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Item 6B - TIATraffic Impact Analysis ZA20-0067 Mustang Business Park Southlake, Texas Initial Submission: February 1, 2021 Second Submission: March 16, 2021 Third Submission: April 2, 2021 Updated Submission: May 3, 2021 Kimley-Horn and Associates, Inc. Dallas, Texas Project #067806210 Registered Firm F-928 Kimley)))Horn Traffic Impact Analysis ZA20-0067 Mustang Business Park Southlake, Texas Prepared by: Kimley-Horn and Associates, Inc. 13455 Noel Road, Two Galleria Tower, Suite 700 Dallas, Texas 75240 Registered Firm F-928 Contact: Scot Johnson, P.E., PTOE Jake Halter, EIT 972-770-1300 Initial Submission: February 1, 2021 Second Submission: March 16, 2021 Third Submission: April 2, 2021 Updated Submission: May 3, 2021 Kimley»>Horn TABLE OF CONTENTS EXECUTIVE SUMMARY................................................................. I. INTRODUCTION....................................................................... A. PURPOSE.................................................................................. B. METHODOLOGY......................................................................... II. EXISTING AND FUTURE AREA CONDITIONS ......................... A. ROADWAY CHARACTERISTICS..................................................... B. EXISTING STUDY AREA............................................................... C. PROPOSED SITE IMPROVEMENTS ................................................. D. EXISTING TRAFFIC VOLUMES....................................................... III. PROJECT TRAFFIC CHARACTERISTICS ................................ A. SITE -GENERATED TRAFFIC......................................................... B. TRIP DISTRIBUTION AND ASSIGNMENT .......................................... C. DEVELOPMENT OF 2023 BACKGROUND TRAFFIC ........................... D. DEVELOPMENT OF 2023 TOTAL TRAFFIC ...................................... E. DEVELOPMENT OF 2028 BACKGROUND AND TOTAL TRAFFIC .......... IV. ALL -WAY STOP -CONTROL ANALYSIS .................................... V. TRAFFIC OPERATIONS ANALYSIS ......................................... A. ANALYSIS METHODOLOGY.......................................................... B. ANALYSIS RESULTS.................................................................... C. 2021 EXISTING TRAFFIC OPERATIONS ......................................... D. 2023 BACKGROUND TRAFFIC OPERATIONS .................................. E. 2023 BACKGROUND PLUS SITE -GENERATED TRAFFIC OPERATIONS F. 2028 BACKGROUND TRAFFIC OPERATIONS .................................. G. 2028 BACKGROUND PLUS SITE -GENERATED TRAFFIC OPERATIONS H. INTERNAL SITE TRAFFIC OPERATIONS .......................................... I. INTERNAL STACKING DISTANCE ................................................... VI. ALTERNATE TRAFFIC OPERATIONS ANALYSIS .................... VII. CONCLUSIONS AND RECOMMENDATIONS ........................... APPENDIXA................................................................................... A. ROADWAY CHARACTERISTICS..................................................... APPENDIXB................................................................................... A. ANALYSIS METHODOLOGY.......................................................... Page i ul .1 .1 .1 .3 .3 .3 .3 .3 .7 ,.7 .8 .8 .9 .9 13 15 15 15 16 17 17 18 18 18 19 20 21 22 22 23 23 Kimley»>Horn LIST OF EXHIBITS Page ii EXHIBIT 1: VICINITY MAP...................................................................................................................2 EXHIBIT 2: CONCEPTUAL SITE PLAN...................................................................................................2 TABLE 2 - ALL -WAY STOP -CONTROL WARRANT ANALYSIS................................................................ EXHIBIT 3: LANE ASSIGNMENTS AND INTERSECTION CONTROL..............................................................6 TABLE 3 - TRAFFIC OPERATIONAL RESULTS - WEEKDAY AM PEAK HOUR ........................................... EXHIBIT 4: 2021 EXISTING TRAFFIC VOLUMES.....................................................................................6 TABLE 4 - TRAFFIC OPERATIONAL RESULTS - WEEKDAY PM PEAK HOUR ........................................... EXHIBIT 5: TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT.................................................................. 10 EXHIBIT 6: SITE -GENERATED TRAFFIC VOLUMES............................................................................... 10 EXHIBIT 7: 2023 BACKGROUND TRAFFIC VOLUMES............................................................................ 11 EXHIBIT 8: 2023 BACKGROUND PLUS -SITE GENERATED TRAFFIC VOLUMES ......................................... 11 EXHIBIT 9: 2028 BACKGROUND TRAFFIC VOLUMES............................................................................ 12 EXHIBIT 10: 2028 BACKGROUND PLUS -SITE GENERATED TRAFFIC VOLUMES ....................................... 12 LIST OF TABLES TABLE 1 -TRIP GENERATION............................................................................................................8 TABLE 2 - ALL -WAY STOP -CONTROL WARRANT ANALYSIS................................................................ 14 TABLE 3 - TRAFFIC OPERATIONAL RESULTS - WEEKDAY AM PEAK HOUR ........................................... 16 TABLE 4 - TRAFFIC OPERATIONAL RESULTS - WEEKDAY PM PEAK HOUR ........................................... 16 TABLE 5 - TRAFFIC OPERATIONAL RESULTS - ALTERNATIVE AWSC ANALYSIS.....................................20 TABLE 6 - LEVEL OF SERVICE DEFINITIONS.......................................................................................23 Ki m I ey ))) H ©1 n Page iii EXECUTIVE SUMMARY May 2021 Update Note: To address comments provided by the City of Southlake Planning and Zoning Commission, the Mustang Business Park development plan has been updated so that there are no requested exceptions. The building height and stacking space exceptions have been eliminated from the request. April 2021 Update Note: To address comments provided by the City of Southlake, the Mustang Business Park development plan and the accompanying Traffic Impact Analysis were revised. The changes included minor typographical corrections and slight adjustments in signal timings to ensure that the background scenario timing matches the timing for the total traffic scenario. The update also includes explanations throughout the report to address various concerns from the neighboring developments. March 2021 Update Note: To address comments provided by the City of Southlake, the Mustang Business Park development plan and the accompanying Traffic Impact Analysis were revised. The three major areas addressed were site parking concerns, the operation and configuration of the intersection of