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Item 7A -TIA for The Creekside PointUPDATED TRAFFIC IMPACT ANALYSIS FOR CREEKSIDE POINT IN CITY OF SO UTHLAKE, TEXAS DeShazo Project No. 20071 Prepared for: Mr. David Karr, Brown Company Partners, LLC 15851 Dallas Parkway, Suite 628 Addison, Texas 75001 Prepared by: DeShazo Group, Inc. Texas Registered Engineering Firm F-3199 400 South Houston Street, Suite 330 Dallas, Texas 75202 214.748.6740 March 18, 2021 DeShazo Group Traffic. Transportation Planning. Parking. Design. Texas Registered Engineering Firm F-3199 O RIEL B. D WELL ..�r..�.........,....�. �... 3/18/2021 Updated Traffic Impact Analysis for Creekside Point in City of Southlake, Texas DeShozo Project No. 20071— Table of Contents EXECUTIVE SUMMARY..............................................................................................................1 INTRODUCTION......................................................................................................................................3 PURPOSE............................................................................................................................................. 3 TRAFFIC IMPACT ANALYSIS - METHODOLOGY........................................................................................ 3 ANALYSIS SCENARIOS.......................................................................................................................... 4 EXISTING AND PROPOSED LAND USE.............................................................................................7 SITE LOCATION AND STUDY AREA....................................................................................................... 7 EXISTING SITE AND DEVELOPMENT.................................................................................................... 7 EXISTING AND PROPOSED TRANSPORTATION SYSTEM...............................................................8 THOROUGHFARE SYSTEM.........................................................................................................................8 EXISTING TRAFFIC VOLUMES....................................................................................................................8 PROJECTED BACKGROUND TRAFFIC VOLUMES.......................................................................................8 TRIP GENERATION............................................................................................................................... 9 TRIP DISTRIBUTION AND ASSIGNMENT...................................................................................................9 SITE -GENERATED TRAFFIC VOLUMES.......................................................................................................9 ROADWAY INTERSECTION ANALYSIS............................................................................................ 10 INTERSECTION CAPACITY ANALYSIS - METHODOLGY......................................................................10 2020 EXISTING — INTERSECTION ANALYSIS....................................................................................... 11 2023 BACKGROUND AND BACKGROUND PLUS SITE — INTERSECTION ANALYSIS ...........................12 ROADWAY LINK ANALYSIS - METHODOLGY.........................................................................................13 ROADWAY LINK ANALYSIS - RESULTS....................................................................................................14 SITEACCESS REVIEW.......................................................................................................................15 INTERSECTION SIGHT DISTANCE AND STOPPING SIGHT DISTANCE..................................................15 DRIVEWAY SPACING REVIEW............................................................................................................ 15 DECELERATION LANE ANALYSIS.............................................................................................................16 SUMMARY OF FINDINGS AND RECOMMENDATIONS.................................................................. 18 DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Table of Contents This page left intentionally blank. LIST OF TABLES: Ta4g,,J, PgyJppment Program Summary T*I:aeOb(DeWlbpment Scenarios Analyzed Table 3. Projected Trip Generation Table 4. Existing Intersection Analysis Table 5. 2023 Intersection Analysis Table 6. Roadway Link Capacity Analysis Results Summary Table 7: Intersection Sight Distance Summary Table 8. Driveway Spacing Summary Table 9. Deceleration Lane Analysis LIST OF EXHIBITS: Exhibit 1. Site Location Map Exhibit 2. Preliminary Site Plan Exhibit 3. Existing Roadway Geometry and Traffic Control Exhibit 4. Proposed Roadway Geometry and Traffic Control Exhibit 5. Intersection Sight Distance at Driveway 1 LIST OF APPENDICES: Appendix A. Traffic Volume Exhibits Appendix B. 2015 & 2019 Traffic Count Data Appendix C. Site -Generated Traffic Supplement Appendix D. Detailed Intersection Capacity Analysis Results Appendix E. TxDOT and City of Southlake Driveway Spacing and Deceleration Lane Criteria DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Table of Contents This page left intentionally blank. T The services of DeShazo Group, Inc. (DeShazo) were retained by Brown Company Partners, LLC, to conduct a traffic impact analysis (TIA) for the proposed mixed -use development in City of Southlake, Texas. The subject property will be located on the South -East quadrants of SH-114 and Kirkwood Boulevard in the City of Southlake, Texas. A TIA was performed for a proposed development at this site location in 2017 by DeShazo. The site plan and the development program has changed since then. The proposed project will be fully constructed by 2023. The overall area of the site is approximately 6 acres. Table 1 shows the development program summary for the site development. Table 1. Development Program Summary Use Quantity Buildout Year Embassy Hotel Office/Retail 84 rooms 13,500 SF 2022 2022 The analysis of the traffic generated by the proposed development resulted in no significant impact on the local roadway system. Below is a summary of findings from this TIA. FINDING: Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. FINDING: Based upon the 2023 background -plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- -The signalized intersection is expected to operate at LOS F for the PM peak hour for both 2023 background and 2023 background plus site conditions. • Kirkwood Blvd at SH 114 NBFR- -The signalized intersection is expected to operate at LOS F for both AM and PM peak hours for both 2023 background and 2023 background plus site conditions. With the improved optimized signal splits, it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W King Road- -The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd - -The NB left turning movement is expected to operate at LOS F during the AM peak hour for 2023 background plus site condition. The queue length (95th Percentile) for NB left turn is around 5 vehicles. RECOMMENDATION FOR SIGNALIZED INTERSECTIONS: Optimizing the signal timings and splits will reduce the operational delay for both Frontage Roads during the AM peak hour. The failing LOS during PM peak hour is due to the heavy background traffic assumed from the previous developments (Vista development and Ameritrade development). The DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 1 proposed development poses only a minimal impact to the intersections. By optimizing the signal timing, the delay at the signalized intersections can be reduced. FINDING: At Driveway 1, the maximum 95th percentile queue is 5 vehicles during the AM peak hour. As per the site plan, the available stacking depth is inadequate at extreme conditions. FINDING: The right -turn ingress volumes at Driveways 1 exceeds the City of Southlake's minimum right -turn volume to require the installation of a right -turn lane on Kirkwood Blvd. Therefore, a right -turn lane is required at Driveway 1. RECOMMENDATION: The existing rightmost eastbound lane can be converted to a right - turn lane for Driveway 1 as Synchro analysis of the driveway indicated that it is expected to operate acceptably with two eastbound through lanes and a right -turn lane at the intersection. FINDING: All the site driveways proposed for this study meet City of Southlake driveway spacing requirements. FINDING: Based on the cursory review on Google Earth, the proposed site driveways meet the required intersection sight distance. (Refer to Table 7). From the field visit, it is recommended the trees that are inhibiting the driver's view toward oncoming traffic need to be trimmed in order to allow an unobstructed line of sight of 470 feet from Driveway 1 (Refer Exhibit 5). FINDING: Based upon the roadway link analysis, the proposed development has no significant impact on Kirkwood Boulevard. END OF SUMMARY DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 2 The services of DeShazo Group, Inc. (DeShazo) were retained by Brown Company Partners, LLC, to conduct a traffic impact analysis (TIA) for the proposed mixed -use development in City of Southlake, Texas. The subject property will be located on the South -East quadrants of SH-114 and Kirkwood Boulevard in the City of Southlake, Texas. The proposed project will be fully constructed by December 2022. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group, and the development program has changed since then. A site location map and preliminary site plan are provided in Exhibit 1 and Exhibit 2, respectively. PURPOSE City of Southlake is requiring that a TIA be completed for the subject site as part of the approval process. The purpose of the TIA is to determine if any improvements to the adjacent transportation system are needed in order to maintain a satisfactory level of service, an acceptable level of safety, and appropriate access for the proposed development. TRAFFIC IMPACT ANALYSIS - METHODOLOGY To achieve this objective, this analysis summarizes the traffic operational characteristics of the background conditions within a designated study area and the projected incremental impact of the Project as determined through standardized engineering analyses. The standard methodology used to conduct the traffic impact analysis is described below. 1. Collect current traffic volume data on a typical day throughout the study area to represent existing traffic conditions. 2. Apply growth factors to the existing volumes to project future background traffic at the site buildout year conditions. 3. Project traffic generated by the proposed development using trip generation, trip distribution and traffic assignment as described below. a. Trip generation is calculated in terms of "trip ends" — a trip end is a one-way vehicular trip entering or exiting a site driveway (i.e., a single vehicle entering and exiting a site represents two trip ends). b. Trip distribution and assignment of site -generated trips to the surrounding roadway system is determined by proportionally estimating the orientation of travel via various travel routes. This is a subjective exercise based upon professional judgment considering such factors as directional characteristics of existing local traffic; trip attributes (e.g., trip purpose, trip length, travel time, etc.), roadway features (e.g., capacity, operational conditions, character of environment), regional demographics, etc. 4. Determine site -plus -background traffic by adding the projected site -generated traffic to the background traffic. 5. Analyze existing, background and background -plus -site traffic volumes to evaluate the roadway conditions in the vicinity of the proposed development. 6. If needed, mitigation measures are recommended based upon the analysis to improve roadway operational conditions. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 3 ANALYSIS SCENARIOS This TIA analyzed the following peak hour periods that are considered the most critical conditions on the public roadway system related to the proposed Project. The proposed project is planned to be built in two phases and will be fully constructed by December 2022. For the purposes of this analysis, full site build -out year was taken to be 2023. Roadway Peak Hour Analyzed: • Weekday: AM peak hour of adjacent street traffic • Weekday: PM peak hour of adjacent street traffic Development scenarios considered in this analysis are summarized in Table 2. Table 2. Development Scenarios Analyzed Scenario Development Program Traffic Volumes 2020 Existing None Added Existing 2020 Volumes 2023 Background None Added Existing 2020 volumes grown at 3% per year for 3 year + Vista + Ameritrade site traffic 2023 Background + Site Site -Generated Traffic Existing 2020 volumes grown at 3% per year for 3 year plus site traffic + Vista + Ameritrade site traffic DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 4 a. " kl, I y � .-......_. [ 7. _ _.�. ��.�44 fir,:'' ��p. •..� h Trophy Clu - � -- - - "`• � ��. Y - _ AK 1 W, ttlake, I{'F i Z, k, Nood-BE. 8TX`l14 Frontage -Rd a k.r. ------------ t fill Rd Sol x rr ` o • --! , ,_. 1 , I-- m LEGEND: _:z •� END: IT i ! ' "•�-- - - t '_ `T ; ��f-• f ` SITE LOCATION L f 9.184 , 90.0 R 6. 0 . i•n3> E PROPOSED 8' SIDEWALK w N / (1H0 _--- - - ---- / ' cONp o- a D PME _----I----- - - �G �VAoD WAY `� WpOD sou RIGm D.R.T.c- KIRK P�gU �y1 D• A -LINE _ _ O ��a (131 WIDN� 215232 P P o R30 k 3p' BUILDING �� 0.C•D / EASDEE7212 O 1 Prri OSED SID QLK EPSEM�2 c P OSED EXISTING FIRE k P'RC \0 15ED TRIAN HYDRANT k O3 Qs 10 0' I HAND RAILS IN , • k k� k k k BUFFERYgRD TYPE-B ,� THIS PEA k I Ee 1 H ENS k k PR�PpSE� X\ EP EM112� X X k X ' X GE o k p k kFIRE HYPRAId7T so k k o k ! I V\LV 12 O\ /" k k k o kX k X-V X A_ 25 3k k k k 0 B S �. \ o. k J �� A- k k k�^,o• A-k I I PROPOSED 8 TALL k GP k k kRO�'OS 0 SOLID MASONRY / k F k A_X k I DUMPSTER / n DEPARTMENT k k k --- - I \ :' �Q° CONNECTION �k I ENCLOSURE (TO Fob RTY LIN PROPOSED X MATCH BUILDING \ FIRE HYDRANT k k ® R1p o' PROPOSED \ MATERIALS) WITH \ A-v SOLID METAL GATES k \ FIRE 51 5' . • � � PROPOSED 5,000 SF I k OP \ TO PRERTY / \ BUILDING LINE \ \ o CONNECTION ' LOT 1 137.9 \ � k I I X k X k F I \ k 2 s soAr F i PIPELINE �,y 24.0 _©_ k k PROPOSED A-\ SEMENT \Cl I I LOT 2 --- 4 STORY F k / O MROCK \��2 yQ ; k 9 • \ P LINE TION \\ II ��Pol -- A- RS 2A HOTEL _ � k k 84 ROOMS / ` T Tv / \ UM 6, I 6 0' k ' -- k 15 0`� - . k - PROPOSED / T.u\\ �III\\II k kD.R. ® FIRE HYDRANThk k 00// �� :• :. � I \\I a PROPOSED PROPOSED • - -, ® FIRE HYDRANT 0- o 0 7 a LOADING SPACE / PROPOSED 5,000 SF j / _ A- R� 1 O'x5O' \ � I BUILDING 0-- R56.& / k ,14.5 \ I \ �� ---- k _ PHYDRANDT ,132203� I \ k Q; 3 k FIRE 9 I p ® 0 k k - -- " k CN' 63.1 X -/ \ k k I 23 0' FDC RS k k / OVERFLOW EASEMENT TRACT NO. 0.38 AC OW / \ 8 �k `n* k k /�� C 256A VOLUME 4558, PAGE 505 \ DEDICATI N I \\ D.R.T.C.T. SABRE GROUP CAMPUS kk k j k \ k k rk k / CABINET A, SLIDE 7212 P.R.T.C.T. N k k A-k k 0' k k A k � �� p ® R5'6 Q= A k k k\ 0, k A-- kv k k \k PROPOSED k k k k k PROPOSED 8' TALL k FIR SOLID MASONRY k \ DEPARTMENT 0�30 '�K DUMPSTER k k CONNECTION A- / �ENCLOSURE (TO \ / '� MATCH BUILDING ?A k A- -PROPOSED 3,500 / MATERIALS) WITH A- A-k �`` / SF BUILDING / SOLID METAL GATES \ X LOT 3 A- k SITE NOTES: �� ti' \�\\ �i k A \\ ® k / 'o 1. THE PROPOSED BUILDINGS WILL BE FIRE s. �" \� k k ko A- R C� o° J\�o\�To SPRINKLERED. \kk�, \`� k k k X O k k F 2. ALL SIDEWALKS SHALL MAINTAIN A 2% MAXIMUM k A- �� CROSS SLOPE AND A 5% MAXIMUM IN THE �� \�\ k A� 6 0• / �% DIRECTION OF PEDESTRIAN TRAVEL. ALL ADA �O _� A �� k k SIDEWALKS SHALL INCLUDE ALL LANDINGS, k MARKINGS, ETC AS REQUIRED BY CODE. o� i\ �i Xk k k k / 3. THE SITE IS CURRENTLY VACANT AND THE , j \ �j A-k k\ A_k o kk ® / PROPOSED LAND USE ARE HOTEL, RETAIL, AND A / k OFFICE. \7\ 7/ oX R3-b.0' k\ i( / Ar 4. APPLICATION WILL CONFIRM TO THE CITY'S \_ \ kk A - OUTDOOR LIGHTING REQUIREMENTS. `�\ k A- \ / 5. PREMISE IDENTIFICATION SHALL BE PER THE FIRE k 'o / DEPARTMENT REQUIREMENTS o ° 6. ALL DIMENSIONS ARE FROM FACE OF CURB TO �k k EDGE OF CONCRETE OR FACE OF BUILDING 10 UTILITY �EM�:NT UNLESS OTHERWISE NOTED. CABI T A, SLP k72 C1 7. SITE SIGNAGE SHALL BE BY SEPARATE PERMIT. G R30. / 8. THERE IS NO PROPOSED OUTSIDE STORAGE. �P��\� \\7/ / NOTE: ALL ELECTRICAL TRANSFORMERS AND MECHANICAL \ \ / EQUIPMENT SHALL BE SCREENED FROM THE PROPOSED 8' \ \ / RIGHT-OF-WAY. SIDEWALK ! ! ! CAUTION 111 \ UNDERGROUND UTILITIES EXISTING UTILITIES AND UNDERGROUND FACILITIES INDICATED ON THESE PLANS HAVE BEEN LOCATED FROM REFERENCE INFORMATION SUPPLIED BY VARIOUS PARTIES. THE ENGINEER DOES NOT ASSUME THE RESPONSIBILITY FOR THE UTILITY LOCATIONS SHOWN. IT SHALL BE THE SOLE RESPONSIBILITY OF THE CONTRACTOR(S) TO VERIFY THE HORIZONTALLY AND VERTICALLY LOCATION OF ALL UTILITIES AND UNDERGROUND FACILITIES PRIOR TO CONSTRUCTION, TO TAKE PRECAUTIONS IN ORDER TO PROTECT ALL FACILITIES ENCOUNTERED AND NOTIFY THE ENGINEER OF ALL CONFLICTS OF THE WORK WITH EXISTING FACILITIES. THE CONTRACTOR SHALL PROTECT AND MAINTAIN ALL UTILITIES FROM DAMAGE DURING CONSTRUCTION. ANY DAMAGE BY THE CONTRACTOR TO UTILITIES SHALL BE REPAIRED OR REPLACED BY THE CONTRACTOR AT THEIR OWN EXPENSE. IIICALL: TEXAS ONE CALL ® 1-800-245-4545 AT LEAST 48 HRS PRIOR TO CONSTRUCTION. LOT 1 R1 R2A, BLOCK 1 SABRE GROUP CAMPUS ADDITION, AN ADDITION TO THE CITY OF SOUTHLAKE, TARRANT COUNTY, TEXAS i LEGEND - EXISTING CURB - PROPOSED CURB CD - PROPOSED FIRE LANE STRIPE N - i a) O ® - PARKING SPACES IN A ROW 0 40 80 - RETAINING WALL '� CD u) DRAWING SCALE X REINFORCED CONCRETE PAVEMENT 1"=40' _ (SIDEWALK PAVEMENT TYP. 4" THICK). 