HomeMy Public PortalAbout1999-09 Zoning MapORDINANCE NO. 1999- p
AN ORDINANCE AMENDING THE GREENCASTLE PLANNING AND
ZONING ORDINANCE BY AMENDING THE ZONING MAP
WHEREAS, the Plan Commission of the City of Greencastle, pursuant to the
Petition of CEI Engineering Associates, Inc. (Wal- Mart), has prepared this ordinance
to amend the Greencastle Planning and Zoning Ordinance by amending the zoning map;
WHEREAS, the Greencastle Plan Commission has reported that it held public
hearings concerning this ordinance on May 24, 1999, after timely notice of the hearing
was given by publication in the Balmer- Graphic Greencastle, Indiana on May 14, 1999
and on June 28, 1999, after timely notice of the hearing was given by publication in the
Banner- Graphic, Greencastle, Indiana on June 18, 1999,
WHEREAS, the Greencastle Plan Commission has reported that it paid reasonable
regard to the following factors enumerated in IC 36 -7 -4 -603 in consideration of the
Ordinance and determination of a recommendation to be made to the Common Council:
1. the comprehensive plan;
2. current conditions and the character of current structures and uses in each
district,
3. the most desirable use for which the land in each district is adapted;
4. the conservation of property values throughout the jurisdiction, and
5. responsible growth and development.
WHEREAS, the Greencastle Plan Commission has certified this ordinance to the
Common Council with a recommendation by a majority vote in favor of adoption,
WHEREAS, the Common Council has considered the recommendation of the
Greencastle Plan Commission and has paid reasonable regard to the factors enumerated in
IC 36 -7 -4 -603 before acting on this ordinance;
WHEREAS, the Common Council has determined that this ordinance should be
adopted without amendment as certified by the Greencastle Plan Commission.
Therefore,
BE IT ORDAINED AND ADOPTED BY THE COMMON COUNCIL OF THE CITY
OF GREENCASTLE,INDIANA:
SECTION 1. REZONING
That the City of Greencastle Zoning Map, Chapter 10 -38 of the City of
Greencastle Code, is hereby amended by changing the zoning classification for the
following described real estate from from I1 (Light Industrial District) and I2 (General
Industrial District) to C3 (General Business District):
22.2 acres located at 1800 East State Road 240, Section 23, Greencastle
Township from It (Light Industrial District) and 12 (General Industrial
District) to C3 (General Business District). Legal description attached.
This ordinance takes effect upon passage.
The Clerk - Treasurer of the City of Greencastle is ordered to have this ordinance
published by inserting a copy of the ordinance in each of the two (2) sets of the City of
Greencastle Code maintained on file for public inspection in the office of the Clerk-
Treasurer.
i
THIS ORDINANCE was passed and adopted this /�x4ay of Z' = 1999.
J
Nan Yidi Pres
'1 n
Pamm Jones V
Clerk- Treasurer
Presented by me to the Mayor of Greencastle, Indiana, this ��a Y of
1999, at VII/ L� o'clock .m.
e
Approved and signed by me this day
o'clock,/2-m.
Z TE ST: i
amm Jones
v
Clerk- Treasurer
SYNOPSIS
e 4&1 C' / / 1
Pamm Jones,
Clerk-Treasurer
of /(/ Gf ; 1999, at
aney Mi hael
Presiding Officer
This ordinance amends the Greencastle Zoning Map, Chapter 10 -38 of the City of Greencastle Code
to rezone Amendment to Zoning Map, Chapter 10 -38 of the City of Greencastle Code to
rezone 22.2 acres located at 1800 East State Road 240, Section 23, Greencastle Township
from 11 (Light Industrial District) and I2 (General Industrial District) to C3 (General
Business District).
Petitioner: CEI Engineering Associates, Inc. (Wall-Mart)
Owner: John Sturgeon
EXHIBIT A 0
The following described real estate located in the City of Greencastle, Putnam County,
State of Indiana, to -wit:
E
is
GREENCASTLE CITY PLAN COMMISSION
DOCKET NO. 1999 -2
SUBJECT: Amendment to Zoning Map, Chapter 10 -38 of the City of Greencastle Code to
rezone 22.2 acres located at 1800 East State Road 240, Section 23, Greencastle
Township from I1 (Light Industrial District) and I2 (General Industrial District) to
C3 (General Business District).
Petitioner: CEI Engineering Associates, Inc. (Wal -Mart)
Owner: John Sturgeon
WHEREAS, the Plan Commission of the City of Greencastle, initiated and prepared the attached ordinance to
amend the Greencastle Planning and Zoning Ordinance by amending the zoning map;
WHEREAS, the Greencastle Plan Commission has reported that it held public hearings concerning this ordinance
on May 24, 1999, after timely notice of the hearing was given by publication in the Banner- Graphic Greencastle,
Indiana on May 14, 1999 and on June 28, 1999, after timely notice of the hearing was given by publication in the
Banner- Graphic Greencastle, Indiana on June 18,1999;
WHEREAS, the Greencastle Plan Commission has reported that it paid reasonable regard to the following factors
enumerated in 1C 36 -7 -4 -603 in consideration of the ordinance and determination of a recommendation to be
made to the Common Council:
0 1. the comprehensive plan,
1 current conditions and the character of current structures and uses in each district,
3. the most desirable use for which the land in each district is adapted;
4. the conservation of property values throughout the jurisdiction, and
5. responsible growth and development.
WHEREAS, the Greencastle Plan Commission certifies this ordinance to the Cormtton Council with a favorable
recommendation, subject to the conditions or commitments attached hereto and/or stated in the minutes of the
Plan Commission, and incorporated herein and made a part of this certification.
Dated this 28th day of June, 1999,
GREENCASTLE CITY PLAN COMMISSION
BY:
• Presiding Officer
ATTEST: _
Secretary
E
Wal -Mart 1962 -1
Greencastle, IN
CEI project # 14665.0
Memorandum
To: Bill Stoat
By: Richard W. Rogers, RLA
Senior Landscape Architect
Corporate Office
Date: 6121199
Distribution: JDG/JHNIFile
Via facsimile: email bstout @ceieng.com & facsimile 770 - 424 -9282
Please find the following as a conceptual synopsis of the landscaping intent for the above
captioned project:
Along the entire western side of the proposed development, four to six canopy
deciduous trees will be provided with a double row of deciduous or evergreen shrubs.
The trees to be specified shall be installed by balled and burlaped with a minimum
caliper size of 1 1 /2 ". An apparent appropriate mixture of species would be a Trident,
Norway, and /or Red Maple. The shrubbery to be specified shall be installed in
containers at a minimum five gallon size. An apparent appropriate mixture of genus
would be Common Ninebark, Burning Bush Euonymus, Leatherleaf Mahonia or
Viburnum, Spiraea, Mugo Pine, and /or Bayberry.
This will provide an adequate screening effect within two to five years time. The
shrubbery shall be maintained to a maximum height of six feet. The screen
dimension shall exceed the required three foot width and six foot high stipulation as
specified by designated zoning as it related to residential.
C Along the eastern side, a similar arrangement of trees shall occur. However,
shrubbery will be provided in alternating double and single rows of deciduous or
evergreen shrubs. Plants specified shall be installed in containers at a minimum five
gallon size and an apparent appropriate mixture of genus would be Creeping or
Chinese Juniper, Common Boxwood, Cotoneaster and /or Evergreen Euonymus, to S
maintain the three foot height restriction adjacent to public street rights -of -way and
required side yard of a corner lot.