Mustang Court and Southwestern Street, and the internal traffic operations of the site. The proposed Mustang Business Park development is located northwest of the intersection of Mustang Court and SH 26 in Southlake, Texas. The site is proposed to be built with 341,000 SF of industrial warehousing uses. This study is intended to identify traffic generation characteristics, identify potential traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. The following existing intersections were selected to be part of this study: ■ SH 26 at Mustang Drive/Mustang Court ■ Southwestern Street at Mustang Court The site will have access to a proposed extension of Mustang Court into the development, and it will have six driveways accessing Mustang Court. Each of these paths converge at the intersection of Southwestern Street and Mustang Court, so this analysis analyzed the intersection of Southwestern Street and Mustang Court in lieu of the individual driveway intersections with Mustang Court. The traffic operations at the driveways will be as good as or better than the operations at the intersection of Southwestern Street and Mustang Court. The site also has emergency access to Woodsey Court. This access point will be gated and will not be used for site traffic. There are not expected to be any queues developing on the property. In both peak hours, the rate of vehicles entering the property is less than one per minute, and the rate of vehicles exiting the property is likewise less than one per minute. The rate of trucks entering and exiting the property is nearly one per six minutes. Each of the site driveways will experience fewer vehicles Kimley ))) H©1 n Page iv than the intersection of Southwest Street and Mustang Court, so the low -delay and short -queue operating conditions of Southwest Street can be expected at each of the site driveways. Therefore, there are not expected to be queueing problems at any on-site movement or approach. Each of the driveways along Mustang Court for the Mustang Business Park development meet the required 150' stacking distance. The proposed site plan satisfies the requirement of the City of Southlake. Traffic operations were analyzed at the study intersections for existing volumes, 2023 and 2028 background traffic volumes, and 2023 and 2028 background plus site -generated traffic volumes. The future years correspond to the expected buildout year of the site and a key future study year. Conditions were analyzed for the weekday AM and PM peak hours. The Mustang Business Park development is expected to generate approximately 66 new weekday AM peak hour one-way vehicle trips and 69 new weekday PM peak hour one-way vehicle trips at buildout. The distribution of the site -generated traffic volumes onto the street system was based on the surrounding roadway network, existing traffic patterns, and the project's proposed access locations. Based on the analysis presented in this report, the proposed Mustang Business Park development can be successfully incorporated into the surrounding roadway network. The proposed site driveways provide the appropriate level of access for the development. The site - generated traffic does not have a disproportionate effect on the existing vehicle traffic operations. No improvements to the external roadway network are required for the site. The intersection of Mustang Court and Southwestern Street does not meet All -Way STOP - Control traffic volume warrants with existing or future volumes, so the intersection should be signed as Two -Way STOP -Control. Mustang Court has higher traffic volumes currently and in the future scenarios, so it should be designated as the main road, and Southwestern Street should be STOP -Controlled. Mustang Road also travels over the railroad tracks to the southeast of the intersection, so it is desirable to have the northwestbound approach of Mustang Court be a free, unstopped movement to avoid a situation in which vehicles may queue across the railroad tracks. In response to comments provided by the City of Southlake regarding the amount of proposed parking, the parking totals for the Mustang Business Park development have been revised. The City sets forth its parking requirements in Section 35 of its Land Development Code. The Land Development Code establishes parking minimums but does not limit the number of spaces a development may have. For warehousing uses, the minimum number of required parking spaces is found in Section 35.b(10). The minimum is calculated as 1 space per 1,000 square feet of under -roof industrial area and 1 space per each 300 square feet of under -roof office area. The number of required parking spaces for the Mustang Business Park development is 389 Kimley»>Horn Page v spaces, and the development provides 392 spaces. Therefore, the development as proposed satisfies the parking requirements of the City of Southlake Land Development Code and does not provide significantly more than the code requires. Kimley»>Horn Page 1 I. INTRODUCTION A. Purpose Kimley-Horn was retained to conduct a Traffic Impact Analysis (TIA) of future traffic conditions associated with the development of the Mustang Business Park located northwest of the intersection of Mustang Court and SH 26. A site vicinity map is provided as Exhibit 1. Exhibit 2 shows the proposed conceptual site plan. This study is intended to identify traffic generation characteristics, identify potential traffic related impacts on the local street system, and to develop mitigation measures required for identified impacts. B. Methodology Traffic operations were analyzed at the study intersections for AM and PM peak hours for the following scenarios: ■ 2021 existing traffic ■ 2023 background traffic ■ 2023 background plus site traffic ■ 2028 background traffic ■ 2028 background plus site traffic The capacity analyses were conducted using the SynchroT1 software package and its associated Intersection reports for signalized intersections and Highway Capacity Manual reports for unsignalized intersections. EXHIBIT 1 Vicinity Map 9k, nP ,� 3Ry` 4x4 zq— FS —' ..