0 M I- M SIDEWALK IN THE R.O.W. TO BE PER � CITY STANDARDS. _ - 00 = � N - REINFORCED CONCRETE PAVEMENT. �� Z0� E it _ N a- PROPOSED LANDSCAPING AREA ( Twk,NGRO �J :3 E O m ULLNCD� k X - PROPOSED FIRE LANE AREA k 7 OR REVIEW ONLY, NOT ® - BUFFERYARD \ K\R��000 �� FOR CONSTRUCTION THIS DOCUMENT IS - LOADING SPACE ti,� ';s;;;;'%; FOR INFORMATIONAL PURPOSES ONLY. solo �9� ff THIS IS RELEASED - ROW DEDICATION e� '�„ UNDER THE SITE o AUTHORITY OF PAUL CRAGUN, P.E. - DECORATIVE PAVER/PAVEMENT NO. 112767 ON 2/24/21. 0 Lg)OA5P09)m MAP N TS North SITE DATA SUMMARY CHART LOT 1 LOT 2 LOT 3 TOTAL EXISTING ZONING NRPUD NRPUD NRPUD - PROPOSED ZONING S-P-2 S-P-2 S-P-2 - LAND USE DESIGNATION HOTEL RETAIL/OFFICE RETAIL/OFFICE - NUMBER OF STORIES 4 1 1 - NUMBER OF PROPOSED LOTS 1 1 1 3 MAX. ALLOWED BUILDING HEIGHT 90' 90' 90' - PROVIDED MAX. BUILDING HEIGHT 52' 30'-6" 30'-6" - GROSS ACREAGE 2.42 ACRES 2.78 ACRES 0.81 ACRES 6.01 ACRES ROW DEDICATION - 0.32 ACRES 0.06 ACRES 0.38 ACRES NET ACREAGE 2.42 ACRES 2.46 ACRES 0.75 ACRES 5.63 ACRES PERCENTAGE OF SITE COVERAGE 16.4% 9.3% 10.7% 36.4% AREA OF OPEN SPACE 33,733 S.F. 52,222 S.F. 12,628 S.F. 98,583 S.F. OPEN SPACE AS A PERCENTAGE 32% 48% 42% 41% OUTSIDE STORAGE AS A 0% 0% 0% 0% PERCENTAGE IMPERVIOUS COVERAGE AREA 54,394 S.F. 57,550 S.F. 17,429 S.F. 129,373 S.F. IMPERVIOUS COVERAGE AS A 51.6% 52% 58% 54% PERCENTAGE BUILDING FOOTPRINT 17,288 S.F. BLDG 1: 5,000 S.F. BLDG 2: 5,000 S.F. 3,500 S.F. 30,788 S.F. PROPOSED FLOOR AREA BY USE HOTEL 53,573 S.F. RESTAURANT 3,355 S.F. - MEETING SPACE 1,267 S.F. RETAIL/OFFICE 10,000 S.F. 3,500 S.F. TOTAL FLOOR AREA 58,195 S.F. 10,000 S. F. 3,500 S. F. 82,388 S.F. TOTAL REQUIRED PARKING 130 50 18 198 PROVIDED PARKING STANDARD 136 54 34 224 ADA ACCESSIBLE 4 4 1 9 TOTAL 140 58 35 233 LOADING SPACES REQUIRED (PER S-P-2) 1 O'x5O' 1 - - 1 LOADING SPACES PROVIDED (PER S-P-2) 1 O'x5O' 1 - - 1 START CONSTRUCTION MONTH/YEAR JUNE 2021 JUNE 2022 JUNE 2022 - END CONSTRUCTION MONTH/YEAR DECEMBER 2022 OCTOBER 2022 OCTOBER 2022 - *NOTE: THE REQUIRED PARKING SPACES ARE BASED ON A GENERAL PLAN. SHOULD REQUIRED PARKING EXCEED PROVIDED PARKING, PARKING ANALYSIS SHALL BE PERFORMED OR OFFSITE RECIPROCAL AGREEMENT SHALL BE DONE FOR LOTS 2 AND 3. A SHARED PARKING AGREEMENT WILL EXIST BETWEEN LOTS 1, 2, AND 3. Y BENCHMARK TBM-5/8" IRON PIN WITH RED CAP AT THE INTERSECTION OF S.H. 114 LOT 1 R1 R2, BLOCK 1 AND EXISTING T. W. KING ROAD (C. R. 3088) IN THE EAST EDGE OF THE SABRE GROUP CAMPUS ADDITION, AN MEDIAN NOSE. N478950.13, E2101877.05 ADDITION TO THE CITY OF SOUTHLAKE, ELEV.=601.77 TARRAN T COUNTY, TEXAS MOMUMENT- LOCATED APPROXIMATELY 150' NORTH OF THE CENTERLINE OF S.H. 114 AND APPROXIMATELY 45' WEST OF EXISTING T.W. KING (C.R. 3088) AND APPROXIMATELY 75' SOUTH OF STOP & GO MART. ELEV =601 77 DEVELOPER: PLAN PREPARED BY: SOLANA DEVELOPMENT SOLUTIONS, LP CUMULUS DESIGN P.O. BOX 1530 P.O. BOX 2119 CONTRACTOR SHALL COORDINATE WITH SURVEYOR FOR BENCHMARKS AND MIDLOTHIAN, TX 76065 EULESS, TX 76039 ELEVATIONS PRIOR TO CONSTRUCTION. ENGINEER NOT RESPONSIBLE FOR TELEPHONE: 972.533.8702 TELEPHONE: 214.235.0367 PROVIDING BENCHMARKS AND BEARINGS. FAX: 214.506.3205 FAX: 214.235.0546 CONTACT: DAVID CARR CONTACT: PAUL CRAGUN CASE NUMBER: Z A 18 - 0 0 6 cn Q Z LLI X Lli Q Z Q - J I^^- 0 0 z W U U � � z Lli Q O � � z Q U cy v Q 02/24/21 DRAWING SCALE 1" = 40' PROJECT NUMBER CD20006 SHEET NUMBER cp \\SERVER-PC\SERVER\2020 PROJECTS\CD20006 - SOUTHLAKE HOTEL\PLANS\CONCEPT PLAN CD20006.DWG � A ------- nHO ENO i / EXISTING FIRE ; -----I--_-_ �= ��ARp OF-vqY H RANT KIRKWOpuaLIG ,51 p.R.T 0 (131 p IDNO 215232 P PSG / o O k k / _ _ _ - - 0' BUILDING LINE I / EASEMEN cR TER IDE -721 2- ROPOSED 5' c lD1=WALK c R. I� / 2 -)3 / k A- c; 5° o ro \ - - - I �C EPSEM2�2 A- k� - �- - - EG�R SUEDE 'PROPOSED I _ R�A5' E:j P, PEDESTRIANS A- SO P R 'G�' �\ HAND RAILS IN A- -- C / THIS AREA I A- 0 O I � k A- k k c'' A - A -A- k k k k k\ I o k A- k k p k k k O. I \PN�P E11 E k ok k ,p�k k A- k kk` k k e �, QED�Sg�5� . P P gV\LD\l`1C' 2 2 k _ A- k A- k k k k k \A-\ k A- h I SUP R� G� o.k k k 5C, k k k k 1^ PROPOSED 8' TALL k k © SOLID MASONRY k k A- ArFDG I DUMPSTER \ ` k I ENCLOSURE (TO \ A- k MATCH BUILDING \\ \\ O R10o. \ I MATERIALS) WITH SOLID METAL GATES \ \ N 1p \ o I \ i I I I F LOT 1E 9 )36131k LOT 2 0)kk 26�0' So. ---- -�k m•. , - - - \ \ Ar • / F PIPELINE�------- - i--t—"I © Ark PROPOSED / \ SEMENT �G' ArI I I 4 STORY / MROCK �i k P LINE �F` I I2°k HOTEL / TION I I R Ar84 ROOMS / TV /\\ UME 6, I s60, v\ 152 I 0 A- k TNT ' 0. ` \ D.R. I 2_ k / I I PRO SED 8' SID WALK `\ II II o 2Q PROPOSED LOADING o SPACE 1O'x5O' k / I I R,56.a -1452 40; ,163.2, �/ k 3.220 Ar 63.19 r A- A- A-i �i \\ k k k / .. Tk'T \ 'ray, k A- A- � k O OVERFLOW EASEMENT TRACT NO. 0.38 AC OW �/ rr. r k� A- kk A- C-256A VOLUME 4558, PAGE 505 DEDICATI N I A-k A-k A- k / D.R.T.C.T. SABRE GROUP CAMPUS L k k CABINET A, SLIDE 7212 P.R.T.C.T. A-N R56.0' = k k k k ko k k A- A- k kk Arkk QUO ®I I I ! k k k k kk A-ArCN k k O I k k k A- k k k A- k PROPOSED 8' TALL Ar A-/ + SOLID MASONRY �y�� k k �k 30 / D)' DUMPSTER Arkk h j I Aro. / �°� ENCLOSURE (TO k / MATCH BUILDING k k 8 k k / MATERIALS) WITH �7 k k k / SOLID METAL GATES k k / \ \ k k LOT 3 o Y 7/ k k ® LEGEND k ® k k EXISTING CURB .01 .01 PROPOSED CURB PROPOSED FIRE LANE STRIPE © k k A-4,' A- / Q� k 6'-)"e ® - PARKING SPACES IN A ROW \ A- N / A- Ar A- k 5 RETAINING WALL k REINFORCED CONCRETE PAVEMENT A- kk A k Ar // _ (SIDEWALK PAVEMENT TYP. 4" THICK). k A A- / SIDEWALK IN THE R.O.W. TO BE PER \ R3� A - A -A-/ CITY STANDARDS. k Ar k l - REINFORCED CONCRETE PAVEMENT. \ A- k / a /\ k k \\ / PROPOSED LANDSCAPING AREA o k / PROPOSED DRIVE REINFORCED CONCRETE 10 UTILITY E yEWNT CA T A, SLI 721 � X �0 P. kT.CkT. k \ /�,�+ - BUFFERYARD R30. LOADING SPACE PRO OS \ / -ROW DEDICATION S EWAL \ / DECORATIVE PAVER/PAVEMENT !!! CAUTION !!! UNDERGROUND UTILITIES EXISTING UTILITIES AND UNDERGROUND FACILITIES INDICATED ON THESE PLANS HAVE BEEN \ LOCATED FROM REFERENCE INFORMATION SUPPLIED BY VARIOUS PARTIES. THE ENGINEER DOES \ \ NOT ASSUME THE RESPONSIBILITY FOR THE UTILITY LOCATIONS SHOWN. IT SHALL BE THE SOLE \\ \ RESPONSIBILITY OF THE CONTRACTOR(S) TO VERIFY THE HORIZONTALLY AND VERTICALLY \ \ LOCATION OF ALL UTILITIES AND UNDERGROUND FACILITIES PRIOR TO CONSTRUCTION, TO TAKE PRECAUTIONS IN ORDER TO PROTECT ALL FACILITIES ENCOUNTERED AND NOTIFY THE ENGINEER OF ALL CONFLICTS OF THE WORK WITH EXISTING FACILITIES. THE CONTRACTOR SHALL PROTECT AND MAINTAIN ALL UTILITIES FROM DAMAGE DURING CONSTRUCTION. ANY DAMAGE BY THE CONTRACTOR TO UTILITIES SHALL BE REPAIRED OR REPLACED BY THE CONTRACTOR AT THEIR OWN EXPENSE. IIICALL: TEXAS ONE CALL ® 1-800-245-4545 AT LEAST 48 HRS PRIOR TO CONSTRUCTION. 0 LOT 1 R1 R2A, BLOCK 1 SABRE GROUP CAMPUS ADDITION, AN ADDITION TO THE CITY OF SOUTHLAKE, TARRANT COUNTY, TEXAS 0 dOC ATuQ)m MAP NTS North SITE DATA SUMMARY CHART LOT 1 EXISTING ZONING NRPUD PROPOSED ZONING S-P-2 LAND USE DESIGNATION HOTEL NUMBER OF STORIES 4 NUMBER OF PROPOSED LOTS 1 MAX. ALLOWED BUILDING HEIGHT 90' PROVIDED MAX. BUILDING HEIGHT 52' GROSS ACREAGE 2.42 ACRES ROW DEDICATION - NET ACREAGE 2.42 ACRES PERCENTAGE OF SITE COVERAGE 16.4% AREA OF OPEN SPACE 33,733 S.F. OPEN SPACE AS A PERCENTAGE 32% OUTSIDE STORAGE AS A PERCENTAGE 0% IMPERVIOUS COVERAGE AREA 54,394 S.F. IMPERVIOUS COVERAGE AS A PERCENTAGE 51.6% BUILDING FOOTPRINT 17,288 S.F. PROPOSED FLOOR AREA BY USE HOTEL RESTAURANT MEETING SPACE 53,573 S.F. 3,355 S.F. 1,267 S.F. TOTAL FLOOR AREA 58,195 S.F. TOTAL REQUIRED PARKING 130 PROVIDED PARKING STANDARD ADA ACCESSIBLE TOTAL 136 4 140* LOADING SPACES REQUIRED (PER S-P-2) 1 O'x5O' 1 LOADING SPACES PROVIDED (PER S-P-2) 1 O'x5O' 1 START CONSTRUCTION MONTH/YEAR JUNE 2021 END CONSTRUCTION MONTH/YEAR DECEMBER 2022 *NOTE: THE TOTAL PARKING SPACES TO BE BUILT ON PHASE 1 ARE 143 SPOTS. THE TOTAL PROVIDED PARKING FOR THE HOTEL ARE 140 PARKING SPACES AND THE REMAINING 3 SPACES CAN BE USED FOR THE FUTURE LOTS 2/3. DEVELOPER: PLAN PREPARED BY: SOLANA DEVELOPMENT SOLUTIONS, LP CUMULUS DESIGN P.O. BOX 1530 P.O. BOX 2119 MIDLOTHIAN, TX 76065 EULESS, TX 76039 TELEPHONE: 972.533.8702 TELEPHONE: 214.235.0367 FAX: 214.506.3205 FAX: 214.235.0546 CONTACT: DAVID CARR CONTACT: PAUL CRAGUN i i 0 0 CD 0 40 80 ti CD DRAWING SCALE �+'� X 1"=40' ~ CO 00 = N E = Z -o C 0 c N :3 E 00 M — U CD OR REVIEW ONLY, NOT FOR CONSTRUCTION THIS DOCUMENT IS FOR INFORMATIONAL PURPOSES ONLY. THIS IS RELEASED UNDER THE AUTHORITY OF PAUL CRAGUN, P.E. NO. 112767 ON 2/24/21. NOTE: ALL ELECTRICAL TRANSFORMERS AND MECHANICAL EQUIPMENT SHALL BE SCREENED FROM THE RIGHT-OF-WAY. SITE NOTES: 1. THE PROPOSED BUILDING WILL BE FIRE SPRINKLERED. 2. ALL SIDEWALKS SHALL MAINTAIN A 2% MAXIMUM CROSS SLOPE AND A 5% MAXIMUM IN THE DIRECTION OF PEDESTRIAN TRAVEL. ALL ADA SIDEWALKS SHALL INCLUDE ALL LANDINGS, MARKINGS, ETC AS REQUIRED BY CODE. 3. THE SITE IS CURRENTLY VACANT AND THE PROPOSED LAND USE IS HOTEL. 4. APPLICATION WILL CONFIRM TO THE CITY'S OUTDOOR LIGHTING REQUIREMENTS. 5. PREMISE IDENTIFICATION SHALL BE PER THE FIRE DEPARTMENT REQUIREMENTS 6. ALL DIMENSIONS ARE FROM FACE OF CURB TO EDGE OF CONCRETE OR FACE OF BUILDING UNLESS OTHERWISE NOTED. 7. SITE SIGNAGE SHALL BE BY SEPARATE PERMIT. 8. THERE IS NO PROPOSED OUTSIDE STORAGE. LOT 1 R1 R2, BLOCK 1 SABRE GROUP CAMPUS ADDITION, AN ADDITION TO THE CITY OF SOUTHLAKE, TARRANT COUNTY, TEXAS Q Ld X Ld z Q Z 0 Q a- _ � z Ld O y ILL.0 LLJ 0 � � U Q Y BENCHMARK TBM-5/8" IRON PIN WITH RED CAP AT THE INTERSECTION OF S.H. 114 PLOT DATE AND EXISTING T. W. KING ROAD (C. R. 3088) IN THE EAST EDGE OF THE MEDIAN NOSE. N478950.13, E2101877.05 02/24/21 ELEV.=601.77 DRAWING SCALE MOMUMENT- LOCATED APPROXIMATELY 150' NORTH OF THE CENTERLINE 1" = 40' OF S.H. 114 AND APPROXIMATELY 45' WEST OF EXISTING T.W. KING (C.R. 3088) AND APPROXIMATELY 75' SOUTH OF STOP & GO MART. PROJECT NUMBER ELEV.=601.77 CD20006 CONTRACTOR SHALL COORDINATE WITH SURVEYOR FOR BENCHMARKS AND ELEVATIONS PRIOR TO CONSTRUCTION. ENGINEER NOT RESPONSIBLE FOR SHEET NUMBER PROVIDING BENCHMARKS AND BEARINGS. CASE NUMBER: ZA18- 006 sp \\SERVER-PC\SERVER\2020 PROJECTS\CD20006 - SOUTHLAKE HOTEL\PLANS\SITE PLAN CD20006.DWG The study parameters used in this TIA are based upon the requirements of TxDOT/City of Southlake and are consistent with the standard industry practices used in similar studies. SITE LOCATION AND STUDY AREA The subject property will be located on the South -East Quadrants of SH-114 and Kirkwood Boulevard in the City of Southlake, Texas. Roadway Intersections: • SH-114 SB Frontage Road at Solana Boulevard: Signalized • SH-114 NB Frontage Road at Kirkwood Boulevard: Signalized • The Vista Driveway/Driveway 1 at Kirkwood Boulevard: STOP -controlled on driveway • T W King Road at Kirkwood Boulevard: Signalized • Site Driveway 2 at SH-114 NB Frontage Road: STOP -controlled on driveway EXISTING SITE AND DEVELOPMENT The site is currently vacant. The surrounding of the proposed development is mixed -use developments. The proposed development will consist of a hotel of 84 rooms and 13,S00 SF of office/retail space. The proposed development is estimated to be built by December 2022. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 7 Thoroughfare System • SH-114 Frontage Road: — Existing operation and cross-section: Two lanes, one-way — Speed Limit: 50 mph — City of Southlake Functional Classification: Principal Arterial Kirkwood Boulevard: Existing operation and cross-section: Six lanes, two-way, divided Speed Limit: 30 mph — City of Southlake Functional Classification: Major Arterial T W King Road: — Existing operation and cross-section: Two lanes, two-way, undivided Speed Limit: 30 mph City of Southlake Functional Classification: Minor Collector A summary of the existing and proposed intersection/roadway geometry and traffic control devices are shown in Exhibit 3 and Exhibit 4 respectively. Existing Traffic Volumes The existing traffic volumes were collected during the analyzed peak hours at the study area intersections and roadway links on Thursday, April 7, 2015. The traffic counts were collected during the traditional morning and evening peak hours. The existing volumes were grown for five years at a rate of 3% and used as 2020 existing volumes for this study except for T W King Rd at Kirkwood Blvd intersection. The traffic volumes requested by Lee Engineering on June 18, 2019 were used for this intersection. These volumes were grown for one year at a rate of 3% and used as 2020 existing volumes in conjunction on current traffic volumes for this study. Traffic volumes are graphically summarized in Appendix A and detailed 15-minute-count data sheets are provided in Appendix B. Projected Background Traffic Volumes Background traffic growth is defined as the normal traffic growth that is not directly related to the subject development of this study. DeShazo assumed an annual growth rate of 3% in determining background traffic growth based on previous traffic impact studies completed for other site developments in the vicinity of project. Traffic volumes for the Vista Drive across from Driveway 1 were obtained from the trip generation Exhibits 4 and 5 in the TIA conducted by Halff Associates for The Vista development. The exhibits are included for reference in Appendix E. The trips generated from the Vista development and Ameritrade development are added to the background traffic of the proposed development. Historical traffic volumes in the area have fluctuated in the last several years. A growth rate of 3% per year was used in this analysis till full buildout (2023). DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 8 Future background traffic volumes estimate for the buildout years were calculated by applying the assumed growth rate for the study area intersections. These volumes are graphically summarized in Appendix A. TRIP GENERATION The Institute of Transportation Engineers Trip Generation Manual (10th Edition) is an accepted source for calculating trip generation for common land uses for which sufficient published data is available. Trip generation is summarized in trip ends — a trip end is a one-way vehicular trip entering or leaving a site (i.e., one vehicle arriving and departing represents two trip ends). This analysis evaluates typical weekday AM and PM peak hour conditions of the local street traffic. Table 3 provides a summary of the calculated trip ends generated by the project. Excerpts from ITE Trip Generation data are provided in the Appendix section of this report. Supplemental information used in the trip generation calculations is provided in Appendix C. Table 3. Projected Trip Generation for Development FIFE Cade ITE Land Use QuantityWeekday Trips AM Peak Hour PM Peak Hour Total In Out Total In Out 310 ............................................................................................................................................................................................................................................................................................................................................................. 820 Hate] Shopping Center 84 Rooms 13,500 SF 521 1,949 37 46 22 29 15 17 37 157 19 75 18 82 subtotids: 2.369 83 51 32 194 94 1D0 TotQ19: 2,369 r 83 51 32 194 94 100 For the purpose of the analysis, the commercial space was assume to have only retail uses. If the commercial space was to be developed as a Office or Mixed -use, these land uses would generate lesser trips than the assumed retail use. Therefore, the proposed site traffic determined in the analysis is based on a conservative estimate. TRIP DISTRIBUTION AND ASSIGNMENT Traffic for the proposed development was distributed and assigned to the study area roadway network based upon the roadway network and regional travel flow [or existing traffic patterns]. Detailed trip distribution and traffic assignment calculations and results are summarized in Appendix C. SITE -GENERATED TRAFFIC VOLUMES Site -generated traffic is calculated by multiplying the trip generation value (from Table 3) by the corresponding traffic assignments (from Appendix C). The resulting cumulative (for all uses) peak period site -generated traffic volumes at buildout of the Project are graphically summarized in Appendix A. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 9 INTERSECTION CAPACITY ANALYSIS - METHODOLGY The level of performance of infrastructure can often be measured through an analysis of volume and capacity that considers various physical and operational characteristics of the system. For vehicular traffic, an operational analysis of roadway intersection capacity is the most detailed type of analysis. An industry -standardized methodology for this type of analysis is presented in the Highway Capacity Manual (HCM). HCM uses the term "level of service" (LOS) to qualitatively describe the efficiency using a letter grade of A through F. Generally, LOS is described as follows. LOS A = free, unobstructed flow LOS B = reasonably free flow LOS C = stable flow LOS D = approaching unstable flow LOS E = unstable flow, operating at design capacity LOS F = operating over design capacity Traffic operational analysis is typically measured in one -hour periods during day-to-day peak conditions. In most urban settings, LOS C (or better) is desirable, although LOS D is considered to be acceptable. Nevertheless, periods of LOS E or F conditions are not uncommon for brief periods of time at major transportation facilities. In some cases, measures to add more capacity —either through operational changes and/or physical improvements —can be identified to increase efficiency and sometimes improve the level of service. For traffic -signal -controlled ("signalized") intersections and STOP -controlled ("unsignalized") intersections, LOS is determined based upon the calculated average seconds of delay per vehicle. For signalized intersections, the average delay per vehicle can be effectively calculated for the entire intersection. However, the average delay per vehicle for unsignalized intersections is calculated by only approach or by individual traffic maneuvers that must stop or yield right-of- way. For unsignalized intersections of a minor street or driveway and a major roadway, the analysis methodology often breaks down and yields low levels of service (often, LOS F) that cannot be mitigated unless a traffic signal is installed. However, for a traffic signal to be installed, the responsible agency that governs the right-of-way must issue its approval subject to very specific warrant criteria being met and several other operational considerations being satisfied. Neither level of service nor delay is considered a criterion for traffic signal installation. The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the latest edition of the Highway Capacity Manual. Signalized Intersection Unsignalized Intersection (Average Delay per Vehicle) (Average Delay per Vehicle) LOS A < 10 a-0 LOSB >10-<20 >10-<15 LOS C >20-<35 >15-<25 LOS D >35-<55 >25-<35 LOS E >55 - <80 >35 - <50 LOS F >80 >50 NOTE: Signalized intersection operational parameters and operational results in this TIA were obtained directly from the optimized software output and may differ slightly from actual traffic signal operations. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 10 2020 EXISTING - INTERSECTION ANALYSIS Existing traffic volumes were analyzed to determine current operational conditions. Intersection capacity analyses presented in this study were performed using the SYNCHRO software package. Table 4 provides a summary of peak period intersectional operational conditions. Detailed traffic volumes and software output for all intersection analysis is provided in Appendix A and Appendix D, respectively. Table 4. 2020 Existing Intersection Analysis Traffic 020 Analysis Intersections Movement AM PM Kirkwood Boulevard at SH 114 SBFR o B (10.6) D (38.2) v a! ;^ Kirkwood Boulevard at SH 114 N B F R -1 C (27.7) D (47.4) a, Kirkwood Boulevard at T W King Road w B (16.8) C (23.5) in Kirkwood Boulevard at NBL - - - The Vista Dr/ Driveway 1 NBTR - - - - EBL c v o - - - - WBL '� - - - - SBR ao Ln �, a, c - - - - Driveway 2 at SH 114 NBFR WBR - - - - Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 11 2023 BACKGROUND AND BACKGROUND PLUS SITE - INTERSECTION ANALYSIS The site is expected to be fully completed in December 2022. Therefore, year 2023 background and background -plus -site traffic volumes were analyzed to determine the incremental change in operational conditions during peak periods without and with site -related traffic. LOS results are provided in Table 5. Table 5. 2023 Intersection Analysis Traffic 2023 Background 2023 Background +Site AM PM AM (veh) PM (veh) Intersections Movement Kirkwood Boulevard at o C (25.5) F (>100) C (27.1) F (>100) SH 114 SBFR With Optimized Splits u v v c D (35.0) Kirkwood Boulevard at F (93.7) F (86.2) F (96.9) F (91.3) SH 114 N B FR With Optimized Splits v N A D (52.3) Kirkwood Boulevard at B (19.5) E (58.5) B (19.2) E (58.7) T W King Road With Optimized Splits D (50.3) Kirkwood Boulevard at NBL NBTR F (>100) C (19.2) 2 1 C (19.4) A (8.5) 1 1 The Vista Dr/ Driveway 1 EBL v B (10.7) B (12.0) B (10.7) 1 B (12.0) 1 WBL o N '� -- C (17.5) 1 A (7.4) 1 SBR to •� v c B (10.5) C (17.5) B (10.5) 1 C (17.5) 2 Driveway 2 at SH 114NBFR WBR C (15.9) 1 C (19.4) 1 Based upon the 2023 background -plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- -The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- -The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W King Road- -The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd - -The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (951h Percentile) for NB left turn is around 5 vehicles. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 12 ROADWAY LINK ANALYSIS - METHODOLGY A roadway link is a roadway segment between two intersections. Roadway link capacity analysis is a comparison of actual or forecasted traffic volumes to the theoretically roadway capacity. The capacity of the roadway link is a function of the roadway's cross-section (i.e., number of lanes, lane widths, type of center divider, etc.). However, other more theoretical factors also apply, such as the character of environment and the functional classification of the roadway. Roadway link capacity is less critical than intersection capacity; however, it can provide a gauge of the utilization of given roadway. A specific industry standard for roadway link capacity does not exist, but the typical concept is derived from a base saturation flow rate (i.e., the maximum theoretical rate of continuous flow under ideal, unobstructed conditions). In the traffic engineering industry, this value is generally considered to range between 1,900-2,100 vehicles per lane per hour). A series of adjustment factors are then applied to the saturation flow rate to reflect the characteristics of a given location. The North Central Texas Council of Governments (NCTCOG), the metropolitan planning agency for the Dallas -Fort Worth region, has derived internal "hourly service volume" guidelines used for transportation modelling purposes. The NCTCOG values were based upon the principles presented in the Highway Capacity Manual with "regional calibration" factors applied. Though these per -lane capacities, or "Service Volumes" (summarized in the table below), are intended for modelling purposes, they do provide a reasonable gauge of theoretical capacity. Hourly Service Volumes by Roadway Function Minor Arterial & Collector & Principal Arterial Area Type Frontage Road Local Street Median- Undivided Median- Undivided Median- Undivided Divided or Two -Way Divided or Two -Way Divided or Two -Way One -Way One -Way One -Way CBD 725 650 725 650 475 425 Urban/ 850 775 825 750 525 475 Commercial Suburban 925 8,75 900 825 575 525 Residential Rural 1,025 925 975 875 600 550 To determine the utilization of a roadway, the volume to capacity ratio is calculated — a v/c ratio of less than 1.0 indicates that the roadway is operating under capacity. NCTCOG's level of service denominations are as follows. Volume: Capacity Ratio < 45% is LOS A/8 Volume: Capacity Ratio > 45% and < 65% is LOS C Volume: Capacity Ratio > 65% and < 80% is LOS D Volume: Capacity Ratio < 80% and < 100% is LOS E Volume: Capacity Ratio > 100% is LOS F DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 13 ROADWAY LINK ANALYSIS - RESULTS For purpose of the roadway link analysis, the area is considered urban/commercial. Existing peak hour volumes, the growth rate factor and peak hour projected site -generated trips were used to conduct the roadway link analysis which is summarized in Table 6. Table 6. Roadway Link Capacity Analysis Results Summary Roadway ❑irection Classification for Analysis *Hourly Volume #€ LANES MEDIAN DIVIDED? CAPACITY VEC Los Per Lane Roadway 2020 Existing: Kirkwood Boulevard (Between Driveway 1 1 and T w King Road) EB Major Arterial 851 1 3 1 Y 1 850 1 2.550 1 D.33 I A/B wB Major Arterial 887 1 3 1 v 850 1 2.550 1 D.35 I A/B 2023 Background: Kirkwood Boulevard (Between Driveway 1 1 and T W King Road) EB Major Arterial 1,822 1 3 1 Y 1 850 1 2.550 1 D.71 I D wB Major Arterial 2.036 1 3 1 y 1 854 1 2.550 1 D.SO I D 2023 Background + Site: Kirkwood Boulevard (Between Driveway 1 1 land TwKing Road) EB MajorArterlal 1.824 1 3 1 Y 1 850 1 2.550 1 D.72 D wB Major Arterial 2,042 1 3 1 Y 1 850 2.550 1 D.80 E Note: *: The maximum traffic volume has been taken from AM/PM (whichever is greater) peak hour traffic. Based upon the roadway link analysis: Kirkwood Blvd: • Currently EB and WB movements operate at LOS A/B at existing conditions. • EB and WB movements expected to operate at LOS D and LOS E, respectively at 2023 background plus site conditions. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 14 Intersection sight distance, driveway spacing and deceleration lane requirements were also evaluated as part of this TIA. INTERSECTION SIGHT DISTANCE AND STOPPING SIGHT DISTANCE Sight distance is the metric used to describe the ability of a motorist to physically see (via a direct line of sight) objects and/or other vehicles to a degree sufficient to allow safe and efficient use of a roadway in the intended manner. The sight distance is a function of the major roadway's geometric characteristics and 85t" percentile speed. INTERSECTION SIGHT DISTANCE REVIEW FOR PROJECT A cursory review of the proposed driveways on Google Earth found that the proposed driveways satisfy the intersection sight distance criteria. The intersection sight distance summary is shown is Table 7. Table 7: Intersection Sight Distance Summary Speed Meets Intersections Limit Required ISD (Ft) Provided ISD (Ft) Requirements (mph) Right Turn Left Turn Right Turn Left Turn Driveway 2 at 50 480 - 800 - Yes SH114 NBFR Driveway 1 at 30 290 335 370 360 Yes Kirkwood Blvd INTERSECTION SIGHT DISTANCE CURSURY REVIEW FOR PROJECT: Pictures taken at the development site showed that some of the existing trees just outside the property line along eastbound Kirkwood Boulevard may not allow the required unobstructed line of sight of 470 feet from Driveway 1. It is recommended that trees shown in Exhibit 5 be trimmed or removed to allow the require 470 feet of sight distance. This does not rule out the potential that other impediments such and landscaping and signage that may be installed after the construction of Southwest Meadows. DRIVEWAY SPACING REVIEW CITY OF SOUTHLAKE DRIVEWAY SPACING CRITERIA: The City of Southlake's driveway Ordinance No. 634 requires 250 feet between access points on an Arterial facility such as Kirkwood Boulevard. Driveway spacing between access points is measured from centerline to centerline of each proposed driveway. Table 8 summarizes the driveway spacing for the proposed driveways along Kirkwood Boulevard. RIVEWAY SPACING REVIEW FOR PROJECT: A summary of the driveway spacing provided for each of the proposed site access points is presented in Table 8. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 15 Table 8. Driveway Spacing Summary Spacing Between Required (Ft) Provided (Ft) Meets Requirements SH 114 NBFR and Driveway 1 250 —420 Yes Driveway 2 and Kirkwood Blvd 250 —530 Yes Driveway 1 and T W King Road 250 —420 Yes All the proposed site driveways meet City of Southlake's driveway spacing requirements. DECELERATION LANE ANALYSIS DECELERATION LANE RECOMMENDATIONS: CITY OF SOUTHLAKE RIGHT -TURN DECELERATION LANE CRITERIA: The City of Southlake requires that auxiliary turn lanes be provided if the right -turn ingress volume exceeds 50 vehicles in the design hour on an arterial street such as Kirkwood Boulevard or if the speed limit on the street exceeds 40 MPH and the right -turn ingress volume is at least 40 vehicles in the design hour (Refer to Driveway Ordinance No. 634 — 5.4. Auxiliary lanes). TXDOT DECELERATION LANE CRITERIA: The TxDOT criteria for providing right -turn deceleration auxiliary lanes are outlined in Table 2-3 (Appendix E) of the Access Management Manual. The threshold for roadways with a posted speed limit greater than 45 MPH is 50 vehicles per hour (or, 60 vehicles per hour for posted speed limit of 45 MPH or lower). For raised medians, left -turn deceleration lanes ("bays") are required for all left -turn opportunities. Table 9 summarizes the expected right -turn volumes at each driveway during the peak hours. Table 9. Deceleration Lane Analysis Intersection Traffic Movement Analysis Scenario Turning Vehicles (veh) Meets Requirements EBR 2023 Background + Site AM 41 2023 Background + Site PM 70 Driveway 1 at Kirkwood Blvd Yes NBR 2023 Background + Site AM 24 2023 Background + Site PM 41 Driveway 2 at SH 114 NBFR No The projected eastbound, right -turn traffic volume (70 vehicles during PM peak hour) on Kirkwood Boulevard at Driveway 1 exceeds the volume threshold for an auxiliary lane during the peak hour and a right -turn lane is required. • Since SH-114 NB Frontage Road is a TxDOT roadway, TxDOT's volume thresholds for providing deceleration auxiliary lanes were used to determine if a right -turn lane should be considered at Driveway 2. TxDOT criteria for auxiliary lanes are outlined in Table 2-3 of the Access Management Manual. Driveway 2 does not exceed the volume threshold for an auxiliary lane during the peak hours and a right -turn lane is not required. A summary of the projected peak hour driveway volumes is included in Appendix A for each scenario analyzed. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 16 CITY OF SOUTHLAKE LEFT -TURN DECELERATION LANE CRITERIA: The City of Southlake requires that auxiliary left -turn lanes be provided on divided roads when a proposed driveway will be served by an existing public street median opening. Since Kirkwood Boulevard is a divided road and Driveway 1 will be served by the existing median opening, a westbound left -turn lane into Driveway 1 is required (Driveway Ordinance No. 634, pg. 13, part f). DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 17 The services of DeShazo Group, Inc. (DeShazo) were retained by Brown Company Partners, LLC, to conduct a traffic impact analysis (TIA) for the proposed mixed -use development in City of Southlake, Texas. The subject property will be located on the South -East quadrants of SH-114 and Kirkwood Boulevard in the City of Southlake, Texas. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group. The site plan and the development program has changed since then. The proposed project will be fully constructed by December 2022. The overall area of the site is approximately 6 acres. Table 1 shows the development program summary for the site development. Table 1. Development Program Summary Use Quantity Buildout Year Embassy Hotel Office/Retail 84 rooms 13,500 SF 2022 2022 The analysis of the traffic generated by the proposed development resulted in no significant impact on the local roadway system. Below is a summary of findings from this TIA. FINDING: Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. FINDING: Based upon the 2023 background -plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- -The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- -The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- -The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd - -The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (95" Percentile) for NB left turn is around 5 vehicles. RECOMMENDATION FOR SIGNALIZED INTERSECTIONS: Optimizing the signal timings and splits will reduce the operational delay for both Frontage Roads during AM peak hour. The failing LOS during PM peak hour is due to the heavy background traffic assumed from the previous developments (Vista development and Ameritrade development). The proposed DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 18 development poses only a minimal impact to the intersections. By optimizing the signal timing, the delay at the signalized intersections can be reduced. FINDING: At Driveway 1, the maximum 951h percentile queue is 5 vehicles during AM peak hour. As per the site plan, the available stacking depth is inadequate at extreme conditions. RNDING: The right -turn ingress volumes at Driveways 1 exceeds the City of Southlake's minimum right -turn volume to require the installation of a right -turn lane on Kirkwood Blvd. Therefore, a right -turn lane is required at Driveway 1. RECOMMENDATION: The existing rightmost eastbound lane can be converted to a right - turn lane for Driveway 1 as Synchro analysis of the driveway indicated that it is expected to operate acceptably with two eastbound through lanes and a right -turn lane at the intersection. FINDING: All the site driveways proposed for this study meet City of Southlake driveway spacing requirements. FINDING: Based on the cursory review on Google Earth, the proposed site driveways meet the required intersection sight distance. (Refer to Table 7). From the field visit, it is recommended the trees that are inhibiting the driver's view toward oncoming traffic need to be trimmed in order to allow an unobstructed line of sigh of 470 feet from Driveway 1 (Refer Exhibit 5). FINDING: Based upon the roadway link analysis, the proposed development has no significant impact on Kirkwood Boulevard. END OF MEMO DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 19 Exhibit 3. Existing Roadway Geometry and Traffic Control TIA for Creekside Point in Southlake, Texas ^North Not to Scale DeShazo Group LBN Exhibit 4. Proposed Roadway Geometry and Traffic Control E TIA for Creekside Point in Southlake, Texas ^North Not to Scale DeShazo Group LBN low s s^� 4 Appendix A. Traffic Volume Exhibits TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix A1.2O2O Existing AM Peak Hour Traffic Volumes North " Not to Scale -670 R7 R9 �311 F362 W y 4 F23 270 139-* v T jo Kirkwood Blvd � v T 271 -* 330- cc.::, M ti 685-* c*' o `9 129y r LL z cn CO A Cn 03 n X TIA for Creekside Point in Southlake, Texas DeShazo Group LBN A2.2O2O Existing PM Peak Hour Traffic Volumes North " Not to Scale R-46 o iv w F340 R330 <-7110 X-452 F530 � 248� 388-o Kirkwood Blvd V T 655y 52- CO 37-> v 8y LL z d- cn = cn A Cn 00 n TIA for Creekside Point in Southlake, Texas DeShazo Group LBN A3. 