This will also provide an adequate screening effect within two to five years time.
The shrubbery shall be maintained to a maximum height of three feet.
• Along the northwestern corner, at the base of a secure fence for the storm water
management area, a single row of evergreen shrubs will be provided. Plants
specified shall be installed in containers at a minimum five gallon size and an
apparent appropriate genus would be Evergreen Euonymus or Chinese Juniper to
maintain the three foot height restriction in required front yards.
• All other areas disturbed by construction shall be, at a minimum, seeded with an
appropriate seed mixture consistent with the hardiness zone of the development,
fertilized, and watered to maintain soil stabilization and reduce the chance for
erosion.
• All plant material and installation shall meet the American Association of Nurseymen
standards.
If you have any questions or concerns, please call.
0
TRAFFIC ANALYSIS
Wal S - M.Iq 4 g z z' >,`p { ? g e E h
Store No. 902-1 1
Located on SR 240,'/4 Mile East of Veterans Memorial Highway
Greencastle, Indiana
May 18, 1999
•
Submitted to:
CEI Engineering Associates
Marietta, GA
Prepared by:
• TRAFFIC ENGINEERING GROUP
USA Toll Free 1 -888- 252 -9962
0
11
Project Description
A Wal -Mart shopping center is proposed on the south side of SR 240 in Greencastle,
Indiana. Site access is proposed at two locations along SR 240. SR 240 is a 2 -lane facility
with shoulders. The posted speed limit on LaPorte Avenue is 55 mph.
The shopping center consists of a WaI -Mart commercial establishment with on -site
parking sufficient to serve its own parking demands. The proposed shopping center also
contains two outlots. Outlots are typically drive -in banks, retail stores, restaurants, or
small offices. The total gross leasable area for the shopping center is 211,200 square
feet. Traffic generated at shopping centers is based on gross leasable area.
Data Collection
Twenty -four hour traffic data was collected for SR 240. The following chart summarizes
existing traffic volumes on SR 240.
Begins
EB
WB Total
12:00 AM
34
139
173
1:00 AM
24
27
51
2:00 AM
10
32
42
3:00 AM
22
23
45
4:00 AM
72
13
85
5:00 AM
233
78
311
6:00 AM
517
219
736
7:00 AM
312
400
712
8:00 AM
230
276
506
9:00 AM
222
226
448
10:00 AM
240
309
549
11:00 AM
276
318
594
12:00 PM
358
323
681
1:00 PM
287
264
551
2:00 PM
376
368
744
3:00 PM
414
567
981
4:00 PM
356
434
790
5:00 PM
345
416
761
6:00 PM
304
434
738
7:00 PM
216
301
517
8:00 PM
215
181
396
9:00 PM
127
109
236
10:00 PM
122
91
213
11:00 PM
65
119
184
TRAFFIC ENGINEERING GROUP 2
1.888- 252 -9962
s
Trip Generation
Trip generation data was obtained from Trip Generation e Edition Data from over
650 shopping centers serve as the basis for generating trip volumes for this project. Trip
generation is based on the gross leasable area for the development. The following table
illustrates the composition and square footage for this shopping center.
Wal -Mart Store
183,200
Outlot 1
14,000
Outlot 2
14,000
Total Square Feet
211,200
Based on a shopping center development with 211,200 square feet of gross leasable area,
the following traffic volumes can be expected. Note that shopping centers draw a certain
percentage of traffic from the existing traffic (i.e., "passby" traffic) and therefore not all
trips tabulated below are "new trips ". For this particular shopping center, this percentage
is estimated at 25 %.
Percent Volume
Trips Entering Exiting Entering Exiting
Weekday 11,024 50% 50% 5,512 5,512
PM Peak 1,028 48% 52% 493 535
Trip Distribution
Trip distribution was based on existing traffic volumes. This distribution is illustrated
below. Applying site traffic distribution percentages to site traffic volumes yields the
following overall site traffic volumes projected for peak hour conditions:
SR 240
-4 42%
Peak Hour Trip Distribution
3:00 -4:00 PM
Shopping Center Traffic
3:00 -4:00 PM
9
' hlstitute of Transportation Engineers, 1997
TRAFFIC ENGINEERING GROUP
1 -888- 252 -9962
—4 �
SR 240
E
Overall site traffic volumes can be furthered distributed to each entrance to predict
exiting and entering turning movements. The net impact of this distribution process is
summarized below. Note that the traffic volumes presented below represent site traffic.
Note: Values shown represent
vehicles per hour entering/
exiting each access point
C
Distribution of Peak Hour Site Traffic
Above graphic illustrates traffic
ENTERING AND EXITING the Site
Values shown in terms of
Vehicles per Hour
11
TRAFFIC ENGINEERING GROUP
1- 888 - 252 -9962
4
Level of Service Analysis
Main Entrance at SR 240
The net traffic volume at each intersection and entrance to be analyzed is the summation
of existing traffic volumes plus site traffic at that location. Additionally, these volumes
must be adjusted for "pass -by" traffic. Pass -by represents that portion of site traffic
already on the roadway. For this analysis, the percent pass -by is estimated at 25 %. The
following table summarizes traffic volumes at the main entrance and SR 240 for level -of
service analysis:
Southbound Westbound Northbound _Eastbound
R T L R T L R T L R T L
0 207 166 286 29 41
-105 -77
Using the above traffic volumes, the level of service for a signalized entrance is
summarized below (see appendix). The 90% max queue value helps to provide an
estimate of the maximum expected queue length (in feet) for each lane:
The level of service analysis assumed the presence of auxiliary lanes satisfying current
INDOT criteria. For this entrance, left and right turn lanes are required for both SR 240
and the shopping center driveway.
4
•
•
TRAFFIC ENGINEERING GROUP
1- 888. 252 -9962
EXISTING VOLUMES
P LUS SITE
TRAFFIC
LOS
90% Max
cycle =60 sec
Queue (feet)
Intersection
B
S Approach
B
RT
B
111
LT
B
191
E Approach
B
TH
A
168
LT
B
75
W Approach
A
RT
A
25
TH
A
137
The level of service analysis assumed the presence of auxiliary lanes satisfying current
INDOT criteria. For this entrance, left and right turn lanes are required for both SR 240
and the shopping center driveway.
4
•
•
TRAFFIC ENGINEERING GROUP
1- 888. 252 -9962
" T h e o v e r a l l l e v e l o f s e r v i c e f o r t h i s f u t u r e s i g n a l i z e d i n t e r s e c t i o n i s ` B " . T h i s i s
a c c e p t a b l e p r o v i d e d p r o p e r d e s i g n o f v e h i c l e s t o r a g e l e n g t h a n d d e c e l e r a t i o n l e n g t h i s
i n c o r p o r a t e d i n t o t h e i n t e r s e c t i o n .