� SITE ° o - , �zr ? �; 'est ; ' Mustang Drive lkr EXHIBIT 2 Conceptual Site Plan Kimley>>>Horn LEGEND: Study Intersection North T Not To Scale North T Not To Scale Kimley»>Horn II. EXISTING AND FUTURE AREA CONDITIONS A. Roadway Characteristics The following signalized intersection was evaluated as part of this study: ■ SH 26 at Mustang Drive/Mustang Court The following unsignalized intersection was evaluated as part of this study: ■ Southwestern Street at Mustang Court Page 3 The major study area roadways are described in Appendix A. Exhibit 3 illustrates the intersection geometry used for the traffic analysis. B. Existing Study Area The property is zoned as Light Industrial, and the Future Land Use is designated as Industrial. The property is currently undeveloped. C. Proposed Site Improvements The development as proposed includes 341,000 SF of industrial warehousing uses. As shown in Exhibit 3, the site has one access point to the external street network. Mustang Court will be extended through the site, and there will be six driveways which access Mustang Court, but all will feed into the intersection of Mustang Court and Southwestern Street. Mustang Court will be a private street northwest of Southwestern Street. Intersection sight distance at the proposed driveways will be acceptable, with each on relatively the flat, straight, and low -speed segment of Mustang Court that runs through the site. The development has an emergency access point to Woodsey Court. This access point will be gated and will not be used for site traffic. D. Existing Traffic Volumes 24-hour machine counts were collected near the site on SH 26. The raw count sheets, as well as a comparison between the 24-hour volumes collected and previous 24-hour counts, are provided in Volume 2 of this report. The heavy vehicle percentages were included with the traffic counts and used for this analysis. Where site generated traffic was present, the heavy vehicle percentages were adjusted accordingly, as explained later in this report. The 24-hour count showed the daily volume on the roadway link as follows: • SH 26: 28,869 vehicles per day (vpd), 30% lower than the 2019 traffic volumes taken at the same location Kimley»>Horn Page 4 Due to the lowered traffic volumes due to the circumstances surrounding COVID-19, the peak hours of the traffic counts along SH 26 and Mustang Court/Drive were compared to find an appropriate adjustment factor. ■ SH 26 NB • 2019 TxDOT Traffic Counts ■ AM peak hour: 2,914 vehicles ■ PM peak hour: 1,485 vehicles • 2021 Traffic Volumes ■ AM peak hour: 1,568 vehicles ■ PM peak hour: 1,057 vehicles • Adjustment Factors ■ AM peak hour: 2,914/1,568 = 1.86 (86% increase) ■ PM peak hour: 1,485/1,057 = 1.40 (40% increase) ■ SH 26 SB • 2019 TxDOT Traffic Counts ■ AM peak hour: 869 vehicles ■ PM peak hour: 2,383 vehicles • 2021 Traffic Volumes ■ AM peak hour: 848 vehicles ■ PM peak hour: 1,706 vehicles • Adjustment Factors ■ AM peak hour: 869/848 = 1.02 (2% increase) ■ PM peak hour: 2,383/1,706 = 1.40 (40% increase) ■ Mustang Court (both directions) • 2019 TxDOT Traffic Counts ■ AM peak hour: 89 vehicles ■ PM peak hour: 77 vehicles • 2021 Traffic Volumes ■ AM peak hour: 41 vehicles ■ PM peak hour: 26 vehicles • Adjustment Factors ■ AM peak hour: 89/41 = 2.17 (117% increase) ■ PM peak hour: 77/26 = 2.96 (196% increase) ■ Mustang Drive (WB) • 2019 TxDOT Traffic Counts ■ AM peak hour: 465 vehicles ■ PM peak hour: 631 vehicles • 2021 Traffic Volumes ■ AM peak hour: 374 vehicles ■ PM peak hour: 400 vehicles r Ki m ey ))) H ©1 n Page 5 • Adjustment Factors ■ AM peak hour: 465/374= 1.24 (24% increase) ■ PM peak hour: 631/400 = 1.58 (58% increase) Exhibit 4 shows the existing weekday AM and PM peak hour traffic volumes, adjusted to account for the impact of COVID-19 on traffic volumes. Mustang Court EXHIBIT 3 Lane Assignment and Intersection Control festbound right -turn Austang Drive to SH channelized, which des an informal 50' storage bay. Mustang Drive LEGEND: O=Signalized *= Turn 6ay North Intersection STOP = Stop -Controlled 4� = Driveway Lanes or Approach Off -Site Improvements ==Lane = Travel Lane TW LTL =Two-Wa Lane Not To Scale The traffic volumes at the EB approach of Mustang Court and at the intersection of Mustang Court and Southwestern Street were increased by 117% in the AM peak hour and by 196% in the PM peak hour. EXHIBIT 4 2021 Adjusted Existing Traffic Volumes Kim ley >>Horn The traffic volumes at the NB approach of SH 26 were increased by 86% in the AM peak hour and by 40% in the PM peak hour. LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding 1� and resence of smaller drivewa s not included in anal sis. \ Not To Scale o 'm c 0 The traffic volumes at the WB E The traffic volumes at the SB approach of Mustang Drive approach of SH 26 were increased U were increased by 24% in the 3 by 2% in the AM peak hour and by AM peak hour and by 58% in w 40% in the PM peak hour. N the PM peak hour. 00 2 0 13 26 18 541 123 a 159 (169) 0 (6) (50) fl V (15) 22(6) (7) (2020) Mustang Court 4 (207) > (5) 306 (457) 7 Mustang Drive 7 F 28 (30) 4 26 4 (12) 15 2267 730 (3) (6) 0 (0) (6) (1019) (344) The traffic volumes at the EB approach of Mustang Court and at the intersection of Mustang Court and Southwestern Street were increased by 117% in the AM peak hour and by 196% in the PM peak hour. EXHIBIT 4 2021 Adjusted Existing Traffic Volumes Kim ley >>Horn The traffic volumes at the NB approach of SH 26 were increased by 86% in the AM peak hour and by 40% in the PM peak hour. LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding 1� and resence of smaller drivewa s not included in anal sis. \ Not To Scale r Ki m ey ))) H O 1 n Page 7 III. PROJECT TRAFFIC CHARACTERISTICS A. Site -Generated Traffic Site -generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the 10th edition of Trip Generation Manual published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. The trips indicated are actually one-way trips or trip ends, where one vehicle entering and exiting the site is counted as one inbound trip and one outbound trip. The Mustang Business Park is intended to be leased to industrial warehousing clients. Among uses found in the ITE Trip Generation Manual, Warehousing (Land Use Code 150) most closely matches the intended leasing clients. Other related uses would be General Light Industrial (Land Use Code 110) and Industrial Park (Land Use Code 130). General Light Industrial, as defined by the Trip Generation Manual, has an emphasis on industrial activity, not warehouse storage, and includes uses such as "printing, material testing, and assembly of data processing equipment." This does not match the intended warehousing clients that the Mustang Business Park is being built to attract. Industrial Park is described as "characterized by a mix of manufacturing, service, and warehouse facilities... Many industrial parks contain highly diversified facilities". While warehousing is listed among the various activities of the Industrial Park category, this site is intended to be rather homogenous in its focus on warehousing, and there is not expected to be the variety of other uses that would be expected in an Industrial Park development. The Warehousing category is defined as "primarily devoted to the storage of materials, but it may also include office and maintenance areas." This is the closest match to the intended clientele of the Mustang Business Park development. Therefore, the Warehousing category (Land Use Code 150) was used to generate traffic for the proposed site. No