2023 Background AM Peak Hour Traffic Volumes North " Not to Scale cD cn v 0 CD 00 F739 R15 ^Q M - R58 � + X-425 F487 -390 y F25 444� 297-* T 97a Kirkwood Blvd 379-f V T 296y 1010- � � � 1767� 1151 � `" o 292y U z d- cn = cn A 03 n TIA for Creekside Point in Southlake, Texas DeShazo Group LBN A4. 2023 Background PM Peak Hour Traffic Volumes C tw vo + 280-,- 716y Cn W n X 450-0 83- LL m z d- U) zT cD North " Not to Scale TIA for Creekside Point in Southlake, Texas DeShazo Group LBN AS. 2023 Site Generated AM Peak Hour Traffic Volumes w CD CLn i 7-� Cr 2 .A Cr UZ r z 41-* n, LL m z CO North " Not to Scale TIA for Creekside Point in Southlake, Texas DeShazo Group LBN AG. 2023 Site Generated PM Peak Hour Traffic Volumes 9-> Cn A Cn 03 n 56-0- n, LL m z CO North " Not to Scale TIA for Creekside Point in Southlake, Texas DeShazo Group LBN A7. 2023 Background Plus Site Generated AM Peak Hour Traffic Volumes N -I 451 -> 296-* Cn A Cn 03 n 297-0 1051-�- n, LL m z CO R26 F492 CO CO to�CO 11 R26 Driveway 2 0 0 F390 + , Ar3 97-f ' R 41y Kirkwood Blvd y %k 381381 i 1151-* 292y cc n. North " Not to Scale TIA for Creekside Point in Southlake, Texas DeShazo Group LBN AS. 2023 Background Plus Site Generated PM Peak Hour Traffic Volumes North " Not to Scale W M �527 + Ar1138 R840 F1337 a� L a) --4 CDF2036 Ai + Ar6 Cn R111 4-1181 �0-1 292-)- 450� R f if Kirkwood Blvd -v AN 716y 153� Cu.) o m 159� w �' 41� N CD 9y -� LL m T � � CD Cn W R74 Driveway 2 T� TIA for Creekside Point in Southlake, Texas DeShazo Group LBN Appendix B. 2015 & 2019 Traffic Count Data TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Page I of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: SH 114 SBFR at Kirkwood Blvd IS city/state: Southlake, Texas Data Collector(s): Camera Day/Date: Tuesday, April 7, 2015 Weather Conditions: Mild/Normal Conditions Project -ID #: 15035-03 Traffic Control: Unsignalized Data Source: CJ Hensch Description: Minor -Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count SH 114 SBFR SH 114 SBFR Kirkwood Blvd Kirkwood Blvd Begin End u L T R u L T R u L T R u L T R 7:00 AM 7:15 AM 0 0 19 1 11 0 23 32 0 64 99 7:15 AM 7:30 AM 0 0 17 0 10 0 41 78 0 69 118 7:30 A M 7:45 AM 0 0 29 1 15 0 44 68 0 91 109 7:45 AM 8:00 AM 0 - - - 0 36 1 11 0 - 59 76 0 83 137 - 8:00 AM 8:15 AM 0 - - - 0 39 0 12 0 - 57 52 0 60 127 - 8:15 AM 8:30 AM 0 - - - 0 51 0 15 0 - 64 59 0 66 166 - 8:30 AM 8:45 AM 0 0 45 0 20 0 53 47 0 59 148 8:45 AM 9:00 AM 0 - - - 0 36 1 17 0 43 53 0 48 126 Intersection PHV: 0 0 0 171 1 58 0 233 234 268 578 0 PHF: 0.00 0.00 0.00 0.84 0.25 0.73 0.00 0.91 0.77 0.81 0.87 0.00 Intersection Peak Hour: 7:45 AM - 8:45 AM Intersection PHF: 0.92 Study Area PHV: 0 0 0 171 1 58 0 233 234 268 578 0 PHF: 0.00 0.00 0.00 1 0.84 0.25 0.73 0.00 0.91 0.77 0.81 0.87 0.00 Study Peak Hour: 7:45 AM 8:45 AM Study Area PHF: 0.92 4:30 PM 4:45 PM 0 0 27 4 13 0 - 49 132 6 80 55 4:45 PM 5:00 PM 0 - - - 0 26 1 10 0 - 46 111 11 94 80 - 5:00 PM 5:15 PM 0 - - - 0 30 1 15 0 - 67 184 12 94 83 5:15 PM 5:30 PM 0 - - - 0 34 0 4 0 - 54 167 13 118 67 5:30 PM 5:45 PM 0 0 25 0 14 0 47 103 15 84 63 5:45 PM 6:00 PM 0 0 36 0 10 0 - 41 101 18 68 79 6:00 PM 6:15 PM 0 0 21 1 5 0 - 41 126 9 62 89 6:15 PM 6:30 PM 0 0 30 0 9 0 - 27 93 4 1 62 87 Intersection PHV: 0 0 0 117 6 42 0 216 594 386 285 0 PHF: 0.00 0.00 0.00 0.86 0.38 0.70 0.00 0.81 0.81 0.82 0.86 0.00 Intersection Peak Hour: 4:30 PM - 5:30 PM Intersection PHF: 0.87 Study Area PHV: 0 0 0 115 2 43 0 214 561 390 293 0 PHF: 0.00 0.00 0.00 0.85 0.50 0.72 0.00 0.80 0.77 0.83 0.88 0.00 Study Peak Hour: 4:45 PM 5:45 PM Study Area PHF: 0.86 Observations: rile C2X31-1RS - 4L&12Mv Peds.XLS Page 2 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: SH 114 NBFR at Kirkwood Blvd IS city/state: Southlake, Texas Data Collector(s): Camera Day/Date: Tuesday, April 7, 2015 Weather Conditions: Mild/Normal Conditions Project -ID #: 15035-04 Traffic Control: Unsignalized Data Source: CJ Hensch Description: Minor -Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count SH 114 NBFR SH 114 NBFR Kirkwood Blvd Kirkwood Blvd Begin End u L T R u L T R u L T R u L T R 7:00 AM 7:15 AM 0 89 18 27 0 0 13 29 0 72 4 7:15 AM 7:30 AM 0 105 11 39 0 0 26 32 0 81 2 7:30 A M 7:45 AM 0 103 27 66 0 0 26 47 0 111 2 7:45 AM 8:00 AM 0 122 27 79 0 - - 0 26 70 - 0 - 90 2 8:00 AM 8:15 AM 0 127 32 95 0 0 38 61 - 0 68 0 8:15 AM 8:30 AM 0 152 31 110 0 - - 0 25 87 - 0 - 79 1 8:30 AM 8:45 AM 0 134 24 122 0 0 31 67 0 75 3 8:45 AM 9:00 AM 0 121 29 100 0 - - - 0 21 60 0 - 56 3 Intersection PHV: 535 114 406 0 0 0 120 285 0 0 312 6 PHF: 0.88 0.89 0.83 0.00 0.00 0.00 0.79 0.82 0.00 0.00 0.87 0.50 Intersection Peak Hour: 7:45 AM - 8:45 AM Intersection PHF: 0.92 Study Area PHV: 535 114 406 0 0 0 120 285 0 0 312 6 PHF: 0.88 0.89 0.83 1 0.00 0.00 0.00 0.79 0.82 0.00 0.00 0.87 0.50 Study Peak Hour: 7:45 AM 8:45 AM Study Area PHF: 0.92 4:30 PM 4:45 PM 0 48 230 6 0 - - - 0 77 6 - 0 100 57 4:45 PM 5:00 PM 0 73 211 10 0 0 75 8 0 108 62 5:00 PM 5:15 PM 0 72 199 11 0 0 88 16 - 0 123 65 5:15 PM 5:30 PM 0 69 198 7 0 0 92 16 - 0 126 85 5:30 PM 5:45 PM 0 56 212 4 0 - - 0 80 5 - 0 - 100 73 5:45 PM 6:00 PM 0 71 214 3 0 0 86 10 - 0 93 73 6:00 PM 6:15 PM 0 87 244 9 0 0 68 8 - 0 76 57 6:15 PM 6:30 PM 0 1 71 248 9 0 0 56 7 - 0 78 16 Intersection PHV: 268 823 25 0 0 0 346 47 0 0 442 296 PHF: 0.93 0.96 0.57 0.00 0.00 0.00 0.94 0.73 0.00 0.00 0.88 0.87 Intersection Peak Hour: 5:00 PM - 6:00 PM Intersection PHF: 0.95 Study Area PHV: 270 820 32 0 0 0 335 45 0 0 457 285 PHF: 0.92 0.97 0.73 1 0.00 0.00 0.00 0.91 0.70 0.00 0.00 0.91 0.84 Study Peak Hour: 4:45 PM 5:45 PM Study Area PHF: 0.95 Observations: rile C2X31-1RS - 4L&12Mv Peds.XLS Page 3 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: IS TW King Road at Kirkwood Blvd city/state: Southlake, Texas Data Collector(s): Camera Day/Date: Tuesday, April 7, 2015 Weather Conditions: Mild/Normal Conditions Project -ID #: 15035-06 Traffic Control: Unsignalized Data Source: CJ Hensch Description: All -Way STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count TW King Road TW King Road Kirkwood Blvd Kirkwood Blvd Begin End u L T R u L T R u L T R u L T R 7:00 AM 7:15 AM 0 0 7 69 0 6 52 0 9 1 7:15 AM 7:30 AM 0 0 8 79 0 7 63 0 3 1 7:30 AM 7:45 AM 0 0 16 110 0 2 112 0 5 2 7:45 AM 8:00 AM 0 - - - 0 19 - 82 0 8 137 - 0 - 9 2 8:00 AM 8:15 AM 0 - - - 0 12 62 0 9 148 - 0 4 1 8:15 AM 8:30 AM 0 - - - 0 17 - 72 0 6 188 - 0 - 10 0 8:30 AM 8:45 AM 0 - - - 0 11 - 70 0 4 183 - 0 - 11 1 8:45 AM 9:00 AM 0 0 5 49 0 7 140 0 8 0 Intersection PHV: 0 0 0 59 0 286 27 656 0 0 34 4 PHF: 0.00 0.00 0.00 0.78 0.00 0.87 0.75 0.87 0.00 0.00 0.77 0.50 Intersection Peak Hour: 7:45 AM - 8:45 AM Intersection PHF: 0.91 Study Area PHV: 0 0 0 59 0 286 27 656 0 0 34 4 PHF: 0.00 0.00 0.00 1 0.78 0.00 0.87 0.75 0.87 0.00 0.00 0.77 0.50 Study Peak Hour: 7:45 AM 8:45 AM Study Area PHF: 0.91 4:30 PM 4:45 PM 0 0 2 - 24 0 8 6 - 0 139 20 4:45 PM 5:00 PM 0 - - - 0 2 31 0 8 8 - 0 135 23 5:00 PM 5:15 PM 0 - - - 0 0 23 0 20 6 - 0 166 27 5:15 PM 5:30 PM 0 - - - 0 2 32 0 19 3 - 0 177 28 5:30 PM 5:45 PM 0 - - - 0 4 - 30 0 8 1 - 0 - 147 27 5:45 PM 6:00 PM 0 0 0 29 0 6 5 - 0 129 22 6:00 PM 6:15 PM 0 0 1 21 0 17 4 - 0 114 19 6:15 PM 6:30 PM 0 0 2 28 0 1 13 2 - 0 62 8 Intersection PHV: 0 0 0 8 0 116 55 18 0 0 625 105 PHF: 0.00 0.00 0.00 0.50 0.00 0.91 0.69 0.56 0.00 0.00 0.88 0.94 Intersection Peak Hour: 4:45 PM - 5:45 PM Intersection PHF: 0.89 Study Area PHV: 0 0 0 8 0 116 55 18 0 0 625 105 PHF: 0.00 0.00 0.00 0.50 0.00 0.91 0.69 0.56 0.00 0.00 0.88 0.94 Study Peak Hour: 4:45 PM 5:45 PM Study Area PHF: 0.89 Observations: rile C2X31-1RS - 4L&12Mv Peds.XLS Kirkwood Blvd AM Peak Hour = 7:30 AM - 8:30 AM Number of Heavy Vehicles = O Number of Cyclists = O Number of Pedestrians = 4 AM a C Y NI u Lg ♦ L► � 02 3f I *1 ♦ F* sss --+ I2S -. N c 0 P c C2 a W c::: 0 S; N.. 45 O N +LSSg Kirkwood Blvd J i l - ...... 3s--+ +11 (ia O O S-- LEGEND ° c c::: STUDY INTERSECTION S2 PEAK HOUR VOLUMES *Peak Hourtraffic volumes collected on Thursday, May23, 2019 I NOTTO SCALE Kirkwood Blvd Kirkwood Blvd PM Peak Hour = 4:30 PM - 5:30 PM NumberofHeavyVehicles= 1 Number of Cyclists = O Number of Pedestrians = 4 aM-"Milfilll-21'.. �J'AY8t54 Kirkwood Boulevard and TW King Road Figure 6 5;)itIEEnG Appendix C. Site -Generated Traffic Supplement TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix (bouble Oa ni 11 011 5 - " ' f NAN 1{ Al o� �`, - �Flower'Mound� 1 • , } D,Qws`�Traphy _ I�1�=�r'A� AN -ate. 2. -Fvr:- S©o - .�. _ y �..,� .''ir 9 -airj R''`-,� ■■■„! ~' ; 1 p Kirkwood Bled 8' TX-1 1 4 .- rtagei Rd Ai El V •� AA C] r' n; 9 1 �k CA I Tr ' ter. "—`—+J,Southlake © '.IJart�lw2S �! I�wy r %/• � �,� '1��,ti, - r i+� ��, �outhlak'e • I' ti LEGEND: r, Golden TFr�`n`g�e 6�r � � , w� _ , � � - ` •' - . �. - i - - ? —= @ SITE LOCATION �■ - , RE; I 1 ��i XX - Inbound Traffic Assignment (XX) -Outbound Traffic Assignment CrmliP TRAFFIC & TRANSPORTATION ENGINEERS 4DO S. Houston Street Ste_ 330 TRAFFIC ASSIGNMENT - INBOUND AND OUTBOUND PROJECT#:20071 EXHIBIT Dallas, Texas 75202 (21,1) 7,18-6710 TIA for the Creekside Point in Southlake, Texas DATE: JUNE 2020 Appendix D. Detailed Intersection Capacity Analysis Results TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Timings 2020 Existing 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM -,*,-,* F t 4\ T '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBf Lane Configurations ttt r ►j tt ►j +TT+ Traffic Volume (vph) 0 270 271 311 670 0 0 0 0 67 1 198 Future Volume (vph) 0 270 271 311 670 0 0 0 0 67 1 198 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 293 295 338 728 0 0 0 0 73 1 215 Shared Lane Traffic (%) 10% Lane Group Flow (vph) 0 293 295 338 728 0 0 0 0 66 223 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 29.0 29.0 54.0 Total Split(%) 24.2% 24.2% 45.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (s) 23.3 23.3 69.0 76.0 32.5 32.5 Actuated g/C Ratio 0.19 0.19 0.58 0.63 0.27 0.27 v/c Ratio 0.30 0.54 0.38 0.32 0.15 0.24 Control Delay 42.8 8.8 2.3 1.1 34.5 5.7 Queue Delay 0.0 0.0 0.3 0.4 0.0 0.0 Total Delay 42.8 8.8 2.6 1.4 34.5 5.7 LOS D A A A C A Approach Delay 25.7 1.8 12.3 Approach LOS C A B Queue Length 50th (ft) 72 0 7 7 42 2 Queue Length 95th (ft) 102 78 m10 7 84 34 Internal Link Dist (ft) 313 327 395 482 Turn Bay Length (ft) 350 Base Capacity (vph) 989 545 898 2239 436 940 Starvation Cap Reductn 0 0 172 906 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.30 0.54 0.47 0.55 0.15 0.24 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 95 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.79 TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2020 Existing 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Lane Group 04 05 06 08 012 0 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (s) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split (s) 28.0 48.0 24.0 39.0 9.0 9.0 Total Split (%) 23% 40% 20% 33% 8% 8% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (fl) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2020 Existing 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Intersection Signal Delay:10.6 Intersection LOS: B Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timings 2020 Existing 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _uBL SBT SBR Lane Configurations ti tt +++ r ►j 4T+ Traffic Volume (vph) 139 330 0 0 362 7 620 132 471 0 0 0 Future Volume (vph) 139 330 0 0 362 7 620 132 471 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 151 359 0 0 393 8 674 143 512 0 0 0 Shared Lane Traffic 1%) 32 Lane Group Flow (vph) 151 359 0 0 393 8 458 871 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 5 6 6 816 Permitted Phases 5 6 Free 816 Detector Phase 5 5 6 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 48.0 24.0 Total Split 1%) 40.0% 20.0% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 58.2 65.2 17.0 120.0 43.3 43.3 Actuated g/C Ratio 0.48 0.54 0.14 1.00 0.36 0.36 v/c Ratio 0.21 0.19 0.55 0.01 0.79 0.66 Control Delay 5.3 5.2 50.3 0.0 45.6 21.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.3 5.2 50.3 0.0 45.6 21.6 LOS A A D A D C Approach Delay 5.2 49.3 29.9 Approach LOS A D C Queue Length 50th (ft) 16 19 105 0 343 189 Queue Length 95th (ft) 24 25 145 m0 #498 264 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 727 1923 720 1583 580 1318 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.19 0.55 0.01 0.79 0.66 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 95 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.79 TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2020 Existing 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group 01 02 04 08 012 016 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 22.5 22.5 9.0 9.0 Total Split (s) 54.0 29.0 28.0 39.0 9.0 9.0 Total Split(%) 45% 24% 23% 33% 8% 8% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2020 Existing 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Intersection Signal Delay: 27.7 Intersection LOS: C Intersection Capacity Utilization 63.7 % ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd #1 #1 #1 #1 :1 .2 4 012 7�1 29s 9sW4s =2 2 =2 =2. T � F T08 �1b �5 ��6 9s 4Ss 24s 39s TIA for Mixed Use Development Embassy Suites in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2020 Existing 4: Kirkwood Blvd & T W King Rd Timing Plan: AM -,* , -,* 'r F t 4\ T /P. '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SOmmW SBR Lane Configurations tf tt r +TT+ ►j T+ ►j T+ r Traffic Volume (vph) 37 685 129 0 23 9 2 0 0 56 4 260 Future Volume (vph) 37 685 129 0 23 9 2 0 0 56 4 260 Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 Adj. Flow (vph) 41 753 140 0 25 10 2 0 0 62 4 286 Shared Lane Traffic (%) 49% Lane Group Flow (vph) 41 753 140 0 35 0 2 0 0 62 144 146 Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (a) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split(%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (s) 64.0 64.0 75.6 51.2 37.5 39.8 32.4 45.2 Actuated g/C Ratio 0.53 0.53 0.63 0.43 0.31 0.33 0.27 0.38 v/c Ratio 0.06 0.40 0.13 0.02 0.01 0.13 0.28 0.22 Control Delay 18.3 22.6 3.7 16.0 24.5 25.9 7.6 4.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.3 22.6 3.7 16.0 24.5 25.9 7.6 4.7 LOS B C A B C C A A Approach Delay 19.6 16.0 24.5 9.6 Approach LOS B B C A Queue Length 50th (ft) 20 216 9 5 1 31 2 0 Queue Length 95th (ft) m40 294 m36 16 7 63 55 44 Internal Link Dist (ft) 288 1505 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 691 1887 1077 1449 426 491 509 681 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.40 0.13 0.02 0.00 0.13 0.28 0.21 Intersection Summary Cycle Length: 120 Actuated Cvcle Lenqth: 120 Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.40 TA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2020 Existing 4: Kirkwood Blvd & T W King Rd Timing Plan: AM Intersection Signal Delay:16.8 Intersection LOS: B Intersection Capacity Utilization 38.7 % ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: Kirkwood Blvd & T W King Rd TA for Mixed Use Development Embassy Suites in Southlake, Texas LBN Synchro 10 Report Page 8 Timings 2020 Existing 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM -,*,-,* F t 4\ T '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBR Lane Configurations ttt r ) tt ) Traffic Volume (vph) 0 248 655 452 340 0 0 0 0 133 2 50 Future Volume (vph) 0 248 655 452 340 0 0 0 0 133 2 50 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 0 288 762 526 395 0 0 0 0 155 2 58 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 0 288 762 526 395 0 0 0 0 77 138 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 28.0 28.0 66.0 Total Split (%) 23.3% 23.3% 55.