A u x i l i a r y L a n e s
T h e l e n g t h o f t u r n l a n e s a r e a f u n c t i o n o f s p e e d l i m i t a n d c o m p r i s e d o f t w o e l e m e n t s :
1 . S t o r a g e l e n g t h r e q u i r e d f o r v e h i c l e s d u r i n g p e a k h o u r c o n d i t i o n s
2 . D e c e l e r a t i o n l e n g t h n e e d e d b a s e d o n s p e e d l i m i t
B a s e d o n t h e l e v e l o f s e r v i c e a n a l y s i s , t h e w e s t b o u n d l e f t t u r n s t o r a g e l e n g t h s h o u l d b e 7 5
f e e t . A d d i t i o n a l l y , a p p r o x i m a t e l y 5 5 0 - 6 0 0 f e e t o f d e c e l e r a t i o n l e n g t h i s r e q u i r e d .
T h e r e f o r e , t h e w e s t b o u n d l e f t t u r n l a n e s h o u l d b e a p p r o x i m a t e l y 6 2 5 - 6 7 5 f e e t w i t h a 1 0 0 -
f o o t t a p e r .
S i m i l a r l y , l e v e l o f s e r v i c e a n a l y s i s s u g g e s t s a n o r t h b o u n d r i g h t t u r n l a n e o f 1 1 1 f e e t f o r
s t o r i n g v e h i c l e s . A d d i t i o n a l l y , a p p r o x i m a t e l y 1 3 5 f e e t o f d e c e l e r a t i o n l e n g t h i s r e q u i r e d .
T h e r e f o r e , t h e n o r t h b o u n d r i g h t t u r n l a n e s h o u l d b e a p p r o x i m a t e l y 2 4 6 f e e t w i t h a 1 0 0 -
f o o t t a p e r .
D e c e l e r a t i o n f o r a n e a s t b o u n d r i g h t t u r n l a n e i s n o t w a r r a n t e d d u e t o t h e a v a i l a b i l i t y o f a
" s e c o n d a r y e n t r a n c e t o t h e w e s t . H o w e v e r , a t a p e r i s r e c o m m e n d e d t o h e l p f a c i l i t a t e a n y
p o t e n t i a l r i g h t - t u r n i n g t r a f f i c .
S e c o n d a r y E n t r a n c e a t S R 2 4 0
A s e c o n d a r y e n t r a n c e i s p r o p o s e d a p p r o x i m a t e l y 5 8 5 f e e t w e s t o f t h e m a i n e n t r a n c e . T h e
p e a k h o u r r i g h t t u r n v o l u m e i s e s t i m a t e d a t 2 5 7 v e h i c l e s . T h e e x i s t i n g e a s t b o u n d v o l u m e
i s 4 1 4 . B a s e d o n t h e s e v o l u m e s , a r i g h t t u r n l a n e s h o u l d b e p r o v i d e d .
T h e l e n g t h o f t h e r i g h t t u r n l a n e i s a f u n c t i o n o f s p e e d l i m i t . F o r a s p e e d l i m i t o f 5 5 m p h ,
I N D O T r e q u i r e s 5 5 0 - 6 6 0 f e e t o f d e c e l e r a t i o n w i t h a 1 0 0 - f o o t t a p e r . S t o r a g e l e n g t h w i l l
n o t b e r e q u i r e d s i n c e t h i s a f r e e - f l o w i n g t y p e e n t r a n c e .
T h e u n s i g n a l i z e d l e v e l - o f - s e r v i c e f o r t h i s e n t r a n c e i s ` B " f o r t h e e x i t i n g r i g h t - t u r n
m o v e m e n t ( s e e a p p e n d i x ) . T h e e x p e c t e d m a x i m u m q u e u e l e n g t h f o r t h i s l a n e i s o n e
v e h i c l e .
0
T R A F F I C E N G I N E E R I N G G R O U P
1 . 8 8 8 - 2 5 2 - 9 9 6 2
Traffic Signal Warrant 0
Traffic signals should not be installed unless one or more of the primary signal warrants
are met. The primary signal warrants include:
• Warrant #1 — Minimum Vehicular Volume
• Warrant 92 —Interruption of Continuous Traffic
• Warrant #3 — Minimum Pedestrian Volume
Warrant #1 — Minimum Vehicular Volume
This warrant is intended for application where the volume of the intersecting traffic is the
principal reason for consideration of signalization. The warrant is satisfied when, for
each of any eight hours of an average day, the traffic volume on the major street and on
the higher volume minor street exceed certain threshold values. These major street and
minor street volumes are for the same 8 hours. In this instance, because the major street
traffic exceeds 40 mph, threshold values are reduced 30 %. The threshold volumes are.
350 for the major approaches (both directions) and 105 for the minor approach (one
direction). In this instance, State Road 240 is considered the major street and the
Shopping Center entrance is the minor street.
The following chart summarizes traffic volumes at the proposed main entrance. Hourly
traffic distribution for SR 240 is based on existing patterns. The hourly distribution for
shopping center traffic is based on historical data per ITE Trip Generation Manual.
Warrant 41 is satisfied for eleven hours, therefore, a traffic signal is warranted at this
location. Additionally, due to the proximity of this entrance to an existing traffic signal
on SR 240 at Veterans Memorial Highway, located approximately 1 /4 mile to the west,
signal interconnection should be considered.
0
TRAFFIC ENGINEERING GROUP
1- 888 - 252 -9962
Entrance
Warrant #1 Satisfied?
Begins
SR 240
NBL
NBR
Total NB
SR 240
Entrance
10:00 AM
549
258
150
408
YES
YES
11:00 AM
594
296
172
468
YES
YES
12:00 PM
681
327
190
517
YES
YES
1:00 PM
551
300
174
474
YES
YES
2:00 PM
744
272
158
q30
YES
YES
3:00 PM
981
265
154
419
YES
YES
4:00 PM
790
283
164
447
YES
YES
5:00 PM
761
286
166
452
YES
YES
6:00 PM
738
269
156
425
YES
YES
7:00 PM
517
289
168
457
YES
YES
8:00 PM
396
162
94
256
YES
YES
9:00 PM
236
62
36
1 98
1 NO
I NO
Warrant 41 is satisfied for eleven hours, therefore, a traffic signal is warranted at this
location. Additionally, due to the proximity of this entrance to an existing traffic signal
on SR 240 at Veterans Memorial Highway, located approximately 1 /4 mile to the west,
signal interconnection should be considered.
0
TRAFFIC ENGINEERING GROUP
1- 888 - 252 -9962
Traffic Signal Interconnection
The firm of D.L. Savage Engineering, Inc. performed system operation analysis for the
proposed traffic signal (see appendix). The analysis was performed assuming that the
Wal -Mart entrance will line up with an existing driveway or street entrance to the north.
The analysis determined that opposing left turns should be planned for the shopping
center entrance and that during certain time periods, traffic flow on US 240 will actually
perform better without coordination of the traffic signals. The analysis recommends
time -based coordination capabilities between the new signal and the existing signal at SR
240 and Veterans Memorial Highway. Furthermore, the analysis recommends the new
signal be fully actuated and that the eastbound approach to Veterans Memorial Highway
be actuated as well to minimize delay during periods of non - system operation.
Accident Analysis
Crash Location reports were evaluated for the years 1994 thru August of 1998. With the
exception of one or two deer strikes, no accidents were recorded within 1 /2 mile of the
proposed shopping center entrance (see appendix).