reductions were taken for pass -by trips, internal capture, or multimodal use. Table 1 shows the resulting daily and weekday AM and PM peak hour trip generation for the proposed development, showing new external trips. Kimley»>Horn Table 1 — Trin Generation Page 8 Trip Generation rates based on ITE's Trip Generation Manual, 10`h Edition. Heavy Vehicle Percentages based on ITE's Trip Generation Handbook, 3rd Edition The heavy vehicle percentage for Warehousing uses, according to ITE, is 20%. The heavy vehicle percentage for each movement at the study intersections was calculated using a weighted average between the site -generated (SG below) traffic and the traffic volumes and heavy vehicle percentages from the background scenarios (BG below), which are known from the existing traffic counts. Total Volume HV% _ (BG Traffic Volume) * (BG HV%) + (SG Volume) * (Site HV%) BG Traffic Volume + SG Volume B. Trip Distribution and Assignment The distribution of the site -generated traffic volumes in to and out of the site driveways and onto the street system was based on the area street system characteristics, existing traffic patterns, relative land use density, and the locations of the proposed driveway access to/from the site. The corresponding inbound and outbound traffic assignment, where the directional distribution is applied using the most probable paths to and from the site, can be found in Exhibit 5. Exhibit 6 shows the resulting site -generated weekday AM and weekday PM peak hour turning movements after multiplying the new external trip generation by the respective traffic assignment percentages. C. Development of 2023 Background Traffic In order to obtain 2023 background traffic, the existing traffic counts and historic counts near the site were compared to find expected growth trends within the study area. Based on the recent growth in the area, an annual growth rate of 5% was assumed for the background traffic through 2023. To calculate the 2023 background traffic, the existing 2021 traffic counts were grown by 5% annually for two years. The resulting 2023 background weekday AM and PM peak hour traffic volumes are shown in Exhibit 7. Daily AM Peak Hour PM Peak Hour Land Uses Amount Units Code One -Way One -Way Trips One -Way Trips Trips IN OUT TOTAL IN OUT TOTAL Warehousing 341,000 SF 150 584 51 15 66 19 50 69 Development Totals Truck Trips (20% of Total Trips):1 117 1 10 1 3 13 1 4 1 10 1 14 Passenger Vehicle Trips: 467 1 41 1 12 53 1 15 1 40 1 55 Trip Generation rates based on ITE's Trip Generation Manual, 10`h Edition. Heavy Vehicle Percentages based on ITE's Trip Generation Handbook, 3rd Edition The heavy vehicle percentage for Warehousing uses, according to ITE, is 20%. The heavy vehicle percentage for each movement at the study intersections was calculated using a weighted average between the site -generated (SG below) traffic and the traffic volumes and heavy vehicle percentages from the background scenarios (BG below), which are known from the existing traffic counts. Total Volume HV% _ (BG Traffic Volume) * (BG HV%) + (SG Volume) * (Site HV%) BG Traffic Volume + SG Volume B. Trip Distribution and Assignment The distribution of the site -generated traffic volumes in to and out of the site driveways and onto the street system was based on the area street system characteristics, existing traffic patterns, relative land use density, and the locations of the proposed driveway access to/from the site. The corresponding inbound and outbound traffic assignment, where the directional distribution is applied using the most probable paths to and from the site, can be found in Exhibit 5. Exhibit 6 shows the resulting site -generated weekday AM and weekday PM peak hour turning movements after multiplying the new external trip generation by the respective traffic assignment percentages. C. Development of 2023 Background Traffic In order to obtain 2023 background traffic, the existing traffic counts and historic counts near the site were compared to find expected growth trends within the study area. Based on the recent growth in the area, an annual growth rate of 5% was assumed for the background traffic through 2023. To calculate the 2023 background traffic, the existing 2021 traffic counts were grown by 5% annually for two years. The resulting 2023 background weekday AM and PM peak hour traffic volumes are shown in Exhibit 7. Kimley»>Horn Page 9 D. Development of 2023 Total Traffic Site traffic volumes were added to the background volumes to represent the estimated total (background plus site -generated) traffic conditions for the 2023 study year after completion of the proposed development. Exhibit 8 shows the resulting 2023 weekday AM and PM peak hour total traffic volumes. E. Development of 2028 Background and Total Traffic The background and total traffic volumes in the 2028 study year were calculated in a similar manner to the 2023 traffic volumes by adding five years of 3% growth over the 2023 background volumes. Exhibit 9 shows the resulting 2028 weekday AM and PM peak hour background traffic volumes, and Exhibit 10 shows the resulting 2028 weekday AM and PM peak hour total traffic volumes after the addition of the site -generated traffic. Mustang Court EXHIBIT 5 Trip Distribution and Traffic Assignment Mustang Court EXHIBIT 6 Site -Generated Traffic Volumes Mustang Drive LEGEND: X% (Y%) X%= Percentage of Inbound Site -Generated Traffic North (Y%) = Percentage of Outbound Site -Generated Traffic Not To Scale Kim ley >>Horn Mustang Drive LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding and resence of smaller drivewa s not included in anal sis. Not To Scale a 0 w m N 0 0 14 29 (17) a 43 596 136 175 (186) (0) (7) (55) o (17) (2227) (228) a 18 (13) I1 �J L (' 24 (7) �7 I1 �J L v (� 337 (504) C� a Qv _/ <N r> 38 (56) Q �J Mustang Drive F 15 (50) C/) 0 4 29 0 0 3: 2499 E y 0 (0) (0) (3) W 3 (10) y (11) (1123) (379) m t� 7 N 0 14 20 596 136 175 (186) (7) (55) 29 (17) (8) (2227) (228) a 0 (6) 1 �J v �7 24 (7) Mustang Court 4 337 (504) Mustang Drive Q 31 (33) 4 29 4 (13) 17 2499 805 (3) (7) 0 (0) (7) (1123) (379) LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North EXHIBIT7 Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding 1� and resence 0,smaller drivewa not included in anal yss. \ 2023 Background Traffic Volumes Not To Scale a 0 w m N 0 0 14 29 (17) 43 596 136 175 (186) (0) (7) (55) a 51 (19) (17) (2227) (228) a 18 (13) I1 �J L (' 24 (7) �7 I1 �J L v (� 337 (504) C� Mustang Court 0 (0) Qv _/ <N r> 38 (56) Q �J Mustang Drive F 15 (50) 0 4 29 9 (31)27 2499 805 0 (0) (0) (3) (7) 3 (10) (11) (1123) (379) EXHIBIT 8 2023 Background Plus Site -Generated Traffic Volumes Kim Iey>>> Horn LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding 1� and resence of smaller drivewa s not included in anal sis. \ Not