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (s) 21.0 21.0 80.0 87.0 21.5 21.5 Actuated g/C Ratio 0.18 0.18 0.67 0.72 0.18 0.18 v/c Ratio 0.32 1.10 0.50 0.15 0.27 0.23 Control Delay 44.5 79.7 4.8 0.3 45.4 25.4 Queue Delay 0.0 0.0 0.5 0.0 0.0 0.0 Total Delay 44.5 79.7 5.3 0.3 45.4 25.4 LOS D E A A D C Approach Delay 70.0 3.2 32.6 Approach LOS E A C Queue Length 50th (ft) 72 -321 266 1 57 29 Queue Length 95th (ft) 96 #497 m318 ml 103 56 Internal Link Dist (ft) 348 327 538 507 Turn Bay Length (ft) 350 Base Capacity (vph) 889 695 1055 2565 288 601 Starvation Cap Reductn 0 0 211 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.32 1.10 0.62 0.15 0.27 0.23 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.10 TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2020 Existing 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Lane Group 04 05 06 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (s) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split (s) 17.0 36.0 42.0 33.0 9.0 9.0 Total Split (%) 14% 30% 35% 28% 8% 8% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2020 Existing 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Intersection Signal Delay: 38.2 Intersection LOS: D Intersection Capacity Utilization 85.2 % ICU Level of Service E Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timings 2020 Existing 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM -'*,-,* r F t 4\ T '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _uBL SBT SBR Lane Configurations ►j tt +++ r ►j 4T+ Traffic Volume (vph) 388 52 0 0 530 330 313 951 37 0 0 0 Future Volume (vph) 388 52 0 0 530 330 313 951 37 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 408 55 0 0 558 347 329 1001 39 0 0 0 Shared Lane Traffic 1%) 10 Lane Group Flow (vph) 408 55 0 0 558 347 296 1073 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 5 6 6 816 Permitted Phases 5 6 Free 816 Detector Phase 5 5 6 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 36.0 42.0 Total Split(%) 30.0% 35.0% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 64.0 71.0 35.0 120.0 37.5 37.5 Actuated g/C Ratio 0.53 0.59 0.29 1.00 0.31 0.31 v/c Ratio 0.64 0.03 0.38 0.22 0.59 1.02 Control Delay 13.1 1.1 59.6 0.3 40.5 73.5 Queue Delay 0.3 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 1.1 59.6 0.3 40.5 73.5 LOS B A E A D E Approach Delay 11.9 36.9 66.4 Approach LOS B D E Queue Length 50th (ft) 214 1 163 0 212 -482 Queue Length 95th (ft) 288 1 204 0 317 #625 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 636 2093 1483 1583 503 1053 Starvation Cap Reductn 29 0 0 0 0 0 Spillback Cap Reductn 0 0 49 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.03 0.39 0.22 0.59 1.02 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.10 TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2020 Existing 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 17.0 22.5 9.0 9.0 Total Split (s) 66.0 28.0 17.0 33.0 9.0 9.0 Total Split(%) 55% 23% 14% 28% 8% 8% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2020 Existing 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Intersection Signal Delay:47.4 Intersection LOS: D Intersection Capacity Utilization 85.2 % ICU Level of Service E Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. and Phases: 2: SH-114 NBFR & Kirkwood Blvd =z TIA for Mixed Use Development Embassy Suites in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2020 Existing 4: Kirkwood Blvd & T W King Rd Timing Plan: PM -,* , -,* 'r F t 4\ T /P. '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR_WqW SBT SBR Lane Configurations tf tt r +TT+ ►j T+ ►j T+ r Traffic Volume (vph) 58 37 8 1 710 46 49 0 0 2 0 128 Future Volume (vph) 58 37 8 1 710 46 49 0 0 2 0 128 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 65 42 9 1 798 52 55 0 0 2 0 144 Shared Lane Traffic (%) 50% Lane Group Flow (vph) 65 42 9 0 851 0 55 0 0 2 72 72 Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (a) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 15.0 70.0 21.0 55.0 55.0 21.0 36.0 14.0 29.0 15.0 Total Split(%) 12.5% 58.3% 17.5% 45.8% 45.8% 17.5% 30.0% 11.7% 24.2% 12.5% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (s) 64.0 64.0 77.9 52.8 43.7 36.9 32.4 45.9 Actuated g/C Ratio 0.53 0.53 0.65 0.44 0.36 0.31 0.27 0.38 v/c Ratio 0.24 0.02 0.01 0.58 0.12 0.00 0.11 0.10 Control Delay 22.1 19.2 3.1 27.7 25.7 24.5 0.4 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.1 19.2 3.1 27.7 25.7 24.5 0.4 0.3 LOS C B A C C C A A Approach Delay 19.6 27.7 25.7 0.7 Approach LOS B C C A Queue Length 50th (ft) 37 12 1 263 28 1 0 0 Queue Length 95th (ft) m59 m21 ml 332 56 6 0 0 Internal Link Dist (ft) 506 828 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 286 1887 1129 1479 497 479 639 715 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.02 0.01 0.58 0.11 0.00 0.11 0.10 Intersection Summary Cycle Length: 120 Actuated Cvcle Lenqth: 120 Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.58 TA for Mixed Use Development Embassy Suites in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2020 Existing 4: Kirkwood Blvd & T W King Rd Timing Plan: PM Intersection Signal Delay: 23.5 Intersection LOS: C Intersection Capacity Utilization 53.4 % ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: Kirkwood Blvd & T W King Rd TIA for Mixed Use Development Embassy Suites in Southlake, Texas LBN Synchro 10 Report Page 8 Timings 2023 Background 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM -,*,-,* F t 4\ T/,. '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBR Lane Configurations ttt r ►j tt ►j Traffic Volume (vph) 0 444 296 425 739 0 0 0 0 718 1 217 Future Volume (vph) 0 444 296 425 739 0 0 0 0 718 1 217 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 483 322 462 803 0 0 0 0 780 1 236 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 0 483 322 462 803 0 0 0 0 390 627 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 29.0 29.0 54.0 Total Split(%) 24.2% 24.2% 45.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (s) 22.0 22.0 69.0 76.0 32.5 32.5 Actuated g/C Ratio 0.18 0.18 0.58 0.63 0.27 0.27 v/c Ratio 0.52 0.58 0.56 0.36 0.89 0.69 Control Delay 46.5 9.3 4.3 0.2 66.3 38.1 Queue Delay 0.0 0.0 1.4 0.9 0.0 0.0 Total Delay 46.5 9.3 5.7 1.0 66.3 38.1 LOS D A A A E D Approach Delay 31.6 2.7 48.9 Approach LOS C A D Queue Length 50th (ft) 124 0 37 0 319 207 Queue Length 95th (ft) 163 82 m41 m0 #518 278 Internal Link Dist (ft) 313 327 395 482 Turn Bay Length (ft) 350 Base Capacity (vph) 932 553 826 2241 436 905 Starvation Cap Reductn 0 0 191 1079 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.58 0.73 0.69 0.89 0.69 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle:135 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.31 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2023 Background 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Lane Group 04 05 06 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (s) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split (s) 28.0 48.0 24.0 39.0 9.0 9.0 Total Split (%) 23% 40% 20% 33% 8% 8% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2023 Background 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Intersection Signal Delay:25.5 Intersection LOS: C Intersection Capacity Utilization 90.3 % ICU Level of Service E Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd #1 #1j� #1 #1 :1�2c �1.1. lv 31 29 s 54 s =2 =2. =2 =2. T016 F T08 ©5 ��o 9s 48s '24s 39s Timings 2023 Background 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group EBL EST EBR WBL WBT WBR NBL NET NBRuBL SBT SBR Lane Configurations ►j tt +++ r ►j 4T+ Traffic Volume (vph) 297 1010 0 0 487 15 678 482 854 0 0 0 Future Volume (vph) 297 1010 0 0 487 15 678 482 854 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 323 1098 0 0 529 16 737 524 928 0 0 0 Shared Lane Traffic 1%) 10 Lane Group Flow (vph) 323 1098 0 0 529 16 663 1526 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 5 6 6 816 Permitted Phases 5 6 Free 816 Detector Phase 5 5 6 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 48.0 24.0 Total Split 1%) 40.0% 20.0% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 58.0 65.0 17.0 120.0 43.5 43.5 Actuated g/C Ratio 0.48 0.54 0.14 1.00 0.36 0.36 v/c Ratio 0.47 0.57 0.73 0.01 1.14 1.57dr Control Delay 12.1 4.0 54.6 0.0 117.3 179.3 Queue Delay 0.6 0.5 0.0 0.0 0.0 0.0 Total Delay 12.8 4.5 54.6 0.0 117.3 179.3 LOS B A D A F F Approach Delay 6.4 52.9 160.5 Approach LOS A D F Queue Length 50th (ft) 31 31 146 0 -657 -821 Queue Length 95th (ft) m77 m33 190 m0 #910 #969 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 684 1916 720 1583 583 1161 Starvation Cap Reductn 130 372 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.71 0.73 0.01 1.14 1.31 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.31 TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 22.5 22.5 9.0 9.0 Total Split (s) 54.0 29.0 28.0 39.0 9.0 9.0 Total Split(%) 45% 24% 23% 33% 8% 8% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2023 Background 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Intersection Signal Delay: 93.7 Intersection LOS: F Intersection Capacity Utilization 90.3 % ICU Level of Service E Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. dr Defacto Right Lane. Recode with 1 though lane as a right lane. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd -1I #1 012 701 29s 9s F2 m2 T016 �BS F2 #2 06 108 9s 48s 24s TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2023 Background 4: Kirkwood Blvd & T W King Rd Timing Plan: AM -,* , -,* 'r F t 4\ T /P. '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SOmmW SBR Lane Configurations tf tt r +TT+ ►j T+ ►j T+ r Traffic Volume (vph) 379 1151 292 0 25 58 2 0 0 118 5 363 Future Volume (vph) 379 1151 292 0 25 58 2 0 0 118 5 363 Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 Adj. Flow (vph) 416 1265 317 0 27 64 2 0 0 130 5 399 Shared Lane Traffic (%) 49% Lane Group Flow (vph) 416 1265 317 0 91 0 2 0 0 130 201 203 Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (a) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (a) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split (%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (s) 64.0 64.0 75.7 49.0 35.7 40.3 32.3 47.3 Actuated g/C Ratio 0.53 0.53 0.63 0.41 0.30 0.34 0.27 0.39 v/c Ratio 0.63 0.67 0.28 0.07 0.01 0.28 0.37 0.28 Control Delay 25.0 26.3 2.6 8.4 24.5 28.1 7.2 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.0 26.3 2.6 8.4 24.5 28.1 7.2 4.3 LOS C C A A c C A A Approach Delay 22.3 8.4 24.5 11.2 Approach LOS C A C B Queue Length 50th (ft) 205 431 19 6 1 68 3 0 Queue Length 95th (ft) m217 m377 m22 23 7 116 64 49 Internal Link Dist (ft) 288 1505 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 661 1887 1139 1331 376 472 550 715 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.63 0.67 0.28 0.07 0.01 0.28 0.37 0.28 Intersection Summary Cycle Length: 120 Actuated Cvcle Lenqth: 120 Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.67 TA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2023 Background 4: Kirkwood Blvd & T W King Rd Timing Plan: AM Intersection Signal Delay:19.5 Intersection LOS: B Intersection Capacity Utilization 55.0 % ICU Level of Service B Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: Kirkwood Blvd & T W King Rd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 8 HCM 2010 TWSC 2023 Background 3: Kirkwood Blvd & The Vista Dr Timing Plan: AM Int Delay, s/veh 0.6 Lane Configurations ►j +++ ++T. ►j r Traffic Vol, veh/h 97 1767 390 0 0 20 Future Vol, veh/h 97 1767 390 0 0 20 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 70 - - - 0 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 105 1921 424 0 0 22 Major/Minor Majorl Major2 Minor2 Conflicting Flow All 424 0 - 0 1402 212 Stage 1 - 424 - Stage 2 - - - - 978 - Critical Hdwy 5.34 5.74 7.14 Critical Hdwy Stg 1 - 6.64 - Critical Hdwy Stg 2 - 6.04 - Follow-up Hdwy 3.12 - - - 3.82 3.92 Pot Cap-1 Maneuver 735 194 675 Stage 1 - - - - 535 - Stage 2 - 294 - Platoon blocked, % - - - Mov Cap-1 Maneuver 735 166 675 Mov Cap-2 Maneuver - - - - 166 - Stage 1 458 Stage 2 294 Approach EB WB SB HCM Control Delay, s 0.6 0 10.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl SBLn2 Capacity (veh/h) 735 675 HCM Lane V/C Ratio 0.143 -----0.032 HCM Control Delay (s) 10.7 - - - 0 10.5 HCM Lane LOS B A B HCM 95th %tile Q(veh) 0.5-------------------------------------------- 0A TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2023 Background 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM -,*,-,* F t 4\ T/,. '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBR Lane Configurations ttt r ) tt ) Traffic Volume (vph) 0 280 716 1095 515 0 0 0 0 190 3 54 Future Volume (vph) 0 280 716 1095 515 0 0 0 0 190 3 54 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 0 326 833 1273 599 0 0 0 0 221 3 63 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 0 326 833 1273 599 0 0 0 0 110 177 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 28.0 28.0 66.0 Total Split (%) 23.3% 23.3% 55.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (s) 21.0 21.0 80.0 87.0 21.5 21.5 Actuated g/C Ratio 0.18 0.18 0.67 0.72 0.18 0.18 v/c Ratio 0.37 1.64 1.21 0.23 0.38 0.29 Control Delay 45.0 319.2 118.9 0.4 47.9 28.6 Queue Delay 0.1 0.0 0.9 0.5 0.0 0.0 Total Delay 45.1 319.2 119.8 0.9 47.9 28.6 LOS D F F A D C Approach Delay 242.1 81.8 36.0 Approach LOS F F D Queue Length 50th (ft) 82 -748 -1067 3 83 41 Queue Length 95th (ft) 108 #924 m#1206 m4 138 72 Internal Link Dist (ft) 348 327 538 507 Turn Bay Length (ft) 350 Base Capacity (vph) 889 508 1048 2565 288 609 Starvation Cap Reductn 0 0 178 1476 0 0 Spillback Cap Reductn 108 0 0 0 0 1 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.42 1.64 1.46 0.55 0.38 0.29 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 140 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.64 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2023 Background 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Lane Group 04 05 06 08 012 WTU Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (s) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split (s) 17.0 36.0 42.0 33.0 9.0 9.0 Total Split (%) 14% 30% 35% 28% 8% 8% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2023 Background 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Intersection Signal Delay:133.8 Intersection LOS: F Intersection Capacity Utilization 114.2 % ICU Level of Service H Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timings 2023 Background 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM -'*,-,* r F t 4\ T/,. '- l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _uBL SBT SBR Lane Configurations ti tt +++ r ►j 4T+ Traffic Volume (vph) 450 83 0 0 1325 809 342 1100 93 0 0 0 Future Volume (vph) 450 83 0 0 1325 809 342 1100 93 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 474 87 0 0 1395 852 360 1158 98 0 0 0 Shared Lane Traffic 1%) 10 Lane Group Flow (vph) 474 87 0 0 1395 852 324 1292 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 5 6 6 816 Permitted Phases 5 6 Free 816 Detector Phase 5 5 6 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 36.0 42.0 Total Split(%) 30.0% 35.0% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 64.0 71.0 35.0 120.0 37.5 37.5 Actuated g/C Ratio 0.53 0.59 0.29 1.00 0.31 0.31 v/c Ratio 0.97 0.04 0.94 0.54 0.64 1.23 Control Delay 62.5 1.0 60.9 0.6 42.5 147.9 Queue Delay 14.4 0.0 38.7 0.0 0.4 0.2 Total Delay 76.9 1.0 99.6 0.6 42.9 148.1 LOS E A F A D F Approach Delay 65.1 62.1 127.0 Approach LOS E E F Queue Length 50th (ft) 334 1 418 0 236 -680 Queue Length 95th (ft) #533 1 m430 m0 350 #825 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 489 2093 1483 1583 503 1051 Starvation Cap Reductn 28 0 0 0 0 0 Spillback Cap Reductn 0 0 199 0 24 52 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.03 0.04 1.09 0.54 0.68 1.29 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 A Offset: 81.8 (68 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 140 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.64 TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 17.0 22.5 9.0 9.0 Total Split (s) 66.0 28.0 17.0 33.0 9.0 9.0 Total Split(%) 55% 23% 14% 28% 8% 8% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2023 Background 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Intersection Signal Delay: 86.2 Intersection LOS: F Intersection Capacity Utilization 114.2% ICU Level of Service H Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2023 Background 4: Kirkwood Blvd & T W King Rd Timing Plan: PM -'* , -,* 'r F t 4\ T /P. '- l -' Lane Group EBL EST EBR WBL WBT WBR NBL NBT NBR SgrmmW SBR Lane Configurations tf tt r +TT+ ►j T+ ►j T+ r Traffic Volume (vph) 124 41 9 1 1181 111 206 0 0 44 0 649 Future Volume (vph) 124 41 9 1 1181 111 206 0 0 44 0 649 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 139 46 10 1 1327 125 231 0 0 49 0 729 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 139 46 10 0 1453 0 231 0 0 49 365 364 Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 15.0 70.0 21.0 55.0 55.0 21.0 36.0 14.0 29.0 15.0 Total Split(%) 12.5% 58.3% 17.5% 45.8% 45.8% 17.5% 30.0% 11.7% 24.2% 12.5% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (a) 64.0 64.0 84.5 49.2 44.0 30.7 23.5 38.3 Actuated g/C Ratio 0.53 0.53 0.70 0.41 0.37 0.26 0.20 0.32 v/c Ratio 0.72 0.02 0.01 1.06 0.85 0.13 0.81 0.64 Control Delay 45.8 21.9 2.7 75.5 58.1 26.5 37.5 27.