Conclusions
The primary entrance to the shopping center should include left and right turn lanes for
each approach. The eastbound right turn lane need only be a standard taper due to the
presence of a secondary entrance located to the west for right - turning traffic.
This secondary entrance is located approximately 500 feet west of the primary entrance.
This entrance will serve right- turning vehicles (only) entering and exiting the site. This
entrance will require a standard right turn lane for entering traffic and one exiting lane
(for right- turning traffic).
The primary entrance should be signalized with time -based coordination equipment
compatible with the existing signalized intersection at SR 240 and Veterans Memorial
Highway, located approximately 1 /a mile to the west. The signal should also be fully
actuated and detection should be installed for the eastbound approach at Veterans
Memorial Highway to minimize delay during periods of non - system operation.
TRAFFIC ENGINEERING GROUP
1- 888 - 252 -9962
" A ]
A
B
C
D
E
"
E
T E N D I X
L e v e l o f S e r v i c e A n a l y s i s P r i m a r y E n t r a n c e
L e v e l o f S e r v i c e A n a l y s i s S e c o n d a r y E n t r a n c e
I n t e r c o n n e c t A n a l y s i s
1 9 9 6 A n n u a l A v e r a g e D a i l y T r a f f i c
C r a s h L o c a t i o n R e p o r t
T R A F F I C E N G I N E E R I N G G R O U P
i - 8 8 8 - 2 5 2 - 9 9 6 2
Appendix
I SR 240 at Main Entrance
EBRT, WBLT, NBLT, NBRT
SIGNAL94 /TEAPAC[V1 L1.41 - Display Of Intersection Parameters
0
.0
0
-- - - - - - - - - - - -
{
------
---------------
378
--
12.0
--
1
--
---- 29
-------- ------
12.0
- -
1
- ---
\
LOSTTIME = 3.0 sec.
0
SR 240 at Main Entrance
EBRT, WBLT, NBLT, NBRT
0 0
0 .0
0 0
286
12.0
1
SIGNAL94 /TEAPAC[V1 L1.41 - Capacity Analysis Summary
Intersection Averages:
Degree of Saturation (v /c) .47 Vehicle Delay
-------------------------
Sq 11 1 Phase 1 1 Phase 2 1
* * / ** ------------------- - - - - --
04/19/"
16:29:1
7.0 Level of Service E
T <
v
North <* +> + + + +>
v * + V
-------------------------
G /C= .271 G /C= .596
G= 16.3" G- 35.7"
Y +R= 4.0" Y +R= 4.0"
OFF= .Oo OFF =33.80
-------------------------
C= 60 sec G= 52.0 sec = 86.7- Y= 8.0 sec = 13.3o Ped=
04/19/9c
16:29:Of
Key: VOLUMES -- .
WIDTHS
v LANE,'
--------------------
\ 0 .0 0
------------- - - - - -- { \
-- 462 12.0 1
-------------------
/ 207 12.0 1 North
{ ------- - - - - --
0 166 Phasing: SEQUENCE 1:
0 12.0 PERMSV N N N i
0 1 OVERLP Y Y Y
LEADLAG LD LI
0 sec = ' .0
Appendix A
Lane
Width /I
g/C
Service
Rate
Adj
513
HCM
L
90 °s Max
Group
Lanes
Reqd Used
@C (vph)
@E
volume
I v/c
Delay
S
Queue
-------------------------------------------------------------------------
*B+
75
-- - -
ft
- - --
S Approach
12.9
B
RT
12/1
152
.288
399
456
184 404
11.5
B
111 ft
LT 12/1 .214 .288
1
-------------------------------------------------------------------------------
1 451 1
509
1 318 .625
13.7
*B
191 ft
E Approach
5.2
B+
TH
12/1
.306
.612
1125
1140
513
.450
4.2
A
168
ft
LT
-----------------------------------------------------------------------
12/1
.456 1
.612
328
1 361
230 1
.637
7.4
*B+
75
-- - -
ft
- - --
W Approach 3.6 A
RT
12/1
.038
1583
1583
32
020
.0
A
25
ft
TH
12/1
.258
11.000 1
.612
1125
1 1140
420
.368
3.9
1 A
137
ft
0
HCS: Unsignaiized Intersections Release 3.1a
TWO -WAY STOP CONTROL(TWSC) ANALYSIS
lnalyst: CMS
Intersection: SR 240 at WalMart Entrance #2
Count Date:
Time Period:
Intersection Orientation: East -West Major St.
Vehicle Volume Data:
Movements:
2
3
4
5
---------------------------------------
volume:
414
257
0
567
HFR:
414
257
0
567
PHF:
1.00
1.00
1.00
1.00
PHV:
0.03
0.00
0.00
0.03
9
41
41
1.00
0.00
Pedestrian Volume Data:
Movements:
-------------------------------------
Flow:
Lane width:
® Walk speed:
% Blockage:
Median Type: None
# of vehicles: 0
Flared approach Movements:
# of vehicles: Northbound 0
# of vehicles: Southbound 0
Appendix
Lane usage for movements 1,2 &3 approach: Lane 3
Lane 1 Lane 2
L T R L T R L T R
------------------------------------------
N N N Y N N N
Channelized: N
Grade: 0.00
Lane usage for movements 4,5 &6 approach: Lane 3
Lane 1 Lane 2
L T R L T R L T R
-------------------------------
-- ------ - - - - --
-------
N- - --- - Y - - -- N N N N N N N
Channelized: N
Grade: 0.00
Appendix ]
Lane usage for movements 7,8 &9 approach:
Lane 1 Lane 2
L T R L T R L
N N Y N N N N
Channelized: N
Grade: 0.00
Lane 3
T R
--------------- - - - - -- -
N N
Lane usage for movements 10,11 &12 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-----------------------------------------------------------------------------------------
N N N N N N N N N
Channelized: N
Grade: 0.00
Data for Computing Effect of Delay to Major Street Vehicles:
Length of study period, hrs: 0.25
-----------------------------------------------------------
Worksheet 4 Critical Gap and Follow -up time calculation.
Critical Gap Calculations:
Movement
4
9
Eastbound
Westbound
Shared In
volume, major
th vehicles:
0
0
Shared In
volume, major
rt vehicles:
0
0
Sat flow
rate, major th
vehicles:
1700
1700
Sat flow
rate, major rt
vehicles:
1700
1700
Number of
major street
through lanes:
1
1
Length of study period, hrs: 0.25
-----------------------------------------------------------
Worksheet 4 Critical Gap and Follow -up time calculation.
Critical Gap Calculations:
Movement
4
9
t c,base
4.1
6.2
t c,hv
1.0
1.0
P by
0.00
0.00
t c,g
2.2
0.1
G
0.00
0.00
t 3,it
0.0
0.0
t C, T:
1 stage
0.00
0.00
t c
1 stage 4.1 6.2
Follow Up Time Calculations:
Movement
4
9
-------------------------------------------
t f,base
2.2
3.3
t f,HV
0.9
0.9
P by
0.00
0.00
t f
2.2
3.3
•
-----------------------------
•
Appendix
Worksheet 6 Impedance and capacity equations
Step l: RT from Minor St.
-------------------
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Step 2: LT from Major St.