To Scale 0 0 17 (0) (8) (64) 33 (19) a 51 (19) I1 10 L v (' 28(8) �7 Mustang Court 1 L>(� �J 15 0() (0) o 10 (33) 29 2897 933 3(10) (12) (1302) (440) a d 0 C/) E3: 0 y w m t� 7 N 0 17 IL 23 691 157 203 (216) (8)(64) 33 (19) (9) (2582) (265) a 0 (6) 1 �J v �7 26 (8) Mustang Court 391 (584) Mustang Drive 36 (38) 5 33 5 (15) 19 2897 933 (4) (8) 0 (0) (8) (1302) (440) LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North EXHIBIT9 Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding 1� and resence of smaller drivewa not included in anal yss. \ 2028 Background Traffic Volumes Not To Scale 0 0 17 (0) (8) (64) 33 (19) a 51 (19) I1 10 L v (' 28(8) �7 Mustang Court 1 L>(� �J 15 0() (0) (0) (4) (8) EXHIBIT 10 2028 Background Plus Site -Generated Traffic Volumes Kim Iey>>> Horn a 0 w m N 46 691 157 203 (216) (18) (2582) (265) a 18(13) 1 L>(� �J 391 (584) C� �43(61) Mustang Drive 77 10 (33) 29 2897 933 3(10) (12) (1302) (440) LEGEND: X (Y) X= Weekday AM Peak Hour Turning Movements North Y = Weekday PM Peak Hour Turning Movements Volumes may not sum from point to point due to rounding 1� and resence of smaller drivewa s not included in anal sis. \ Not To Scale Kim ey>>> Horn Page 13 IV. ALL -WAY STOP -CONTROL ANALYSIS The Texas Manual on Uniform Traffic Control Devices (TMUTCD) identifies three All -Way STOP -Control (AWSC) warrants as areas of analysis when investigating if All -Way STOP - Control would be justified at a location, which are as follows: ■ Where traffic control signals are justified, AWSC maybe used as an interim measure; ■ 5 or more reported crashes in a 12 -month period that are susceptible to correction by AWSC; or ■ Minimum volumes: • The vehicular volume entering the intersection from the total of the major street approaches averages 300 or more vehicles per hour for any eight hours of the day; and • The total minor street volume averages at least 200 vehicles/pedestrians per hour for the same eight hours with an average delay of 30 seconds per vehicle during the highest hour. The satisfaction of a warrant is not a requirement that an intersection should be converted to AWSC, but rather is a qualifier or an indication that the conversion may be a net benefit to the community. Traffic control signals are not justified, so the first area of analysis does not apply. There is insufficient crash data to analyze the second area of analysis, so the minimum volume warrant will be investigated here. The analysis used the existing 24-hour counts along Mustang Court, collected by TxDOT in 2019, as the basis for the existing traffic volumes. The 24-hour counts were not distinguished by direction, so it was conservatively assumed that all the traffic was westbound at the intersection. There is no existing traffic data for Southwestern Street. Therefore, it was assumed that the traffic along Mustang Court consists completely of traffic coming from or going to Southwestern Street. This assumption disregards the fact that some of the drivers along Mustang Court will use the Public Storage driveway and never reach Southwestern Street. When determining the volumes along Southwestern Street, it was assumed that the northbound and southbound approaches were split evenly. The AWSC warrant sums the two minor street approaches, so the split between the northern and southern developments is irrelevant to the end result of the warrant. The northbound leg was assigned half of the total traffic on Mustang as southbound traffic, and the Southern leg was assigned the remaining half. To model the proposed development, the analysis used the hourly variation data for warehousing sites (ITE Land Use 150) from the ITE Trip Generation Manual, 10th Edition. This data provides hourly percentages of inbound and outbound traffic as a portion of the Kimley»>Horn 6:00 AN 7:00 AN 8:00 AN 9:00 AN 10:00 AN 11:00 AN 12:00 PN 1:00 PN 2:00 PN 3:00 PN 4:00 PN 5:00 PN 6:00 PN 7:00 PN 8:00 PN 9:00 PN Page 14 daily traffic so that the hourly traffic can be calculated. These calculations can be found in Volume 2 of this report. As shown in Table 2 (and also included in Volume 2 of this report), the average existing traffic volumes for the top eight hours of the intersection do not meet the warrant volume criteria. In fact, there is not a single hour in which either the major or minor street reaches 50% of the threshold, even with the conservative assumptions described above. For the highest eight hours of the Mustang Court traffic, Southwestern Street averages 68 vehicles per hour. For the same eight hours, Mustang Court averages 103 vehicles per hour. By the TMUTCD criteria, the intersection fails to meet the traffic volume portion of the AWSC warrant. All -Way STOP -Control is not recommended for the intersection of Mustang Court and Southwestern Street. Iame1- City/County: S o ut h I a ke/Tai --------------------------- State: Texas --------------------------- Date: 3/8/2021 Major Street: Mustang Court Minor Street: Southwestern Blvd vay 5 I UN-uontrol Warrant Analysis 85th -percentile speed on the major street exceeds 40 mph? (Y or N) N Year 2019 Anal Kimley-Horn Major Street Minor Street Bicycle Pedestrian 24 -Hour Volume Summary Total of Both Total of Both Total of All Total of All Major Approaches Approaches Approaches Approaches 06:OOAM TO 07:OOAM 78 42 26% 21% 13190 --------------------- --------------------- --------------------------- --------- ------ 07:OOAM TO 08:OOAM 08:OOAM TO 09:00 AM 99 66 5 3 09:OOAM TO 10:OOAM 89 --------------------- 52 --------------------- --------------------- --------------------- 10:OOAM TO 11:OOAM 95 58 31% 25% 93 50 37% 31% 11:OOAM TO 12:00 PM 12:00 PM TO 01:00 PM 110 62 3 2 112 --------------------- 74 --------------------- --------------------- --------------------- 01:00 PM TO 02:00 PM 02:00 PM TO 03:00 PM 90 50 30% 24% 03:00 PM TO 04:00 PM 122 66 31% 5 04:00 PM TO 05:00 PM 91 48 16 16 98 62 15 15 05:00 PM TO 06:00 PM 06:00 PM TO 07:00 PM 39 24 22% 32% 07:00 PM TO 08:00 PM 41 --------------------- 36 --------------------- --------------------- --------------------- 08:00 PM TO 09:00 PM 51 48 200 103 09:00 PM TO 10:00 PM 67 1 64 Source: TMUTCD, 2011 Edition Created By: Kimley-Horn and Associates, Inc. Kimley-Horn Warrant 1 Warrant 1 Hourly Rank Major Minor Major Minor Street Street Street Street 26% 21% 12 14 44% 45% 1 1 33% 33% 1 5 3 30% 26% 9 9 32% 29% 7 8 31% 25% 8 10 37% 31% 3 6 37% 37% 3 2 30% 25% 9 10 41% 33% 2 3 30% 24% 9 12 33% 31% 5 6 13% 12% 16 16 14% 18% 15 15 17% 24% 14 12 22% 32% 13 5 Threshold Average of Top 8 Hours Values Of Minor Street 300 200 103 68 F_ Summary Met? NO Kimley»>Horn V. TRAFFIC OPERATIONS ANALYSIS Page 15 Kimley-Horn conducted a traffic operations analysis to determine potential capacity deficiencies in the 2021, 2023, and 2028 study years at the study intersections. The acknowledged source for determining overall capacity is the current edition of the Highway Capacity Manual. A. Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). Level of service and the corresponding analysis methodology are explained in Appendix B. The signal timing for the signalized intersection is based on Grapevine signal timing sheets. Timing adjustments were made in the future scenarios to accommodate changes in traffic volumes due to background growth and site traffic, replicating how City staff will periodically review signal operations in the future. Calculations for the level of service at the key intersections identified for study are provided in Volume 2 of this report. The analyses assumed the lane geometry and intersection control shown in Exhibit 3. At the intersection of Mustang Court and Southwestern Street, the traffic volumes at Mustang Court are higher than those along Southwestern Street. Additionally, the westbound approach of Mustang Court is coming from the intersection of SH 26 and Mustang Court, crossing the DART railroad tracks just over 250' from Southwestern Street. For these reasons, Mustang Court should be the primary street at its intersection with Southwestern Street and should not be STOP -Controlled. If it were STOP -Controlled, there is a possibility of creating a situation in which vehicles might queue across the railroad tracks. B. Analysis Results Table 3 and Table 4 show the intersection operational results for the weekday AM and PM peak hours, respectively. Kimley»>Horn Table 3 - Traffic Operational Results - Weekdav AM Peak Hour Page 16 Stop -Controlled Approach I Signalized I Unsignalized No movements in Time Period Table 4 - Traffic Onerational Results - Weekdav PM Peak Hour 2023 2028 2021 2023 2028 Background Background Existing Background Background plus plus INTERSECTION APPROACH Traffic Traffic Site Traffic Traffic Site Traffic AM Peak Hour AM Peak Hour AM Peak Hour AM Peak Hour AM Peak Hour DELAY I LOS DELAY LOS DELAY LOS DEL AYLOS LOS DELAY LOS LOS (SECIVBi) (SECIVBi) (SECIVBi) (SECNEH) (SECNEH) (SECNEH) (SECIV (SECNEti) (SECIVBi) (SECIVW Mustang - EB 74.8 E 82.2 F 81.0 F 80.5 F 79.3 1 E Mustang Drive/Court --------------------------- Mustan WB 9 ----------------- 45.5 ----------------- D ------------- ---'---------------- 47.6 [ D ---- ----- 49.3 ----------------- D ----------------- 68.4 ----------------- E ---------------------------------- 74.2 E 67.1 E - 69.0 --- E @ -------4.0----- --------B------ ------ - �__- - --___ SH 26 ----SH 26 -.NB ---- ----- _--25.7---- C -- 24.0 ------ C 35.7----- 4 ------ D------- -----25.0----- ------ C------- i D --- 39.3 ----- (Ira E Woods Avenue) SH 26 - SB -------------------------- 10.2 B 11.4 -----i.................................... B --------------- 12.0 ......................... G B 18.9 B 19.1 1 B ................. ----------------- B ---------------- Overall 25.7 C 25.0 C 33.8 C 29.3 C 40.3 D 21.5 SW - NB* 9.5 A 9.5 A 9.7 A 9.6 A 9.8 A Mustang Court @ Mustang - W BL ------------------------ 8.1 ----------------- A ---------------- 8.1 ------------------------------------ A 8.2 ---------------- A ----------------- 8.1 ----------------- A ----------------- 8.2 A -----------------r----------------- Southwestern Street Mustang - EBL ---------------- 8.1 A 8.4 ---- A ---------------- 8.1 A ------------ 8.4 ---------------- A Southwestern Street Mustang - EBL SW - SB* 10.4 B 10.6 B 11.5 B 10.8 B 11.8 B Stop -Controlled Approach I Signalized I Unsignalized No movements in Time Period Table 4 - Traffic Onerational Results - Weekdav PM Peak Hour stop -Controlled approach I Signalized I Unsignalized I No movements in Time Period C. 2021 Existing Traffic Operations The analysis of the 2021 existing traffic operations shows that the signalized study intersection operates with moderate delay in both peak hours at LOS C or better. The SH 26 through volumes are large, but the intersection is well timed to accommodate the existing traffic flows. As will be shown in the future traffic scenarios, this corridor is sensitive to increases in background traffic, and the regional traffic volumes are growing at a moderately high rate (about 5% year over year). It should be noted that the majority of the trucks accessing the neighboring Magellan and NuStar developments are required by law to stop at the railroad tracks crossing Mustang Court. While this does affect the capacity of the eastbound approach of Mustang Court to SH 26, the effect will not be significant. The existing signal timing cycle length for the 2023 2028 2021 2023 2028 Background Background Existing Background Background plus plus INTERSECTION APPROACH Traffic Traffic Site Traffic Traffic Site Traffic PM Peak Hour PM Peak Hour PM Peak Hour PM Peak Hour PM Peak Hour DELAY LOS DELAY LOS DELAY LOS DELAY LOS DELAY LOS (SECIVBi) (SECNEH) (SECNEH) (SECNEti) (SECIVW Mustang - EB 64.0 E 65.5 E 70.2 E 67.9 E 73.2 E Mustang Drive/Court D - - E - Mustang - W B -- 52.7 - 57.0 E 57.9 67.1 E - 69.0 --- E @ -------4.0----- --------B------ ------ - �__- - --___ _ ------ -------6-- ----------------- ------------ -------B SH26 S----26------B---- SH26-NB -------------------------- 14.0 ----------------- B ----------------- 15.5 5. ----------------- B ----------------- 15.8 ----------------- B B ----------------- 16.8 ----------------i---------------- B 171 ------------ - ---------- B ----------- (Ira E Woods Avenue) SH 26 - SB -------------------------- 9.2 ----------------- A --------------- 14.3 ---------------- B ---------------- 14.5 ----------------- B ----------------- 23.4 ----------------- C ----------------- 25.9 --------------- C --------------- Overall 17.7 B 21.5 C 22.4 C 28.2 C 30.3 C SW - NB* 9.3 A 9.3 A 9.9 A 9.4 A 10.0 A Mustang Court @ ......................... Mustang - WB L ..- 8.1 A ---------------- 8.1 A 8.4 ---- A ---------------- 8.1 A ------------ 8.4 ---------------- A Southwestern Street Mustang - EBL - - - - - SW - SB* 9.8 A 10.0 A 11.1 B 10.1 B 11.3 B stop -Controlled approach I Signalized I Unsignalized I No movements in Time Period C. 2021 Existing Traffic Operations The analysis of the 2021 existing traffic operations shows that the signalized study intersection operates with moderate delay in both peak hours at LOS C or better. The SH 26 through volumes are large, but the intersection is well timed to accommodate the existing traffic flows. As will be shown in the future traffic scenarios, this corridor is sensitive to increases in background traffic, and the regional traffic volumes are growing at a moderately high rate (about 5% year over year). It should be noted that the majority of the trucks accessing the neighboring Magellan and NuStar developments are required by law to stop at the railroad tracks crossing Mustang Court. While this does affect the capacity of the