was developed to examine the Queue Lengths on the eastbound approach of the intersection of and Nantucket Circle. The model was developed for the 2036 Build traffic volumes for the AM as well as PM peak hours. See Appendix E. Based on the results of the SYNCHRO analysis, the 95th percentile queue length on the eastbound approach for the eastbound left turn is 62 feet for the AM and 58 feet for the PM peak hours. Similarly, the maximum queue length for eastbound through/right turn is 59 feet for the AM and 21feet for the PM peak hours. Therefore, the queue for the eastbound approach at the intersection of and Nantucket Circle will not block Drive A. 17
7 FINDINGS Previous sections of this study presented detailed analysis of traffic conditions related to existing (No Build) and future (Build) scenarios. That analysis is used to evaluate No Build and Build conditions for the year 2016 and 2036. Both Build and No build conditions show LOS E and F for the Nantucket and Carriage Square approaches. It can be expected that long delays will be experienced by residents of the existing apartment complexes, the proposed site development, and visitors to the new Deerfield Township fire station. However, these delays will occur mostly during the morning and evening peak hours. It is anticipated the delays will be significantly less during off peak hours. The installation of a traffic signal will significantly reduce the delay and provide an acceptable LOS. A new traffic signal is warranted only for the peak hour traffic when evaluating using 2016 estimated opening day Build traffic volumes. It is usual and customary ODOT policy that traffic signals must meet the more rigorous 8-hour warrant in order to install a signal. Recommendations 1. Further discussions should be held with ODOT concerning the possibility of installing a signal. Although ODOT policy does not permit a signal installation under the conditions described in this report, the anticipated situation could lead to unsafe traffic patterns and operations. At the least, the intersection should be monitored after the proposed Traditions of Deerfield site is developed. 2. Approaches on Driveway A and B should be Stop Sign controlled at their intersection with Nantucket Circle. The westbound traffic on Nantucket Circle should move continuously allowing free movements for through and turning traffic. A separate westbound left turn lane should be provided for Driveway A on Nantucket Circle. 3. Landscaping and/or access amenities, such a ground mounted signage, should be designed and constructed so as to provide safe sight distance for drivers. 4. The distance between Driveway A and the Nantucket stop bar at Montgomery Road is about 135 feet. The eastbound Nantucket Circle approach to Montgomery Road should have an exclusive left turn lane and a shared through/right turn lane as shown in the site plan (See Appendix A). The eastbound left turn lane at Montgomery Road, on Nantucket Circle should be 75 feet long. The westbound left turn lane (into the site) at Driveway A on Nantucket Circle should be 40 feet long. The two turning lanes should be connected with an appropriate taper. Although the taper length will be less than standard design guidelines, it is recognized that vehicle speeds on Nantucket Circle will be slow, perhaps in the 10 15 mph range. 5. All traffic related installations, such as traffic control signs, directional signage, and pavement markings, shall conform to the OHIO MUTCD, Warren County Engineer, Deerfield Township, and ODOT standards. When the above recommendations are implemented, the impact of the new traffic generated by Traditions of Deerfield, as described in this report, will be fully mitigated. 18
19