9 12
414
643
1..00
643
0.94
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St-
-----------------------------------------
Worksheet 10 delay,queue length, and LOS
4 1
----------------------------------------------
671
929
1.00
929
1.00
--------------------------------------- - - - - --
Movement 1 4 7 8 9 10 ----- -
11 12
----------- ------------ I -----
I II I
I II I
41
v(vph) 643
C m(vph) 929
v/c 0.06
95% queue length 11.0
Control Delay B
LOS
Approach Delay 11.0
Approach LOS B
- - - --
----------------------------------------------- -
Appendix
System Operation Analysis
Under system operation, two or more traffic signals work together with a
common cycle length to allow platoons of traffic to move through the system
with a minimum number of stops. Whether or not a group of signals work more
efficiently as a system or as isolated intersections depends upon distances
between signals, vehicle speed, traffic volumes and signal phasing.
A preliminary analysis was made to examine whether or not a signal at the new
Wal -Mart entrance should operate as a system with the adjacent signal to the
west at Indianapolis Road and Veterans Memorial Highway. Teapac /Signal 94
software was used to determine optimum cycle length and Teapac /Nostop
software was utilized to evaluate the efficiency of various cycle lengths
based upon assumed 45 green bands and a distance between signals of 1320
feet (1/4 mile).
Optimum cycle lengths for the PM peak hour were in the range of 60 to 70
seconds depending upon what signal displays are used for left turning
traffic. For system operation, cycle lengths near 40 seconds or 120 seconds
would be required to work efficiently. There will be some periods of the day
when this would be practical, however it appears that at least part of the
day, system operation should not utilized.
Signal Phasing
Level of Service during the peak hour for various treatments of SR 240 left
turns are summarized below. S
SR 240 left turn
display
Total Vehicle Delay
Total Intersection LOS
Permissive only
16 sec /veh
C
Protected /permissive
arrow
10 sec /veh
C
Protected only arrow
26 sec /veh
D
If a permissive only or protected /permissive display is used, it is important
that the left turn lanes be constructed to oppose each other so as allow
adequate sight distance.
Recommendations
• I£ left turn lanes can be constructed to provide adequate sight distance,
it is recommended that either permissive only or protected permissive left
turns be used on Indianapolis Road (SR 240). This recommendation is
subject to INDOT Crawfordsville District policies for left turn displays
in this area.
• Since it appears that system operation will not be effective during parts
of the day, it is recommended that a fully actuated signal be installed.
Time based coordination capabilities should be included in lieu of hard
wire interconnection with Veterans Memorial Highway.
• Vehicle detection should be added to the eastbound approach to
Indianapolis Road & Veterans Memorial Highway to allow fully actuated
control during hours of non - system operation. This becomes increasingly
important as commercial development grows along this corridor.
D. L. Savage Engineering, Inc.
gai'8pendi}:
1W 240 at Main Entrance
RT, WBLT, NBLT, NBRT
SIGNAL94 /TEAPAC[Vl L1.41 - Display of Intersection Parameters
04/19/95
16:29: OE
SR 240 at Main Entrance 04/19/9
EBRT, WBLT, NBLT, NBRT 16 :29:11
SIGNAL94 /TEAPAC[V1 L1.41 - Capacity Analysis Summary
Intersection Averages:
Degree of Saturation (v /c) .47 Vehicle Delay 7.0 Level of Service B;
-------------------------
Sq 11 1 Phase l I Phase 2
* * / *< -------------------------
v
North <* +> + - + +>
V * + v
-------------------------
® G /C= .271 G /C= .596
G= 16.3" G= 35.7"
Y +R= 4.0" Y +R= 4.0"
OFF= .Oo OFF= 33.8 °s
C= 60 sec G= 52.0 sec = 86.'76 Y= 8.0 sec = 13.36 Ped=
0 sec = .0`
Key: VOLUMES -- ,
0
0
1 WIDTHS
.0
.0 .0
%r LANE,-
0
0 0
--------------------
\ 0
.0 0
----- -- - - - - -- /
\
-------------
- - - - -- / \
-- 462
12.0 1
0 .0 0 /
+
-------------------
/ 207
12.0 1 North
------------- - - - - --
378 12.0 1 --
____-----------
-
-------------------
\
/
------- - - - - --
29 12.0 1 \
-------------- - - - - --
286
0 166
Phasing: SEQUENCE 11
12.0
.0 7 -2.0
]?ERMSV N N N i\
LOSTTIME = 3.0 sec.
1
0 1
OVERLP Y Y Y 5
LEADLAG LD LL
SR 240 at Main Entrance 04/19/9
EBRT, WBLT, NBLT, NBRT 16 :29:11
SIGNAL94 /TEAPAC[V1 L1.41 - Capacity Analysis Summary
Intersection Averages:
Degree of Saturation (v /c) .47 Vehicle Delay 7.0 Level of Service B;
-------------------------
Sq 11 1 Phase l I Phase 2
* * / *< -------------------------
v
North <* +> + - + +>
V * + v
-------------------------
® G /C= .271 G /C= .596
G= 16.3" G= 35.7"
Y +R= 4.0" Y +R= 4.0"
OFF= .Oo OFF= 33.8 °s
C= 60 sec G= 52.0 sec = 86.'76 Y= 8.0 sec = 13.36 Ped=
0 sec = .0`
Appendix A
Lane Width/ g/C Service Rate Adj
Group I Lanesl Reqd Used I @C (vph) @F.. Volume v/c
S Approach
zICM I L 90 - Max
Delay S Queue
12.9 B 0
RT
12/1
152
288
399
456
184
404
11.5
B
111
ft
LT
----------------------------------------------------------
12/1
.214
.288
451
509
318
.625 1
-----
13.7
----------
*B
191
- - -
ft
- --
E Approach
5.2 B+
TH
12/1
.306
.612
1125
1140
513
450
4.2
A
168
ft
LT
12/1
.4:56
.612
328
361
230
.63'7
7.4
*B+
75
ft
W Approach
3.6 A
RT
1 12/1 1
.038
1.000
1583
1583
32
.020
.0
A
25
ft
TH
--------------------------------------------------
12/1
.258
.612
1 1125
1 1140
420
---------------
.368
3.9
--------
A
7.37
- -
ft
- - --
L_l
0
HCS: Unsignalized Intersections Release 3.1a
TWO -WAY STOP CONTROL(TWSC) A14ALYSIS
Analyst: CMS
® ntersection: SR 240 at WalMart Entrance # 2
Count Date:
Time Period:
Intersection Orientation: East-West Major St.
Vehicle Volume Data:
Movements:
2
3
------
4
- -
5
- - --
9
------------------------------------------------------
-------- - - -
Volume:
- --
- -- 414
-
25 7
0
567
n1
HER:
414
257
0
56`1
41
pHF
1.00
1.00
1.00
1.00
1.00
PHV:
----------------------------------
0.03
0.00
0.00
0.03
------
0.00
- - - - --
Pedestrian Volume Data:
Movements:
tippendi:
Flow:
vane width:
Walk speed:
Blockage:
Median Type: None
# of vehicles: 0
Flared approach Movements:
# of vehicles: Northbound 0
of vehicles: Southbound 0
Lane usage for movements 1,2 0 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T
--------------------------------------------------------
---------
---------------------------------------
- - - --
N Y N N N Y N N N
Channelized: N
Grade: 0.00
Lane usage for movements 4,5 &6 approach: Lane 3
Lane 1 Lane 2
L T R L T R L T
-----------------
----------------
----------------
--------- - - - - --
Y N
N N N N N
® Channelized: N
Grade: 0.00
AppendiX 2
Lane usage for movements 7,8 &9 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
N N Y N N N N N N S
Channelized: N
Grade: 0.00
Lane usage for movements 10,11 &12 approach:
Lane 1 Lane 2
L T R L T R
N N N N N N
Channelized: N
Grade: 0.00
Lane 3
L T R
N N N
Data for Computing Effect of Delay to Major Street Vehicles:
Length of study period, hrs: 0.25
Worksheet 4 Critical Gap and Follow -up time calculation.