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.8 21.9 2.7 75.5 58.1 26.5 37.5 27.2 LOS D C A E E C D C Approach Delay 37.9 75.5 58.1 31.9 Approach LOS D E E C Queue Length 50th (ft) 87 14 1 -651 129 24 142 158 Queue Length 95th (ft) m107 m21 ml #775 #257 52 #301 268 Internal Link Dist (ft) 506 828 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 196 1887 1129 1375 278 394 448 575 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.71 0.02 0.01 1.06 0.83 0.12 0.81 0.63 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle:115 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.06 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2023 Background 4: Kirkwood Blvd & T W King Rd Timing Plan: PM Intersection Signal Delay: 58.5 Intersection LOS: E Intersection Capacity Utilization 89.0 % ICU Level of Service E Analysis Period (min) 15 Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: Kirkwood Blvd & T W King Rd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 8 HCM 2010 TWSC 2023 Background 3: Kirkwood Blvd & The Vista Dr Timing Plan: PM Int Delay, s/veh 1 Lane Configurations T. Traffic Vol, vehlh 17 159 2036 0 0 127 Future Vol, veh/h 17 159 2036 0 0 127 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RTChannelized - None - None - None Storage Length 70 - - - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 18 173 2213 0 0 138 Conflicting Flow All 2213 0 - 0 2318 1107 Stage 1 - - 2213 - Stage 2 105 - Critical Hdwy 5.34 5.74 7.14 Critical Hdwy Stg 1 - - - - 6.64 - Critical Hdwy Stg 2 6.04 - Follow-up Hdwy 3.12 - - - 3.82 3.92 Pot Cap-1 Maneuver *535 *456 *425 Stage 1 - - - - *436 - Stage 2 - *912 Platoon blocked, % 1 - - - 1 1 Mov Cap-1 Maneuver `535 Mov Cap-2 Maneuver - Stage 1- Stage 2 - - - - "912 - Approach EB WB SIB - HCM Control Delay, s 1.2 0 17.5 HCM LOS C Minor Lane/MajorMvmt EBL EBT WBT WBRSBLnlSBLn2 Capacity (veh/h) * 535 - - - - 425 HCM Lane V/C Ratio 0.035 - - - - 0.325 HCM Control Delay (s) 12 0 17.5 HCM Lane LOS B - - - A C HCM 95th %tile Q(veh) 0.1 - - - - 1.4 -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined ": All major volume in platoon TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Pagel Timings 2023 Background Plus Site Generated 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM -1,,-,, F t -\ T/. ti l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBR Lane Configurations ttt r ►j tt ►j Traffic Volume (vph) 0 451 296 441 744 0 0 0 0 753 1 217 Future Volume (vph) 0 451 296 441 744 0 0 0 0 753 1 217 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 490 322 479 809 0 0 0 0 818 1 236 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 0 490 322 479 809 0 0 0 0 409 646 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 29.0 29.0 54.0 Total Split (%) 24.2% 24.2% 45.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (s) 22.0 22.0 69.0 76.0 32.5 32.5 Actuated g/C Ratio 0.18 0.18 0.58 0.63 0.27 0.27 v/c Ratio 0.53 0.58 0.58 0.36 0.94 0.72 Control Delay 46.6 9.3 4.9 0.1 73.5 39.6 Queue Delay 0.0 0.0 1.7 0.9 0.0 0.0 Total Delay 46.6 9.3 6.6 1.1 73.5 39.6 LOS D A A A E D Approach Delay 31.8 3.1 52.7 Approach LOS C A D Queue Length 50th (ft) 127 0 42 0 340 219 Queue Length 95th (ft) 165 82 m45 mo #556 291 Internal Link Dist (ft) 313 327 535 482 Turn Bay Length (ft) 350 Base Capacity (vph) 932 553 823 2241 436 900 Starvation Cap Reductn 0 0 189 1082 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.53 0.58 0.76 0.70 0.94 0.72 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle:135 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.33 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2023 Background Plus Site Generated 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Lane Group 04 05 06 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (s) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split (s) 28.0 48.0 24.0 39.0 9.0 9.0 Total Split (%) 23% 40% 20% 33% 8% 8% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2023 Background Plus Site Generated 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Intersection Signal Delay:27.1 Intersection LOS: C Intersection Capacity Utilization 91.6 % ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd #1 #1j� #1 #1 :1�2c �1.1. lv 31 29 s 54 s =2 =2. =2 =2. T016 F T08 ©5 ��o 9s 48s '24s 39s Timings 2023 Background Plus Site Generated 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ti tt ttt r ►j 4T. Traffic Volume (vph) 297 1051 0 0 492 26 693 493 854 0 0 0 Future Volume (vph) 297 1051 0 0 492 26 693 493 854 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 323 1142 0 0 535 28 753 536 928 0 0 0 Shared Lane Traffic 1%) 10 Lane Group Flow (vph) 323 1142 0 0 535 28 678 1539 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 5 6 6 816 Permitted Phases 5 6 Free 816 Detector Phase 5 5 6 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 48.0 24.0 Total Split 1%) 40.0% 20.0% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 58.0 65.0 17.0 120.0 43.5 43.5 Actuated g/C Ratio 0.48 0.54 0.14 1.00 0.36 0.36 v/c Ratio 0.47 0.60 0.74 0.02 1.16 1.58dr Control Delay 12.8 4.0 54.9 0.0 126.7 186.2 Queue Delay 0.7 0.5 0.0 0.0 0.0 0.0 Total Delay 13.5 4.5 54.9 0.0 126.7 186.2 LOS B A D A F F Approach Delay 6.5 52.2 168.0 Approach LOS A D F Queue Length 50th (ft) 35 30 148 0 -683 -837 Queue Length 95th (ft) m81 m32 193 0 #939 #984 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 683 1916 720 1583 583 1157 Starvation Cap Reductn 132 358 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.59 0.73 0.74 0.02 1.16 1.33 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.33 TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 22.5 22.5 9.0 9.0 Total Split (s) 54.0 29.0 28.0 39.0 9.0 9.0 Total Split(%) 45% 24% 23% 33% 8% 8% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2023 Background Plus Site Generated 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Intersection Signal Delay: 96.9 Intersection LOS: F Intersection Capacity Utilization 91.6 % ICU Level of Service F Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. dr Defacto Right Lane. Recode with 1 though lane as a right lane. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd 2 t�Cl4 -1I #1 + 012 701 29s 9s F2 m2 T016 �BS F2 #2 06 108 9s 48s 24s TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2023 Background Plus Site Generated 4: T W King Rd & Kirkwood Blvd Timing Plan: AM -1, , -,, 'r F t -\ T /. ti l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SO-TwmW SBR Lane Configurations tf tt r +TT+ ►j T+ ►j T+ r Traffic Volume (vph) 381 1151 292 0 25 58 2 0 0 118 5 366 Future Volume (vph) 381 1151 292 0 25 58 2 0 0 118 5 366 Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 Adj. Flow (vph) 419 1265 317 0 27 64 2 0 0 130 5 402 Shared Lane Traffic (%) 49% Lane Group Flow (vph) 419 1265 317 0 91 0 2 0 0 130 202 205 Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (a) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split (%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (s) 64.0 64.0 75.7 49.0 35.7 40.3 32.3 47.3 Actuated g/C Ratio 0.53 0.53 0.63 0.41 0.30 0.34 0.27 0.39 v/c Ratio 0.63 0.67 0.28 0.07 0.01 0.28 0.37 0.29 Control Delay 24.6 25.7 2.4 8.4 24.5 28.1 7.2 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.6 25.7 2.4 8.4 24.5 28.1 7.2 4.3 LOS C C A A C C A A Approach Delay 21.8 8.4 24.5 11.2 Approach LOS C A C B Queue Length 50th (ft) 203 420 17 6 1 68 3 0 Queue Length 95th (ft) m215 m371 m20 23 7 116 64 50 Internal Link Dist (ft) 506 1505 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 661 1887 1139 1331 375 472 550 717 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.63 0.67 0.28 0.07 0.01 0.28 0.37 0.29 Intersection Summary Cycle Length: 120 Actuated Cvcle Lenqth: 120 Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle: 95 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.67 TA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2023 Background Plus Site Generated 4: T W King Rd & Kirkwood Blvd Timing Plan: AM Intersection Signal Delay:19.2 Intersection LOS: B Intersection Capacity Utilization 55.0 % ICU Level of Service B Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: T W King Rd & Kirkwood Blvd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 8 HCM 2010 TWSC 2023 Background Plus Site Generated 3: Driveway 1/The Vista Dr & Kirkwood Blvd Timing Plan: AM RLE-9111011 Int Delay, s/veh 2.4 EBL EBT EBR WBL WBT WBR NBL NBT Lane Configurations ►j tf r ►j ++T. ►j T. ) T. Traffic Vol, veh/h 97 1767 41 3 390 0 15 0 2 0 0 20 Future Vol, veh/h 97 1767 41 3 390 0 15 0 2 0 0 20 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 70 - 0 100 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - 0 - 0 Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 105 1921 45 3 424 0 16 0 2 0 0 22 Major/Minor Majorl Major2 Minorl Minorl Conflicting Flow All 424 0 0 1966 0 0 2307 2561 961 1601 2606 212 Stage - - - - - - 2131 2131 - 430 430 - Stage 2 - - - - - - 176 430 - 1171 2176 - Critical Hdwy 5.34 4.14 6.99 6.54 6.94 6.99 6.54 7.14 Critical Hdwy Stg 1 - - - - - - 6.54 5.54 - 7.34 5.54 - Critical Hdwy Stg 2 - - 6.74 5.54 - 6.54 5.54 - Follow-up Hdwy 3.12 - - 2.22 - - 3.67 4.02 3.32 3.67 4.02 3.92 Pot Cap-1 Maneuver 735 292 29 26 256 89 24 675 Stage 1 - - - - - - 50 88 - 504 582 - Stage 2 - - 771 582 - 200 84 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 735 - - 292 - - 25 22 256 78 20 675 Mov Cap-2 Maneuver - - - - - - 25 22 - 78 20 - Stage 1 43 75 432 576 Stage 2 - - - - - - 739 576 - 170 72 - Approach EB WB NB JW- HCM Control Delay, s 0.5 0.1 258.8 10,5 HCM LOS F B Minor Lane/Major Mvmt NBLnl NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 25 256 735 - - 292 - - - 675 HCM Lane V/C Ratio 0.652 0.008 0.143 0.011 0.032 HCM Control Delay (a) 290.7 19.2 10.7 - - 17.5 - - 0 10.5 HCM Lane LOS F C B C A B HCM 95th %tile Q(veh) 2 0 0.5 - - 0 - - - 0.1 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 HCM 2010 TWSC 2023 Background Plus Site Generated 5: SH-114 NBFR & Driveway 2 Timing Plan: AM Int Delay, s/veh 0.3 0 Lane Configurations Traffic Vol, veh/h 0 26 1336 24 0 0 Future Vol, veh/h 0 26 1336 24 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 28 1452 26 0 0 Major/Minor Minorl Majorl Conflicting Flow All - 739 0 0 Stage 1 - Stage 2 - Critical Hdwy 6.94 Critical Hdwy Stg 1 - - - - Critical Hdwy Sig 2 Fallow -up Hdwy - 3.32 - - Pot Cap-1 Maneuver 0 360 Stage 1 0 - Stage 2 0 - Platoon blocked, % - - Mov Cap-1 Maneuver - 360 Mov Cap-2 Maneuver - - - - Stage 1 Stage 2 - - - - Approach - WB NB HCM Control Delay, s 15.9 0 HCM LOS C Minor Lane/MajorMvmt NBT NBRWBLnl Capacity (veh/h) - - 360 HCM Lane V/C Rialto 0.079 HCM Control Delay (s) - - 15.9 HCM Lane LOS C HCM 95th %tile Q(veh) - - 0.3 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM -,*,-,* 'r F t 4\ T/P. ti l -' Lane Group EBL EBT EBR WBL WBT WBR NBT NBR SBL SBR Lane Configurations ttt r ►j tt ►j +TT+ Traffic Volume (vph) 0 451 296 441 744 0 0 0 0 753 1 217 Future Volume (vph) 0 451 296 441 744 0 0 0 0 753 1 217 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 0 490 322 479 809 0 0 0 0 818 1 236 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 0 490 322 479 809 0 0 0 0 409 646 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 25.8 25.8 71.0 Total Split (%) 19.1 % 19.1 % 52.6 % Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (a) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (a) 18.8 18.8 82.8 89.8 33.7 33.7 Actuated g/C Ratio 0.14 0.14 0.61 0.67 0.25 0.25 v/c Ratio 0.69 0.65 0.52 0.34 1.02 0.87dl Control Delay 61.1 12.1 4.1 0.2 99.7 49.5 Queue Delay 0.0 0.0 2.4 0.9 0.0 0.0 Total Delay 61.1 12.1 6.5 1.1 99.7 49.5 LOS E B A A F D Approach Delay 41.6 3.1 69.0 Approach LOS D A E Queue Length 50th (ft) 152 0 33 0 -416 262 Queue Length 95th (ft) 194 92 m39 m0 #643 340 Internal Link Dist (ft) 313 327 535 482 Turn Bay Length (ft) 350 Base Capacity (vph) 708 497 921 2354 401 827 Starvation Cap Reductn 0 0 307 1186 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.69 0.65 0.78 0.69 1.02 0.78 Intersection Summary Cycle Length: 135 Actuated Cycle Length: 135 Offset: 0 (0%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.08 Timings 2023 Background Plus Site Generated with Improvements 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Lane Group 04 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (a) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split (s) 29.2 46.0 23.0 57.0 9.0 9.0 Total Split (%) 22% 34% 17% 42% 7% 7% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM Intersection Signal Delay: 35.0 Intersection LOS: D Intersection Capacity Utilization 91.6 % ICU Level of Service F Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. dl Defacto Left Lane. Recode with 1 though lane as a left lane. Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd #1 #1 «1I #1 1 "`04 ■ 012 ■ 01 25.8s 9s 1 171S F2 2 =2 F2 :A23 F 4316 43S 1 �s36 08 9 s 96 s s I57 s Timings 2023 Background Plus Site Generated with Improvements 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM -'*--,* F t 4\ T/. ti t -' LaneGroup� EBL EBT EBR WBL WBT WBR NBL NBT NBR SBT SBR Lane Configurations ti tt ttt if ►j 4T. Traffic Volume (vph) 297 1051 0 0 492 26 693 493 854 0 0 0 Future Volume (vph) 297 1051 0 0 492 26 693 493 854 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 323 1142 0 0 535 28 753 536 928 0 0 0 Shared Lane Traffic (%) 10 Lane Group Flow (vph) 323 1142 0 0 535 28 678 1539 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 56 6 816 Permitted Phases 56 Free 816 Detector Phase 5 56 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (a) 17.0 23.0 Total Split (s) 46.0 23.0 Total Split (%) 34.1 % 17.0 % Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (a) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 55.0 62.0 16.0 135.0 61.5 61.5 Actuated g/C Ratio 0.41 0.46 0.12 1.00 0.46 0.46 v/c Ratio 0.57 0.70 0.89 0.02 0.92 1.32dr Control Delay 21.4 5.9 76.2 0.0 54.5 83.9 Queue Delay 1.0 0.9 0.0 0.0 0.0 0.0 Total Delay 22.5 6.8 76.2 0.0 54.5 83.9 LOS C A E A D F Approach Delay 10.3 72.5 74.9 Approach LOS B E E Queue Length 50th (ft) 67 40 171 0 603 -818 Queue Length 95th (ft) nri m42 #237 0 #884 #966 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 566 1625 602 1583 733 1423 Starvation Cap Reductn 87 225 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.82 0.89 0.02 0.92 1.08 Intersection Sum Cycle Length: 135 Actuated Cycle Length: 135 Offset: 0 (0 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.08 TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated with Improvements 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 22.5 22.5 9.0 9.0 Total Split (s) 71.0 25.8 29.2 57.0 9.0 9.0 Total Split (%) 53% 19% 22% 42% 7% 7% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (it) Queue Length 95th (ft) Internal Link Dist (it) Turn Bay Length (it) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2023 Background Plus Site Generated with Improvements 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM Intersection Signal Delay: 52.3 Intersection LOS: D Intersection Capacity Utilization 91.6 % ICU Level of Service F Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percenfile queue is metered by upstream signal. dr Defacto Right Lane. Recede with 1 though lane as a right lane. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd =1 =1I #1I #1 0 + m4 ■ 012 ■ 01 25.8 s 29a 'a. 71 s F2 2 =2 T2* t016 '405 1 0 6 1 08 9 s 46 s 23 s 57 s TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2023 Background Plus Site Generated 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM -1,,-,, F t -\ T/. ti l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL Lane Configurations ttt r ) tt ) Traffic Volume (vph) 0 292 716 1138 527 0 0 0 0 248 3 54 Future Volume (vph) 0 292 716 1138 527 0 0 0 0 248 3 54 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 0 340 833 1323 613 0 0 0 0 288 3 63 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 0 340 833 1323 613 0 0 0 0 144 210 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 4 12 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 28.0 28.0 66.0 Total Split (%) 23.3% 23.3% 55.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (s) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (s) 21.0 21.0 80.0 87.0 21.5 21.5 Actuated g/C Ratio 0.18 0.18 0.67 0,72 0.18 0.18 v/c Ratio 0.38 1.66 1.27 0.24 0.50 0.35 Control Delay 45.2 326.5 142.5 0.4 51.2 35.7 Queue Delay 0.2 0.0 0.9 0.6 0.0 0.0 Total Delay 45.4 326.5 143.4 1.0 51.2 35.7 LOS D F F A D D Approach Delay 245.0 98.3 42.0 Approach LOS F F D Queue Length 50th (ft) 86 -757 -1159 3 112 62 Queue Length 95th (ft) 112 #932 m#1282 m4 176 96 Internal Link Dist (ft) 1214 327 584 496 Turn Bay Length (ft) 350 Base Capacity (vph) 889 503 1042 2565 288 597 Starvation Cap Reductn 0 0 174 1477 0 0 Spillback Cap Reductn 113 0 0 0 0 1 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.44 1.66 1.52 0,56 0.50 0.35 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle:150 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.66 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 Timings 2023 Background Plus Site Generated 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Lane Group 04 05 06 08 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (s) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split (s) 17.0 36.0 42.0 33.0 9.0 9.0 Total Split (%) 14% 30% 35% 28% 8% 8% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 2 Timings 2023 Background Plus Site Generated 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Intersection Signal Delay: 142.3 Intersection LOS: F Intersection Capacity Utilization 115.8 % ICU Level of Service H Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timings 2023 Background Plus Site Generated 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM -1,,-,* r F t -\ T/. ti t -' Lane Group EBL EBT EBR WBL NBL NBT NBR SBL SBT SBR Lane Configurations ti tt +++ r ►j '4T. Traffic Volume (vph) 450 153 0 0 1337 840 385 1130 93 0 0 0 Future Volume (vph) 450 153 0 0 1337 840 385 1130 93 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 474 161 0 0 1407 884 405 1189 98 0 0 0 Shared Lane Traffic (%) 10 Lane Group Flow (vph) 474 161 0 0 1407 884 364 1328 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 5 6 6 816 Permitted Phases 56 Free 816 Detector Phase 5 5 6 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 36.0 42.0 Total Split(%) 30.0% 35.0% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 64.0 71.0 35.0 120.0 37.5 37.5 Actuated g/C Ratio 0.53 0.59 0.29 1.00 0.31 0.31 v/c Ratio 0.97 0.08 0.95 0.56 0.72 1.26 Control Delay 67.7 0.7 61.7 0.8 46.3 162.4 Queue Delay 14.4 0.0 43.8 0.0 1.4 0.4 Total Delay 82.1 0.7 105.5 0.8 47.6 162.8 LOS F A F A D F Approach Delay 61.4 65.1 138.0 Approach LOS E E F Queue Length 50th (ft) 334 1 421 0 274 -713 Queue Length 95th (ft) #537 1 m433 m0 402 #858 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 489 2093 1483 1583 503 1050 Starvation Cap Reductn 28 0 0 0 0 0 Spillback Cap Reductn 0 0 205 0 40 84 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 1.03 0.08 1.10 0.56 0.79 1.37 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 81.8 (68 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 150 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.66 TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 17.0 22.5 9.0 9.0 Total Split (s) 66.0 28.0 17.0 33.0 9.0 9.0 Total Split (%) 55% 23% 14% 28% 8% 8% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2023 Background Plus Site Generated 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Intersection Signal Delay: 91.3 Intersection LOS: F Intersection Capacity Utilization 115.8% ICU Level of Service H Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2023 Background Plus Site Generated 4: Kirkwood Blvd & T W King Rd Timing Plan: PM -1, , -" 'r F t -\ T /. ti l -' Lane Group EBL EST EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tf tt r +TT+ ►j T+ ►j T+ r Traffic Volume (vph) 130 41 9 1 1181 111 206 0 0 44 0 654 Future Volume (vph) 130 41 9 1 1181 111 206 0 0 44 0 654 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 146 46 10 1 1327 125 231 0 0 49 0 735 Shared Lane Traffic (%) 50 % Lane Group Flow (vph) 146 46 10 0 1453 0 231 0 0 49 368 367 Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 15.0 70.0 21.0 55.0 55.0 21.0 36.0 14.0 29.0 15.0 Total Split(%) 12.5% 58.3% 17.5% 45.8% 45.8% 17.5% 30.0% 11.7% 24.2% 12.5% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (a) 64.0 64.0 84.5 49.2 44.0 30.7 23.5 38.3 Actuated g/C Ratio 0.53 0.53 0.70 0.41 0.37 0.26 0.20 0.32 v/c Ratio 0.76 0.02 0.01 1.06 0.85 0.13 0.82 0.64 Control Delay 46.5 17.5 2.3 76.0 58.1 26.5 38.2 27.