eastbound approach of Mustang Court to SH 26, the effect will not be significant. The existing signal timing cycle length for the Kimley»>Horn Page 17 intersection is 120 seconds, which means that there are 30 cycles per hour. In the peak hour, there were only 42 vehicles recorded using the eastbound movement. On average, there will only be one to two vehicles using the approach per cycle, so if they need to stop at the railroad tracks, they will still be able to travel through the intersection without having to wait for the next cycle. Of the unsignalized study intersection approaches, all operate at LOS A during both peak hours. There is very little traffic at the intersection of Mustang Court and Southwestern Street, and LOS A matches the observations made in the field. D. 2023 Background Traffic Operations The signalized study intersection experiences more delay with two years of background growth added to the network. The intersection overall operates at LOS C during both peak hours. Due to the prioritization of the SH 26 corridor volumes, the Mustang Court and Drive approaches experience higher delays, operating at LOS E or F during one or both peak hours. Though they experience high delays, neither of these approaches are failing. The ratio of their volume to their capacity are less than 1.0, so each approach is able to handle more vehicles without being overloaded. With a 120 -second traffic signal cycle length, the vehicles are waiting about one half to two-thirds of the cycle on average. This is typical for side street approaches to high-volume corridors like SH 26. The unsignalized intersection of Southwestern Street and Mustang Court continues to operate at LOS A during both peak hours, which is optimal from a vehicular standpoint. E. 2023 Background Plus Site -Generated Traffic Operations The addition of the site -generated traffic to the 2023 background traffic results in some additional delay at the intersection of Mustang Drive/Court and SH 26, and there are no increases in overall level of service. The northbound approach in the AM peak hour continues experiences a relatively sharp increase in delay even though the site adds only 10 vehicles to the approach. The intersection operates at LOS C or better during both peak hours, which is better than the industry standard for acceptable operations, LOS D. Notably, the eastbound approach of Mustang Court decreases from 82.2 seconds of delay to 81.1 seconds in the AM peak hour with the addition of site -generated traffic. The site adds right -turning vehicles to the approach which operate with lower delays than left - turning vehicles. Right -turning vehicles are in a different lane than the left -turning traffic, which increases the overall efficiency of the lanes, and there are very few existing right - turning vehicles. These lower delays are significant enough to lower the average delay for the approach. The unsignalized intersection also experience some additional delay after the site - generated traffic is dispersed about the roadway network and the site constructs the eastbound leg to the intersection. The northbound approach and westbound left -turning Kimley»>Horn Page 18 movement continue to operate at LOS A, and the southbound movement changes to LOS B. LOS B or better is considered to be optimal when analyzing traffic. The impact of the Mustang Business Park site traffic on the existing NuStar and Magellan traffic is less than 5 seconds of additional delay when compared to the background scenarios. When viewed from a minute by minute basis, there is about 1 vehicle per minute approaching the intersection from the Mustang Business Park, 1 vehicle per minute approaching from the Magellan development, and less than 1 vehicle per minute from the NuStar development. There are approximately 2 vehicles per minute approaching from the east. This sums to a total of 5 vehicles per minute at the intersection after the addition of site -generated traffic from the Mustang Business Park. The existing Magellan and NuStar traffic will be able to travel through the intersection of Mustang Court and Southwestern Street easily and consistently. The existing street infrastructure is able to handle the site -generated traffic volumes in the 2023 total traffic scenario and needs no alterations. F. 2028 Background Traffic Operations The analysis of the 2028 background traffic operations shows that the intersection remains at LOS C during both peak hours. The north- and southbound approaches of SH 26 to Mustang Drive/Court are sensitive to the increase in background traffic. G. 2028 Background Plus Site -Generated Traffic Operations The addition of the site -generated traffic to the 2028 background traffic results in some additional delay at the intersection of Mustang Court/Drive and SH 26. The intersection changes from overall LOS C to D during the AM peak and at LOS C during the PM peak, both of which are acceptable levels of delay. As previously mentioned, after the addition of site -generated traffic, the delay of the eastbound approach of Mustang Court to SH 26 decreases in the AM peak hour. This is largely due to the addition of low -delay, right - turning traffic to the intersection which averages with the high -delay left -turning traffic, resulting in a slight decrease in approach delay. With site traffic, the unsignalized intersection of Mustang Court and Southwestern Street experiences additional delays at the study approaches. All approaches and movements operate at LOS B or better during both peak hours. The proposed infrastructure provides an adequate level of access for the Mustang Business Park to be successfully incorporated into the surrounding street network of both Southlake and Grapevine. H. Internal Site Traffic Operations The development as a whole generates 50 outbound trips in the PM peak hour, so the rate of vehicles exiting the property is less than one per minute. The southbound approach of Southwestern Street was modeled with 72 vehicles, which is more than the total outbound volume of the site and, therefore, more than any of the five site driveways is Kimley»>Horn Page 19 projected to experience. In the 2028 background plus site -generated traffic operations analysis, the southbound approach of Southwestern Street operates at LOS B during both peak hours, and its 95th -percentile average queue length is less than one vehicle. Since each of the site driveways is projected to have fewer vehicles than Southwest Street, each is expected to operate at LOS B or better, and their 95th -percentile average queue lengths are also expected to be less than one vehicle. Simply put, each of the driveways is expected to operate optimally with minimal delays. I. Internal Stacking Distance The City of Southlake requires 150' of stacking distance from the right-of-way