Critical Gap Calculations:
Movement
4
9
Eastbound
Westbound
Shared In
voltune, major
th vehicles:
0
0
Shared In
volume, major
rt vehicles:
0
0
Sat flow
rate, major th
vehicles:
1700
1700
Sat flow
rate, major rt
vehicles:
1700
1700
Number of
major street
through lanes:
1
1
Length of study period, hrs: 0.25
Worksheet 4 Critical Gap and Follow -up time calculation.
Critical Gap Calculations:
Movement
4
9
----------------------------------------
t c,base
4.1
6.2
t c,hv
1.0
1.0
P by
0.00
0.00
t c,g
0.1
G
0.00
0.00
t 3,1t
0.0
0.0
t c,T:
1 stage
0.00
0.00
t C
1 stage 4.1 6.2
Follow Up Time Calculations:
Movement 4 9
-----------------------------------------------------------------------------------------
t f,base 2.2 3.3 •
t r:,HV 0.9 0.9
P by 0.00 0.00
t f 2.2 3.3
y ppendi'-
Worksheet 6 Impedance and capacity ecuations
Step 1: RT from Minor St.
-----------------
0 nflicting Flows 414
otential Capacity 643
Pedestrian Impedance Factor 1.00
Movement Capacity 643
probability of Queue free St. 0_94
--------------------------------------- - - - - --
12
-------------------------- - - - - --
Step 2: LT from Major St.
---------------------------------------------------------
----------- - - - - --
Conflicting Flows 671 999
Potential Capacity 1.00
Pedestrian Impedance Factor
Movement Capacity 929
Probability of Queue free St. 1.00
--------------------------------------- - - - - --
Worksheet 10 delay,queue length, and LOS
1
------------------------------
------------------------------
Movement 1 4 7 B 9 10 - --
11 12
----------------------------------
---------------------
- -
I II I
I II I
v(vph) 929
C m(vph)
' r1c
®
95% queue length
Control Delay
LOS
Approach Delay 11.0
Approach LOS
----------------------------- -------------- - - - - --
41
643
0.06
11.0
B
•
Appendix s
System Operation Analysis A
Under system operation, two or more traffic signals work together with a
common cycle length to allow platoons of traffic to move through the system
with a minimum number of stops. Whether or not a group of signals work more
efficiently as a system or as isolated intersections depends upon distances
between signals, vehicle speed, traffic volumes and signal phasing.
A preliminary analysis was made to examine whether or not a signal at the new
Wal -Mart entrance should operate as a system with the adjacent signal to the
west at Indianapolis Road and Veterans Memorial Highway. Teapac /Signal 94
software was used to determine optimum cycle length and Teapac /Nostop
software was utilized to evaluate the efficiency of various cycle lengths
based upon assumed 45% green bands and a distance between signals of 1320
feet (1/4 mile). -
optimum cycle lengths for the PM peak hour were in the range of 60 to 70
seconds depending upon what signal displays are used for left turning
traffic. For system operation, cycle lengths near 40 seconds or 120 seconds
would be required to work efficiently. There will be some periods of the day
when this would be practical., however it appears that at least part of the
day, system operation should not utilized.
Signal Phasing
Level of Service during the peak hour for various treatments of SR 240 left
turns are summarized below.
SR 240 left turn
displa
Total Vehicle Delay
Total Intersection LOS
Permissive only
16 sec /veh
C
Protected /permissive
arrow
1.0 sec /veh
C
P rotected only arrow
26 sec /veh
D
If a permissive only or protected /permissive display is used, it is important
that the left turn lanes be constructed to oppose each other so as allow
adequate sight distance.
lJ
Recommendations
C If left turn lanes can be constructed to provide adequate sight distance,
it is recommended that either permissive only or protected permissive left
turns he used on Indianapolis Road (SR 240). This recom�.aendation is
subject to IHDOT Crawfordsville District policies for left turn displays
in this area.
a Since it appears that system operation will not be effective during parts
of the day, it is recommended that a fully actuated signal be installed.
Time eased coordination capabilities should be included in lieu of hard
wire interconnection with Veterans Memorial Highway.
® Vehicle detection should be added to the eastbound approach to
Indianapolis Road 6 Veterans Memorial Highway to allow fully actuated
control during hours of non - system operation. This becomes increasingly
important as commercial development grows along this corridor.
D. L. Savage Engineering, Inc.
Appeni
O Greenfield Walmart
Indianapolis Road & New Walmart Entrance
Permissive lefts
SIGNAL94 /TEAPAC[Ver 1.20] - Capacity Analysis Summary
05/18/99
12:26:06
Intersection Averages for Int # 2 - Indianapolis Road & New Walmart
Degree of Saturation (v /c) 0.66 Vehicle Delay 16.0 Level of Service C+
-------------------------
Sq 11 1 Phase 1 1 Phase 2 1
* * / ** -- -- - - - -- — -- -- -- -- - - - ---
+ +
+ + + + + +1
/1\ 1<+ +> < + + + +1
f I 1 * * * *I
I + + i -+ v I
North I <* + >I + + + +> I
I +
* + I
I G/C =0.212 I G/C =0.588 I
G= 12.T' 1 G= 35.3" I
Y4 -R= 5.0" I Y-FR= 7.0"
OFF= 0.0% I OFF =29.5% I
-------------------------
e C= 60 sec G= 48.0 sec =
80.0% Y
=12.0
sec =
20.0%
Fed= 0.0
sec
= 0.0%