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 010 0.0 0.0 Total Delay 46.5 17.5 2.3 76.0 58.1 26.5 38.2 27.4 LOS D B A E E C D C Approach Delay 37.7 76.0 58.1 32.4 Approach LOS D E E C Queue Length 50th (ft) 80 12 1 -651 129 24 145 162 Queue Length 95th (ft) m106 m21 m2 #775 #257 52 #306 272 Internal Link Dist (ft) 506 828 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 196 1887 1129 1373 278 394 448 575 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.74 0.02 0.01 1.06 0.83 0.12 0.82 0.64 Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle:115 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.06 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2023 Background Plus Site Generated 4: Kirkwood Blvd & T W King Rd Timing Plan: PM Intersection Signal Delay: 58.7 Intersection LOS: E Intersection Capacity Utilization 89.2% ICU Level of Service E Analysis Period (min) 15 Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 4: Kirkwood Blvd & T W King Rd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 8 HCM 2010 TWSC 2023 Background Plus Site Generated 3: Driveway 1/The Vista Dr & Kirkwood Blvd Timing Plan: PM use Int Delay, s/veh 1.3 EBL EBT EBR WBL WBT WBR NBL NBT Lane Configurations ►j tf r ►j ++T. ►j T. ) T. Traffic Vol, veh/h 17 159 70 6 2036 0 43 0 6 0 0 127 Future Vol, vehlh 17 159 70 6 2036 0 43 0 6 0 0 127 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 70 - 0 100 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - 0 - 0 Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Peak Hour Factor Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 18 173 76 7 2213 0 47 0 7 0 0 138 HCM 2010 TWSC 2023 Background Plus Site Generated 5: SH-114 NBFR & Driveway 2 Timing Plan: PM Int Delay, s/veh 0.9 0 Lane Configurations Traffic Vol, veh/h 0 74 1421 41 0 0 Future Vol, vehlh 0 74 1421 41 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Slop Stop RT Channelized - None - None - None Storage Length 0 Veh in Median Storage, # 0 - 0 Grade, % 0 - 0 - - 0 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvml Flow 0 80 1545 45 0 0 Major/Minor Majorl Major2 Minorl Minor2 Major/Minor Conflicting Flow All Minorl - Majorl 795 0 0 Conflicting Flow All 2213 0 0 249 0 0 1108 2436 87 2350 2512 1107 Stage 1 - - - - - - 209 209 - 2227 2227 - Stage 1 - - - - Stage 2 - - - - - - 899 2227 - 123 285 - Stage 2 - - - - Critical Hdwy 5.34 4.14 6.99 6.54 6.94 6.99 6.54 7.14 Critical Hdwy 6.94 Critical Hdwy Sig 1 - - - - - - 6.54 5.54 - 7.34 5.54 - Critical Hdwy Stg 1 - - - - Critical Hdwy Stg 2 - - 6.74 5.54 - 6.54 5.54 - Critical Hdwy Sig 2 Follow-up Hdwy 3.12 - - 2.22 - - 3.67 4.02 3.32 3.67 4.02 3.92 Follow-up Hdwy - 3.32 - Pot Cap-1 Maneuver *535 1531 *451 *405 *1023 *451 *328 *425 Pot Cap-1 Maneuver 0 330 Stage 1 - - - - - - *926 *846 - *454 *415 - Stage 1 0 - - - Stage 2 - - - - - - *455 *415 - *926 *814 - Stage 2 0 - - - Platoon blocked, % 1 - - 1 - - 1 1 1 1 1 1 Platoon blocked, % - - Mov Cap-1 Maneuver *535 1531 *296 *389 *1023 *435 *315 *425 Mov Cap-1 Maneuver - 330 Mov Cap-2 Maneuver - - - - - - *296 *389 - *435 *315 - Mov Cap-2 Maneuver - - - - Stage 1 - *895 *817 *439 *413 Stage 1 Stage 2 - - - - - - *306 *413 - *889 *786 - Stage 2 - - - - Approach EB WB NB SB Approach HCM Control Delay, s WB 19A NB 0 HCM Control Delay, s 0.8 0 18.1 17.5 HCM LOS C C HCM LOS C Minor Lane/Major Mvmt NBLnl NBLn2 EBL EBT EBR WBL WBT WBR SBLnl SBLn2 Capacity (veh/h) 296 1023 *535 - - 1531 - - - 425 HCM Lane V/C Ratio 0.158 0,006 0.035 - - 0.004 - - - 0.325 HCM Control Delay (s) 19.4 8.5 12 - - 7.4 - - 0 17.5 HCM Lane LOS C A B - - A - - A C HCM 95th %tile Q(veh) 0.6 0 0.1 0 1.4 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon TIA for Creekside Point in Southlake, Texas LBN Minor Lane/MajorMvmt NBT NBRWBLnl Capacity (veh/h) - - 330 HCM Lane V/C Ratio - - 0.244 HCM Control Delay (s) 19.4 HCM Lane LOS C HCM 95th %tile Q(veh) 0.9 Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report Page 1 LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM -,* --,. -,* F t 4\ T/� ti l -' Lane Group EBL EB NBT NBR SBL SBR Lane Configurations ttt r V tt Vi +TT+ Traffic Volume (vph) 0 292 716 1138 527 0 0 0 0 248 3 54 Future Volume (vph) 0 292 716 1138 527 0 0 0 0 248 3 54 Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Adj. Flow (vph) 0 340 833 1323 613 0 0 0 0 288 3 63 Shared Lane Traffic (%) 50% Lane Group Flow (vph) 0 340 833 1323 613 0 0 0 0 144 210 0 Turn Type NA Perm pm+pt NA Perm NA Protected Phases 2 1 1 2 412 Permitted Phases 2 12 412 Detector Phase 2 2 1 1 2 412 412 Switch Phase Minimum Initial (s) 10.0 10.0 8.0 Minimum Split (s) 25.0 25.0 15.0 Total Split (s) 74.0 74.0 100.0 Total Split (%) 37.0% 37.0% 50.0% Yellow Time (s) 4.5 4.5 4.5 All -Red Time (s) 2.5 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 0.0 Total Lost Time (a) 7.0 7.0 7.0 Lead/Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Recall Mode C-Max C-Max None Act Effct Green (a) 67.0 67.0 160.0 167.0 21.5 21.5 Actuated g/C Ratio 0.34 0.34 0.80 0.84 0.11 0.11 v/c Ratio 0.20 1.24 1.16 0.21 0.83 0.59 Control Delay 47.8 159.8 104.1 0.2 121.5 82.3 Queue Delay 0.0 0.0 1.2 2.0 0.4 0.0 Total Delay 47.8 159.8 105.3 2.2 121.9 82.4 LOS D F F A F F Approach Delay 127.4 72.7 98.4 Approach LOS F E F Queue Length 50th (ff) 117 -1161 -2086 3 207 130 Queue Length 95th (ft) 141 #1315 m1545 m3 #327 174 Internal Link Dist (ft) 1214 327 584 496 Turn Bay Length (ft) 350 Base Capacity (vph) 1703 671 1144 2955 173 358 Starvation Cap Reductn 0 0 253 2143 0 0 Spillback Cap Reductn 200 0 0 0 1 2 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.23 1.24 1.48 0.75 0.84 0.59 Intersection Summary Cycle Length: 200 Actuated Cycle Length: 200 Offset: 0 (0%), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 200 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.27 Timings 2023 Background Plus Site Generated with Improvements 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Lane Grouper 04 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (% ) Lane Group Flow (vph) Turn Type Protected Phases 4 5 6 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split (a) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split (s) 17.0 82.0 51.0 58.0 9.0 9.0 Total Split (%) 9% 41 % 26% 29% 5% 5% Yellow Time (s) 3.5 4.5 4.5 3.5 3.5 3.5 All -Red Time (s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lead Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max Max None None None Act Effct Green (a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 1 LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM Intersection Signal Delay: 93.8 Intersection LOS: F Intersection Capacity Utilization 115.8 % ICU Level of Service H Analysis Period (min) 15 Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR #1 #1 #1 #1 4- l j NW2 04 012 Lit 74s 17s 9 100s -z W �z �z T0164105 F T �0h 0s 9 82s 51s S8s Timings 2023 Background Plus Site Generated with Improvements 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM -'*--,* 'r F t 4\ T/. ti t -' EBL EBT EBR WBL WBT WBR NBL NBT NBR SBT SBR Lane Configurations ►j tt +++ r ►j 4T. Traffic Volume (vph) 450 153 0 0 1337 840 385 1130 93 0 0 0 Future Volume (vph) 450 153 0 0 1337 840 385 1130 93 0 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 474 161 0 0 1407 884 405 1189 98 0 0 0 Shared Lane Traffic (%) 10 Lane Group Flow (vph) 474 161 0 0 1407 884 364 1328 0 0 0 0 Turn Type pm+pt NA NA Free Perm NA Protected Phases 5 56 6 816 Permitted Phases 56 Free 816 Detector Phase 5 56 6 816 816 Switch Phase Minimum Initial (s) 10.0 8.0 Minimum Split (s) 17.0 23.0 Total Split (s) 82.0 51.0 Total Split(%) 41.0% 25.5% Yellow Time (s) 4.5 4.5 All -Red Time (s) 2.5 2.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (a) 7.0 7.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green (s) 119.0 126.0 44.0 200.0 62.5 62.5 Actuated g/C Ratio 0.60 0.63 0.22 1.00 0.31 0.31 v/c Ratio 0.68 0.07 1.26 0.56 0.72 1.27 Control Delay 62.6 0.6 182.7 1.4 70.7 180.5 Queue Delay 2.1 0.0 0.6 0.0 1.0 0.3 Total Delay 64.7 0.6 183.3 1.4 71.7 180.8 LOS E A F A E F Approach Delay 48.4 113.1 157.3 Approach LOS D F F Queue Length 50th (ft) 542 1 -845 0 472 -1204 Queue Length 95th (ft) 682 ml #940 0 620 #1350 Internal Link Dist (ft) 327 247 269 1095 Turn Bay Length (ft) Base Capacity (vph) 701 2229 1118 1583 503 1048 Starvation Cap Reductn 113 0 0 0 0 0 Spillback Cap Reductn 0 0 141 0 32 68 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.81 0.07 1.44 0.56 0.77 1.36 Intersection Sum Cycle Length: 200 Actuated Cycle Length: 200 Offset: 0 (0 % ), Referenced to phase 2:EBWB and 5:, Start of Green Natural Cycle: 200 Control Type: Actuated -Coordinated Maximum v/c Ratio:1.27 TIA for Creekside Point in Southlake, Texas Synchro 10 Report TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated with Improvements 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Lane Group 01 02 04 08 012 Lane Configurations Traffic Volume (vph) Future Volume (vph) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Turn Type Protected Phases 1 2 4 8 12 16 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split (s) 15.0 25.0 17.0 22.5 9.0 9.0 Total Split (s) 100.0 74.0 17.0 58.0 9.0 9.0 Total Split(%) 50% 37% 9% 29% 5% 5% Yellow Time (s) 4.5 4.5 3.5 3.5 3.5 3.5 All -Red Time (s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th (it) Queue Length 95th (ft) Internal Link Dist (it) Turn Bay Length (it) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 5 Timings 2023 Background Plus Site Generated with Improvements 2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM Intersection Signal Delay: 120.4 Intersection LOS: F Intersection Capacity Utilization 115.8% ICU Level of Service H Analysis Period (min) 15 - Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 6 Timings 2023 Background Plus Site Generated with Improvements 4: Kirkwood Blvd & T W King Rd Timing Plan: PM -'* --,. -,* 'r- F t 4\ T/� ti l -' Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations ►j tt r 4T+ ►j T+ ►j T+ r Traffic Volume (vph) 130 41 9 1 1181 111 206 0 0 44 0 654 Future Volume (vph) 130 41 9 1 1181 111 206 0 0 44 0 654 Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Adj. Flow (vph) 146 46 10 1 1327 125 231 0 0 49 0 735 Shared Lane Traffic 1%) 50 % Lane Group Flow (vph) 146 46 10 0 1453 0 231 0 0 49 368 367 Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial (s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split (s) 19.0 91.0 19.0 72.0 72.0 19.0 36.0 13.0 30.0 19.0 Total Split(%) 13.6% 65.0% 13.6% 51.4% 51.4% 13.6% 25.7% 9.3% 21.4% 13.6% Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (a) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead - Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green (a) 85.0 85.0 104.0 67.8 43.0 30.7 24.0 41.2 Actuated g/C Ratio 0.61 0.61 0.74 0.48 0.31 0.22 0.17 0.29 v/c Ratio 0.75 0.02 0.01 0.90 1.08 0.15 0.89 0.75 Control Delay 52.7 11.0 0.7 41.7 122.8 36.5 50.6 45.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.7 11.0 0.7 41.7 122.8 36.5 50.6 45.9 LOS D B A D F D D D Approach Delay 40.6 41.7 122.8 47.5 Approach LOS D D F D Queue Length 50th (ft) 78 8 0 630 -185 32 178 258 Queue Length 95th (11) #156 16 2 737 #354 64 #362 381 Internal Link Dist (ft) 506 828 395 825 Turn Bay Length (ft) 200 150 Base Capacity (vph) 216 2148 1181 1619 214 330 415 510 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.02 0.01 0.90 1.08 0.15 0.89 0.72 Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0 % ), Referenced to phase 2:EBTL and 6:WBTL, Start of Green Natural Cycle:115 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.08 TIA for Creekside Point in Southlake, Texas Synchro 10 Report LBN Page 7 Timings 2023 Background Plus Site Generated with Improvements 4: Kirkwood Blvd & T W King Rd Timing Plan: PM Intersection Signal Delay: 50.3 Intersection LOS: D Intersection Capacity Utilization 89.2% ICU Level of Service E Analysis Period (min) 15 Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 4: Kirkwood Blvd & T W King Rd TIA for Creekside Point in Southlake, Texas LBN Synchro 10 Report Page 8 Appendix E. TxDOT and City of Southloke Driveway Spacing and Deceleration Lone Criteria TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix AASHTO—Geometric Design of Highways and Streets Metric US Customary Intersection sight Intersection sight Stopping distance for Stopping distance for Design sight passenger cars Design sight passenger cars speed distance Calculated Design speed distance Calculated Design (km/h) (m) (m) (m) (mph) (ft) (ft) (ft) 20 20 36.1 40 15 80 143.3 145 30 35 54.2 55 20 115 191.1 195 40 50 72.3 75 25 155 238.9 240 50 65 90.4 95 30 200 286.7 290 60 85 108.4 110 35 250 334.4 335 70 105 126.5 130 40 305 382.2 385 80 130 144.6 145 45 360 430.0 430 90 160 162.6 165 50 425 477.8 480 100 185 180.7 185 55 495 525.5 530 110 220 198.8 200 60 570 573.3 575 120 250 216.8 220 65 645 621.1 625 130 285 234.9 235 70 730 668.9 670 75 820 716.6 720 80 910 764.4 765 Note: Intersection sight distance shown is for a stopped passenger car to turn right onto or cross a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. W Exhibit 9-58. Design Intersection Sight Distance -Case 82-Right Turn from Stop and Case 8J-Crossing Maneuver © 2004 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Intersections Metric US Customary Intersection sight Intersection sight Stopping distance for Stopping distance for Design sight passenger cars Design sight passenger cars speed distance Calculated Design speed distance Calculated Design (km/h) (m) (m) (m) (mph) (ft) (ft) (ft) 20 20 41.7 45 15 80 165.4 170 30 35 62.6 65 20 115 220.5 225 40 50 83.4 85 25 155 275.6 280 50 65 104.3 105 30 200 330.8 335 60 85 125.1 130 35 250 385.9 390 70 105 146.0 150 40 305 441.0 445 80 130 166.8 170 45 360 496.1 500 90 160 187.7 190 50 425 551.3 555 100 185 208.5 210 55 495 606.4 610 110 220 229.4 230 60 570 661.5 665 120 250 250.2 255 65 645 716.6 720 130 285 271.1 275 70 730 771.8 775 75 820 826.9 830 80 910 882.0 885 Note: Intersection sight distance shown is for a stopped passenger car to turn left onto a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-55. Design Intersection Sight Distance -Case 81-Left Turn from Stop 661 © 2004 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Chapter 2 —Access Management Standards Section 3 — Number Location, and Spacing ofAccess Connections c m F m 0 C>1 ACCOSS Connection Spacing o (refor to TWO 2- 1 ) m Ell _j ZFREEWAY FRONTAGE ROADS e ■ a a la FRONTAGE ROAD I MAiNLANE Access Connect i orb spot i n (refer to Table 2 -1 1 Figure 2-3. Frontage Road U-Turn Spacing Diagram Access Management Manual 2-11 TxDOT 07/2011 Chapter 2 —Access Management Standards Section 3 — Number Location, and Spacing ofAccess Connections Table 2-1: Frontage Road Connection Spacing Criteria Minimum Connection Spacing Criteria for Frontage Roads (1)(2) Minimum Connection Spacing (feet) Posted Speed (mph) One -Way Frontage Roads Two -Way Frontage Roads < 30 200 200 35 250 300 40 305 360 45 360 435 > 50 425 510 (1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or signifi- cant truck traffic. Where present or projected traffic operations indicate specific needs, consideration may be given to intersection sight distance and operational gap acceptance measurement adjustments. (2) When these values are not attainable, refer to the variance process as described in Chapter 2, Section 5. Other State System Highways This section applies to all state highway