-- - - - --- - -- - - --
I Lane (Width /1 g/C I
--- - --
Service
- -- - -
Rate) Adj
--- --
I
I HCM
--' -- -
I L 190% Maxl
I Group I Lanesl Reqd Used I
@C (vph)
@S
IVolumel v/c
I Delay
I S I
Queue I
SB Approach
12.3
B
-----------------------------------------------------------------------------
I RT 1 12/1 10.042 10.212 1
277 1
336
1 37
10.110
1 12.3
1 B 1
25 ft1
ILT +TH 1 12/1 10.038 10.212 1
315 1
376
1 37
10.098
1 12.3
1 B 1
25 ftl
NB Approach
31.0
D+
- - - - -- -- --
I RT 1 12/1 10.167 10.212 1
--- - - -
277 1
- --
336
-
1 207
- - - --
10.616
1 16.2
1 C +1
138 ftl
ILT +TH 1 12/1 10.236 10.212 1
315 1
376
1 357
10.949
1 39.5
I *D 1
237 ftl
WB Approach
14.4 B
I TH +RTI 12/1 10.417 10.621 1 1139 1 1153 1 728 10.631 1 5.4 1 B +1 232 ft1
I LT 1 1211 10.670 10.621 1 238 1 269 1 259 10.963 1 39.8 1 *D 1 83 ftl
- - - - -- ------- ----- - - - - --
EB Approach 4.8 A
e ______________________
I TH 1 12/1 10.308 10.621 1 1144 1 1157 1 517 10.447 1 4.0 1 A 1 165 ftl
I LT 1 12/1 10.038 10.621 1 99 1 121 1 75 10.605 1 10.1 1 B 1 25 ft1
------------------------------------------------ ------- ---------- ---- -- -- - - - - --
Append
C
Greenfield Walmart
Indianapolis Road & New Walmart Entrance
Protected lefts
05/18/99
12:33:21
SIGNAL94 /TEAPAC[Ver 1.20) - Capacity Analysis Summary
Intersection Averages for Int 44 2 - Indianapolis Road & New Walmart
Degree of Saturation (v /c) 0.77 Vehicle Delay 25.9 Level of Service D+
-------------------------------------
Sq 14 1 Phase 1 1 Phase 2 1 Phase 3 1
* + / ** -------------------------------------
1 + + +
1 + + I + * * * *l
/1\ 1 <+ +> I <+ < * * * *I
I I I * * * *I I
+ + ++ v
North I <* +>I +>1 + + + +> I
I i * + I +
I * + 1 +
-------------------------------------
1 G/C =0.219 I G/C =0.137 I G/C =0.373 1
I G= 15.3" 1 G= 9.6" 1 G= 26.1" 1
1 Y +R= 5.0" 1 Y +R= 7.0" Y +R= 7.0" 1
1 OFF= 0.0 1 OFF =29.1% 1 OFF =52.7$ 1
C= 70 sec G= 51.0 sec = 72.9% Y=19.0 sec 27.1%
Red= 0.0 sec = 0.0%
-------------------------------------------------------------------------------
1 Lane ]Width /I
g/C
I
Service
Ratel
Adj
I I
HCM
1 L 190% Max1
I Group I Lanesl Reqd
Used I
@C (vph)
@E IVolumel
v/c I
Delay
I S 1
Queue I
SB Approach
10.5
B
1 RT 1 12/1
10.048
10.456
1
672 1
722 1
37
10.051 1
6.9
1 B +1
25
ft1
ILT +TH 1 12/1
10.043
10.219
1
315 1
389 1
37
10.095 1
14.1
1 B 1
28
ftl
NB Approach
25.6
D+
-----------------------------------------------------------
I RT 1 12/1
10.175
10.456
1 672 1
722 1
207
10.287 1
7.8
1 B +1
111
ft1
ILT +TH 1 12/1
10.243
10.219
1
315 1
389 1
357
10.918 1
36.0
1 *D 1
274
ft1
WB Approach
34.7
D
__-----------------------------------------------------------------------------
1 TH +RTI 12/1
10.422
10.401
1 686 1
744 1
728
10.978 1
34.1
I *D 1
429
ftl
I LT 1 12/1
10.168
10.165
1 221 1
293 1
259
10.884 1
36.3
I *D 1
213
ft1
® EB Approach
13.6
B
I TH 1 12/1
10.315
10.401
1 669 1
747 1
517
10.692
1 13.1
1 B 1
305
ft1
1 LT 1 12/1
-----------------------------------------------------
10.073
10.165
1 221 1
293 1
75
10.256
-------
1 16.6
-- -----
1 C +I
------
62
--
ft1
- - --
Append
Nostop Cycle Length Analysis — 40 mph
3reencastle walmart Preliminary Analysis for System Operation 0 °1/18/99
tasume 45% Through Greens 10:24;23
t0 mph
sOSTOP /TEAPAC - Optimum Progression Data
Cycle Length = 45.0 sec
Speed Factor = 1.000 = 1000 / 1000
Band Left -Right = 19.8 aec = 43.9 i of cycle
Band Right -Left = 19.8 see = 43.9 4 of cycle
Band Ratio = 1.00 LR /RL (1,00 desired)
Efficiency = 97.6 % of smallest split
s
iOSTOP /TEAPAC
- Graph
of Efficiency versus
Cycle
Speed
Opt
Bandwidth (sec and
%) and Hand
Efficiency (%)
7ycle
Factr
E£fic
0 10 20 30 40
50 60
70 80 90 100
cycle
(sec)
(-)
(b)
+--_-+_-_-+----+-_-- +__--
+__-- +_- _-
+---- +_--- +____+
(sec)
40
1.000
83.3
+
*
40
45
1.000
97.6
+
*
45
50
1.000
88.9
+
*
50
55
1.000
79.6
+
*
55
60
1.000
70.4
+
*
60
65
1.000
64.4
+
*
65
70
1.000
60.3
+
*
10
75
1.000
55.2
+
*
75
80
1.000
50.0
+
*
80
B5
1,000
46.8
+
*
85
90
1.000
44.4
,+
*
90
95
1.000
46.5
+
*
95
100
1.000
48.9
+
*
100
105
1.000
52.1
+
x
105
110
1.000
54.5
+
■
110
115
1.000
55.8
+,
*
115
120
1.000
57.4
+
x
120
125
1.000
59.8
+
*
125
130
1.000
61.5
+
*
130
135
1.000
62.3
+
x
135
140
1.000
63.5
+
*
140
-----
___==
=====
+----+---+----+---- +--
--- --- - +----
+- --- +---- +----+
= ====
45
1.000
97.6
0 10 20 30 40
50 60
70 80 90 100
45
Key:
Bandwidth
(sec) ". Bandwidth (%)
" +" Band
Efficiency (4) " *"
sOSTOP /TEAPAC - Optimum Progression Data
Cycle Length = 45.0 sec
Speed Factor = 1.000 = 1000 / 1000
Band Left -Right = 19.8 aec = 43.9 i of cycle
Band Right -Left = 19.8 see = 43.9 4 of cycle
Band Ratio = 1.00 LR /RL (1,00 desired)
Efficiency = 97.6 % of smallest split
s
0
0
0
COUNTY 67 YEAR 1995
TR VEH TR VEH TR VEH LOC OF NUM 01ST
REEL FRAME REP ROAD REFER CITY HO NO NO SURF LIGHT COLL COL DR ACT 0R ACT DR ACT 1ST R OF FROM
DATE NUM RUH RUM RUN ROAD CODE TWP V 1 0 W COND CORD DIAG TIRE INV 1 1 2 2 3 DAM 'C ACC FEE RD Dip
0413 045 1316 001 240001 059700 4!68 3 4 1 1 1 C6 1543 D7 E O1 N 01 W 01 1 1 1 0000.^,
0421 049 0907 004 240001 032200 08 2 1 1 1 04 1400 01 W 01 E 07 7 1 1 01056. E
0511 058 1073 004 240001 059700 4168 2 `. 2 1 1 06 1600 01 S 17 W 01 1 1 i 00000.
0612 073 1053 001 240001 032100 08 2 1 1 1 05 1010 12 W 09 E 20 4 2 l 00600 E
1108 145 0766 001 240001 032200 i3 2 1 1 1 06 1535 01 W 04 E 01 7 1 l U
1124 154 0034 003 24000I 059760 4168 2 2 1 7 3 06 2039 01 SE 01 W 01 1 1 1 00000
YR TOTAL 13 7 6
COUNTY 67 YEAR 1996
TR VEN FR VEH TR VEH LOC OF NUN DIST
REEL FRAME REP ROAD REFER C1 T NO v NO SURF LIGHT COLL COL DR ACT OR ACT DR ACT 1ST. R OF FROM
DATE NUM NUM NUM NUM ROAD CODE TWP V I D W COWD CORD DIAG TIME INV 1 1 2 2 3 3 DAM C ACC REF RD DIR
0108 005 0537 002 240001 059700 4168 2 2 1 2 2 06 1730 C1 N 07 W 07 1 7 7 00000
0116 009 1252 004 240001 032200 Ofl 1 2 2 1 05 0850 19 NW 01 4 1 1 1 10500 E
0515 063 0333 003 240001 059700 4168 2 1 3 2 3 06 2145 01 S 01 O1 1 1 l 00000
1019 137 0966 001 240001 032200 08 1 1 5 C2 U 71 E 0 1 7 5 1 00300 W
YR TOTAL 6 3 4
COUNTY 6? YEAR 1997
TR VEH TR VEH TR VEH LOC OF NUM DISC
REEL FRAME REP ROAD REFER CITY NO HO NO SURF LIGHT COLL COL 0R AC1 OR ACT OR ACT 1ST R OF FROM
DATE NUM NUN NUM HUH ROAD CODE TWP v [ 0 W COND COND CIAO TIME INV 1 1 2 2 3 3 DAM C ACC REF RD DIR
0123 014 1061 003 240001 032100 13 2 1 2 1 2 05 1749 PW 17 W Cl 4 1 1 U
0425 055 0694 003 240031 032200 OS i 1 1 5 06 22010 U E O7 7 2 1 02500 E
1230 000 0000 002 240001 059700 4168 2 2 1 1 18 1549 O1 W 03 U 01 1 l 1 00000
YR TOTAL 5 7 3
�pl
M
INDIANA
DEPARTMENT OF
TRANSPORTATION CRASH LOCATION
REPORT
PAGE
`
COUNTY
67
YEAR
1994
COMPUTERIZED CRASH DATA -NOT
VERIFIED FOR
ACCURACY
OR
COMPLETENESS-FOR
REVIEW
AND
INFORMATION
ONLY
INVESTIGATED
CRASHES ONLY •
SR
240
FROM
10TH
ST TO
CR
275E
-
PUTNAM
CO
TR
VEH
TR
VEM
TR
VEH LOC
OF
NUM
DIST
REEL
FRAME
REP
ROAD
REFER
CITY
NO NO NO
SURF
LIGHT
COLL
COL
DR
ACT
DR
ACT
OR
ACT 1ST
R
OF
FROM
DATE
HUM
NUM
NUM
NUN
ROAD
CODE TWP
V 1 0
W
CORD
CORD
DIAG
TIME
INV
1
1
2
2
3
3 DAM
C
ACC
REF RD
01R
0103
001
1195
002
240001
032200
13
1
2
1
5
02
0625
71
E
01
7
1
1
02000
E-
0130
Oi7
0509
002
240001
032200
13
1
2
1
5
02
0720
06
E
01
7
5
1
02760
0-
0508
061
1006
001
240001
059700
4168
l
1
1
5
02
2138
06
E
01
7
1
1
00550
4
0610
076
0555
003
240001
032200
08
1 1
1
1
2
05
0425
22
W
20
4
5
1
05000
'E
0703
087
0104
001
240001
032100
13
2
1
1
5
01
2315
01
E
01
E
01
7
1
1
01000
E
0715
092
0547
004
240001
032100
13
2
1
1
1
C1
1455
01
F
04
E
01
7
1
1
02560
E
1013
132
1002
003
240001
032200
08
1
2
1
1
05
1555
17
W
01
4
5
1
03000
E
1203
159
1464
004
2400GI
032200
13
1
1
2
5
02
1850
71
E
.01
'/
2
1
067GO
W
1221
168
1533
001
240001
059700
4168
1
1
1
1
3
06
2029
01
S
16
W
O1
1
1
1
00000
YR
TOTAL
12 1
9
COUNTY 67 YEAR 1995
TR VEH TR VEH TR VEH LOC OF NUM 01ST
REEL FRAME REP ROAD REFER CITY HO NO NO SURF LIGHT COLL COL DR ACT 0R ACT DR ACT 1ST R OF FROM
DATE NUM RUH RUM RUN ROAD CODE TWP V 1 0 W COND CORD DIAG TIRE INV 1 1 2 2 3 DAM 'C ACC FEE RD Dip
0413 045 1316 001 240001 059700 4!68 3 4 1 1 1 C6 1543 D7 E O1 N 01 W 01 1 1 1 0000.^,
0421 049 0907 004 240001 032200 08 2 1 1 1 04 1400 01 W 01 E 07 7 1 1 01056. E
0511 058 1073 004 240001 059700 4168 2 `. 2 1 1 06 1600 01 S 17 W 01 1 1 i 00000.
0612 073 1053 001 240001 032100 08 2 1 1 1 05 1010 12 W 09 E 20 4 2 l 00600 E
1108 145 0766 001 240001 032200 i3 2 1 1 1 06 1535 01 W 04 E 01 7 1 l U
1124 154 0034 003 24000I 059760 4168 2 2 1 7 3 06 2039 01 SE 01 W 01 1 1 1 00000
YR TOTAL 13 7 6
COUNTY 67 YEAR 1996
TR VEN FR VEH TR VEH LOC OF NUN DIST
REEL FRAME REP ROAD REFER C1 T NO v NO SURF LIGHT COLL COL DR ACT OR ACT DR ACT 1ST. R OF FROM
DATE NUM NUM NUM NUM ROAD CODE TWP V I D W COWD CORD DIAG TIME INV 1 1 2 2 3 3 DAM C ACC REF RD DIR
0108 005 0537 002 240001 059700 4168 2 2 1 2 2 06 1730 C1 N 07 W 07 1 7 7 00000
0116 009 1252 004 240001 032200 Ofl 1 2 2 1 05 0850 19 NW 01 4 1 1 1 10500 E
0515 063 0333 003 240001 059700 4168 2 1 3 2 3 06 2145 01 S 01 O1 1 1 l 00000
1019 137 0966 001 240001 032200 08 1 1 5 C2 U 71 E 0 1 7 5 1 00300 W
YR TOTAL 6 3 4
COUNTY 6? YEAR 1997
TR VEH TR VEH TR VEH LOC OF NUM DISC
REEL FRAME REP ROAD REFER CITY NO HO NO SURF LIGHT COLL COL 0R AC1 OR ACT OR ACT 1ST R OF FROM
DATE NUM NUN NUM HUH ROAD CODE TWP v [ 0 W COND COND CIAO TIME INV 1 1 2 2 3 3 DAM C ACC REF RD DIR
0123 014 1061 003 240001 032100 13 2 1 2 1 2 05 1749 PW 17 W Cl 4 1 1 U
0425 055 0694 003 240031 032200 OS i 1 1 5 06 22010 U E O7 7 2 1 02500 E
1230 000 0000 002 240001 059700 4168 2 2 1 1 18 1549 O1 W 03 U 01 1 l 1 00000
YR TOTAL 5 7 3
�pl
M
0 Appendi
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