system routes that are not new highways on new align- ments, freeway mainlanes, or frontage roads. Table 2-2 provides minimum connection spacing criteria for other state system highways. How- ever, a lesser connection spacing than set forth in this document may be allowed without variance in the situations described in Chapter 2, Section 5. Table 2-2 does not apply to rural highways outside of metropolitan planning organization boundar- ies where there is little, if any, potential for development with current ADT volumes below 2000. For those highways, access location and design will be evaluated based on safety and traffic opera- tion considerations. Such considerations may include traffic volumes, posted speed, turning volumes, presence or absence of shoulders, and roadway geometrics. Access Management Manual 2-12 TxDOT 07/2011 Chapter 2 —Access Management Standards Section 3 — Number Location, and Spacing ofAccess Connections Table 2-2: Other State Highways Connection Spacing Criteria Other State Highways Minimum Connection Spacing P>(Z)lJ) Posted Speed (mph) Distance (ft) < 30 200 35 250 40 305 45 360 > 50 425 (1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or significant truck traffic. Where present or projected traffic operations indicate specific needs, consideration may be given to intersection sight distance and operational gap acceptance measure- ment adjustments. (2) When these values are not attainable, refer to the variance process as described in Chapter 2, Section 5. (3) Access spacing values shown in this table do not apply to rural highways outside of metropolitan planning organization boundaries where there is little, if any, potential for development with current ADT levels below 2000. Access connection spacing below the values shown in this table may be approved based on safety and operational considerations as determined by TxDOT. Corner clearance refers to the separation of access connections from roadway intersections. Table 2-2 provides minimum corner clearance criteria. Where adequate access connection spacing cannot be achieved, the permitting authority may allow for a lesser spacing when shared access is established with an abutting property. Where no other alternatives exist, construction of an access connection may be allowed along the property line far- thest from the intersection. To provide reasonable access under these conditions but also provide the safest operation, consideration should be given to designing the driveway connection to allow only the right -in turning movement or only the right-in/right out turning movements if feasible. Auxiliary Lanes This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux- iliary lanes consist of left -turn and right -turn movements, deceleration, acceleration, and their associated transitions and storage requirements. Left -turn movements may pose challenges at driveways and street intersections. They may increase conflicts, delays, and crashes and often com- plicate traffic signal timing. These problems are especially acute at major highway intersections Access Management Manual 2-13 TxDOT 07/2011 Chapter 2 —Access Management Standards Section 3 — Number Location, and Spacing ofAccess Connections where heavy left -turn movements take place, but also occur where left -turn movements enter or leave driveways serving adjacent land development. As with left -turn movements, right -turn move- ments pose problems at both driveways and street intersections. Right -turn movements increase conflicts, delays, and crashes, particularly where a speed differential of 10 mph or more exists between the speed of through traffic and the vehicles that are turning right. Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual, Chapter 3, for proper acceleration and deceleration lengths. Table 2-J: Auxiliary Lane Thresholds Right Turn to or from Property (5) Median Type Left Turn to or from Property Acceleration Deceleration Acceleration Deceleration Non -Traversable (2) All Right turn egress > ♦ > 45 mph where right (Raised Median) 200 vph (4) turn volume is > 50 vph (3) ♦ :: 45 where right turn volume is > 60 vph (3) Traversable (Undi- (2) (1) Same as above Same as Above vided Road) (1) Refer to Table 3-11, TxDOT Roadway Design Manual, for alternative left -turn -bay operational considerations. (2) A left -turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road- way. A left -turn acceleration lane would interfere with the left -turn ingress movements to any other access connection. (3) Additional right -turn considerations: ♦ Conditions for providing an exclusive right -turn lane when the right -turn traffic volume projections are less than indicated in Table 2-3: • High crash experience • Heavier than normal peak flow movements on the main roadway • Large volume of truck traffic • Highways where sight distance is limited ♦ Conditions for NOT requiring a right -turn lane where right -turn volumes are more than indicated in Table 2-3: • Dense or built -out corridor where space is limited • Where queues of stopped vehicles would block the access to the right turn lane • Where sufficient length of property width is not available for the appropriate design (4) The acceleration lane should not interfere with any downstream access connection. ♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection should be equal to or greater than the distances found in Table 2-2. ♦ Additionally, if the next access connection is signalized, the distance from the end of the acceleration lane taper to the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2. (5) Continuous right -turn lanes can provide mobility benefits both for through movements and for the turning vehi- cles.a Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2- 2. However, when combined with crossing left in movements, a continuous right -turn lane can introduce additional operational conflicts. Access Management Manual 2-14 TxDOT 07/2011 driveway sight distance may be insufficient, the Applicant will be required to submit vertical and horizontal information prepared by a registered Professional Engineer to the City Engineer that verifies adequate sight distance is available for the proposed driveway location. L SITE PLAN REQUIRED: A site plan showing all existing right-of-way, easements, curbs, storm drain inlets, flumes, underground and overhead utilities, trees and sidewalks shall be required for each non-residential driveway permit application. The proposed driveway grades shall also be shown for a minimum distance of fifteen (15') feet past the right-of-way line. All driveways and median openings within 150 feet of the subject property on both sides of each abutting street shall be shown on the site plan. Ifan adjacent street contains a z;aised median, showing driveway(s) on the opposite side of the street shall not be required unless a median opening is present or proposed. 5.3 RESIDENTIAL STANDARDS a. CIRCULAR DRIVES: Circular drives are allowed on residential lots not fronting on arterial or collector thoroughfares. There shall be 25' minimum distance between the two interior portions of the drives at the R.O.W. line. The minimwn lot frontage required to construct a circular drive is 70 feet. b. COMMON DRIVE WIDTH: A residential driveway shared by two or more properties shall have a minimum throat width of twelve (12') feet. A common access easement shall also be required as described in Section 3.5. Shared residential driveways may be required for adjoining residential lots on major street facilities to reduce the number of access points on those roadways. c. ACCESS TO MAJOR STREET FACILITY: Driveway access to aresidential lot from any major street facility shall not be permitted unless that lot has no other public access. If such a driveway is approved on a major street facility, an off- street maneuvering area approved by the Director shall be provided to ensure that vehicles will not back into the public street. Driveway access to a residential lot from a collector street may be denied if either (a) the lot has access to a local street or (b) the proposed access would create a traffic flow or safety problem unless there is no other access. 5.4 AUXILIARY LANES a. WHEN REQUIRED: As a condition of a Driveway Permit, the Applicant shall provide a deceleration lane for any driveway located on an arterial street if the right turn ingress volume exceeds 50 vehicles in the design hour (150 vehicles if the design hour occurs on a Sunday). Ifthe existing or future speed limit on the street facility exceeds 40 MPH, a deceleration Lane may be required if 40 right -12- turn ingress vehicles occur in the design hour (100 vehicles if the design hour occurs on a Sunday). b. DRJVEWA YS PROHIBITED: No driveway shall be permitted within the transition area of any separate right turn or deceleration lane. c. EXTENSION OF RIGHT TURN LANE: When a driveway is approved within the separate right turn lane of a public street intersection, the lane shall be extended a minimwn of fifty (50') feet in advance of the driveway. d. CONTINUOUS DECELERATION LANE: A continuous deceleration lane may be required as a condition of a driveway permit when two or more deceleration lanes are planned and their proximity necessitates that they be combin for proper traffic flow and safety. The transition taper for a continuous deceleration lane shall not extend into or beyond a public street intersection. e. LEFT TURN LANES ON UNDIVIDED ROADS: On undivided arterial roadways, a left turn lane and taper may be required as a condition of the driveway permit when the product of the projected left tum ingress volume (50 minimum) and the opposing volume per lane exceeds 25,000 in any design hour. In such cases, a Traffic Impact Analysis shall be provided by the Applicant to analyze the present and future traffic volumes to verify that the left turn lane is necessary to maintain minimwn levels of traffic flow and safety. f. LEFT TURN LANES ON DIVIDED ROADS: On divided arterial roadways, the Applicant shall, as a condition of the permit, construct a left tum lane at an existing public street median opening when the proposed driveway will be served by such median opening and no left turn lane exists in the median. g. TEMPORARY AUXILIARY LANE: The Director may requii:e a temporary auxiliary lane to be constructed on existing arterial roadways that are planned for future improvement. h. DECELERATION LANE EXTENSION: In the event the Applicant is allowed to locate a driveway connecting to a deceleration lane within one hundred (100') feet of an arterial intersection, the Applicant shall be required to extend the deceleration lane to such intersection. The one hundred (100') feet shall be measured from the nearest edge of the driveway throat to the nearest R.O.W.line of the intersecting arterial. i. CONSTRUCTION COSTS: TheApplicant shallbe responsible forthedesign. right-of-way adjustment of utilities, and construction costs of any auxiliary lane and street widening required as a condition of the driveway permit. Iffor any reason an auxiliary lane required under this Ordinance cannot be constructed in conjunction with the driveway by the Applicant, the Applicant may be required to place all necessary funds in escrow with the City. iOR V TABLE ONE (including notes on the following page) Criteria Street Classification Residential Commercial & Driveway Multi -Family Driveway Service Driveway Driveway Throat Width* S.H. 114 & frontage roads 12-20ft. 24-40 ft. 30-48 ft. F.M. 1938,F.M.1709,S-1.26 12-20ft. 24-40 ft. 30-48 ft. Arterial 12-20ft. 24-40 ft. 30-48 ft. Collector 12-20ft. 24-40ft.• .30-48ft. • Local Street 12-20ft. 24-40ft.• 24-36ft.• Driveway Curb Radius* S.H.114&fronta eroads 20-25 ft. 20-30 ft. 25-40 ft. F.M. 1938, F.M. 1709, S.H. 26 20-25 ft. 20-30 ft. 25-40 ft. Arterial 20-25 ft. 20-30 ft. 25-30 ft. Collector I5-20 ft. 10-20ft- 10-20ft.- Local Street 5-10 ft. 10-20 ft - 10-20 ft- °num Distance to section Along koadwayt S.H. 114 & frontage roads 1so ft. 200 ft. 200 ft. F.M. 1938, F.M. 1709, S.H. 26 150 ft. 500 ft. 200 ft. Arterial 150 ft. 200 ft. 200 ft. Collector 50 ft. 150 ft. - 150ft - Local Street 30ft. 100ft. • 100ft.• Minimum Centerline Driveway Spacing Along Roadwayt S.H. 114 & frontage roads 80 ft. 500 ft.+ 500 ft.+ F.M. 1938, F.M. 1709, SH.26 80 ft. 500ft.<• 250 ft.* Arterial 100ft. 250 ft. 250 ft.* Collector 40 ft. 150 ft.- 150ft Local Street 20 ft. 100ft.• 100fte' S:a TABLE ONE NOTES: • 'Ille requirements for Driveway Throat Width and Driveway Curb Radius are for standard undivided two-way operation and may be varied by the Director if traffic volumes, truck usage, common driveways, and other factors warrant such. t The minimum centerline spacing does not implicitly determine the number of driveways allowed. Driveways served by deceleration lanes may be spaced at closer intervals ifapproved by the Director. See Section 5.2(b) for additional restrictions on driveway locations along S.H. 114 frontage roads. t Distance measured from the intersecting R.O.W. line to the centerline of the driveway. See Section 52(b) for additional restrictions on driveway locations along S.H. 114 frontage roads. Service driveway centerline spacing may be reduced to 150' if the ingress/egress volume is less than 50 vehicles per day and if the service driveway is a secondary driveway ancillary to a commercial driveway within the same development. + The minimum centerline spacing may be reduced to 250' provided that the driveway is connecting directly to a frontage road and provided that it meets the criteria in Section 52(b). — Refer to Section 5.2(c). Commercial, multi -family and service driveways may not be permitted on collector or local streets. 0 The minimum centerline spacing may be reduced to 250' for right-in/right out driveways. Refer to Section 5.2(a). 5.2 GENERAL DESIGN CRITERIA a. DRIVEWAYS ON F.M. 1709, F.M. 1938 & INTERSECTING ARTERIALS: The minimum centerline spacing for full -access driveways on F.M. 1709 & FM. 1938 is 500 feet as per Table One; however, the minimum centerline spacing may be reduced to 250 feet for right-in/right-out driveways in accordance with Appendix 1. Driveways constructed within 250 feet of an intersection of FA4. 1709 or F.M. 1938 and an arterial shall be right-in/right-out only. All right- in/right-out drives shall be designed inaccordance with Appendix 5 and shall have signs placed at the Applicants expense indicating right turn in only facing the street and right turn out only facing the property. b. DRIVEWAYS ON S.H. 114: Driveways along S.H. 114 (and its future frontage roads) shall be designed in accordance with Texas Department of Transportation (TxD01) access control guidelines as applicable to the conceptual design and alignments ofthepropos edreconstruction of SR. 114. Driveways will benotbe allowed within areas indicated as "access denied" as per Appendices 2 & 3. c. DRIVEWAYS PROHIBITED: Commercial, multi -family and service driveways shall not be permitted on collector or local streets unless the tract or lot has no other public access. In the event there is no other public access, commercial, -9- multi -family and service driveways shall be permitted on collector or local streets provided that they meet the design standards in Section 5.1. d. REQUIRED INTERNAL STORAGE (STACKING / MINIMUM THROAT LENGTH): The driveway for any multi -family, commercial or industrial property that connects to a major street facility or collector or local street shall extend onto private property a minimum distance of 10 feet, but not less than the required front bufferyard width, from the right-of-way line before intersecting any internal circulation drive. Internal storage (stacking) shall be provided on multi -family, commercial or industrial properties for corresponding driveways in accordance with Table Two for driveways that provide ingress/egress to parking areas of 20 or greater spaces. TABLE TWO Average Number of Parking Spaces per Drivewayt Total Number of Parking Spacest Minimum Storage Length 20-49 20-49 (bufferyard width + 18') or 28', whichever is greater 50-199 50' 200+ 75' 50 to 199 50-199 75' 200+ 100' 200+ 200+ 150' t The average number of parking spaces per driveway is calculated by dividing the total number of parking spaces by the number of commercial & multi -family driveways. (Service driveways are not included inthe calculation.) + We total number of parking spaces is the sum of all spaces accessible by a driveway or driveways both on -site and off -site. The internal storage shall be separated from parking areas by a raised curb island or median with a back -of -curb to back -of -curb width equal to the minimum storage length divided by 25 or 3 feet, whichever is greater. Planting requirements for the island or median shall be in accordance with Sections 3.4(b) and 3.5 of the Landscape Ordinance No. 544, excluding the requirements for canopy trees. Appropriate signage (e.g. stop, yield, etc.) shall be placed for any vehicular cross movement or internal circulation that intersects the ingress/egress circulation beyond the required internal stornge. Traffic Volumes AM Peak - Development Tri LO Q 03 R� w110 o 00 L 9� co p �`g7 40� • r13 M� o� w .-48 \Kirkwoo' 0-0 19, ,� 4' gyp, o� Exhibit 4 Traffic Volumes La Q Ile a a Ra itik lr85 c 7 Tbv* Do n PM Peak - Development Tri "35 r'17 ©cv fly • -_� � l a� V11 � o� a .t*v1o°d�,�d_ 4 I Kirkwaoc Exhibit 5