line to the first turning movement. This regulation is intended for developments which have one of the following conditions present: a STOP -controlled approach that could queue back across an improperly spaced driveway or an inbound turning movement to a parking area that could queue back onto the public right-of-way. Each of the driveways along Mustang Court for the Mustang Business Park development meet the required 150' stacking distance. The proposed site plan satisfies the requirement of the City of Southlake. r Ki m ey ))) H O 1 n Page 20 VI. ALTERNATE TRAFFIC OPERATIONS ANALYSIS To address concerns raised by the neighboring NuStar and Magellan developments, an alternate analysis was completed to analyze the intersection of Southwestern Street and Mustang Court as All -Way STOP -Controlled (AWSC). As stated earlier in this report, AWSC is not recommended. The intersection does not meet the minimum volume thresholds to warrant AWSC, and it is not recommended that the northwestbound approach of Mustang Court be STOP -Controlled due to the possibility of traffic queueing across the railroad tracks while waiting at the STOP -sign. However, this section will include an analysis of the intersection as a four-way STOP - controlled intersection. The highest volume scenario, 2028 Background plus Site Traffic, will be used for the analysis. Table 5 shows the intersection operational results for the weekday AM and PM peak hours using AWSC. Table 5 - Traffic Operational Results - Alternative AWSC Analvsis * Stop -Controlled Approach 2028 Background 2028 Site Traffic PM Peak Hour Background LOS (SEC/V EH) plus INTERSECTION APPROACH Site Traffic A 9.7 AM Peak Hour DELAY LOS 9.1 A (SEC/V EH) SW - NB* 8.1 A Mustang - EB* 7.8 A Mustang Court @ Southwestern Street - -- Mustang tang - WB ----- *- ---- - - 10.1 --------- ------- B --------- SW - SB* 9.3 A Overall 9.4 A * Stop -Controlled Approach 2028 Background plus Site Traffic PM Peak Hour DELAY LOS (SEC/V EH) 7.2 A 8.3 A 9.7 A ----------------------------------- 9.5 ------------------------------------ A 9.1 A When AWSC is employed, the delays experienced by Southwestern Street drivers are within 3 seconds of their delays using Two -Way STOP -Control. The intersection operates at LOS A overall, low delays and optimal performance. The average 95th -percentile queue length for westbound Mustang Court are less than one vehicle. This means that it is quite unlikely that vehicles would be at risk of queueing across the railroad tracks, though the risk is still greater if AWSC is used when compared to an unstopped westbound approach for Mustang Court. Therefore, while AWSC is not recommended, if the City decides to implement AWSC, the intersection should operate well. Kim +ey>>> Horn Page 21 VII. CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, the proposed Mustang Business Park development, located northwest of the intersection of Mustang Court and SH 26 in Southlake, Texas, can be successfully incorporated into the surrounding roadway network. The proposed site driveways provide the appropriate level of access for the development. The site -generated traffic does not have a disproportionate effect on the existing vehicle traffic operations. No improvements to the external roadway network are required for the site. The intersection of Mustang Court and Southwestern Street does not meet All -Way STOP - Control traffic volume warrants with existing or future volumes, so the intersection should be signed as Two -Way STOP -Control. Mustang Court has higher traffic volumes currently and in the future scenarios, so it should be designated as the main road, and Southwestern Street should be STOP -Controlled. Mustang Road also travels over the railroad tracks to the southeast of the intersection, so it is desirable to have the northwestbound approach of Mustang Court be a free, unstopped movement to avoid a situation in which vehicles may queue across the railroad tracks. There are not expected to be any queues developing on the property. In both peak hours, the rate of vehicles entering the property is less than one per minute, and the rate of vehicles exiting the property is likewise less than one per minute. The rate of trucks entering and exiting the property is nearly one per six minutes. Each of the site driveways will experience fewer vehicles than the intersection of Southwest Street and Mustang Court, so the low -delay and short -queue operating conditions of Southwest Street can be expected at each of the site driveways. Therefore, there are not expected to be queueing problems at any on-site movement or approach. In response to comments provided by the City of Southlake regarding the amount of proposed parking, the parking totals for the Mustang Business Park development have been revised. The City sets forth its parking requirements in Section 35 of its Land Development Code. The Land Development Code establishes parking minimums but does not limit the number of spaces a development may have. For warehousing uses, the minimum number of required parking spaces is found in Section 35.b(10). The minimum is calculated as 1 space per 1,000 square feet of under -roof industrial area and 1 space per each 300 square feet of under -roof office area. The number of required parking spaces for the Mustang Business Park development is 389 spaces, and the development provides 392 spaces. Therefore, the development as proposed satisfies the parking requirements of the City of Southlake Land Development Code and does not provide significantly more than the code requires. Kimley»>Horn APPENDIX A. Roadway Characteristics The following signalized intersection was evaluated as part of this study: ■ SH 26 at Mustang Drive/Mustang Court The following unsignalized intersection was evaluated as part of this study: ■ Southwestern Street at Mustang Court The major study area roadways are described below. SH 26 — is, six -lane divided road that runs northeast -southwest from Grapevine to Fort Worth. In the project vicinity, SH 26 intersects Pool Road/Brumlow Avenue, Mustang Drive/Court, and Kimball Avenue/Heritage Avenue other commercial driveways. SH 26 is located within the City of Grapevine near the development site. On the City of Grapevine Thoroughfare Plan, SH 26 is designated as a Major Arterial (A*). The speed limit near the site is 45 mph. Mustang Court — is a three -lane undivided road that runs northwest -southeast from Southwestern Street to SH 26, where it enters the City of Grapevine and turns into Mustang Drive. In the project vicinity, Mustang Court intersects Southwestern Street and SH 26 while providing access for the developments neighboring the proposed development. On the City of Southlake Thoroughfare Plan, Mustang Court is not classified. The speed limit near the site is assumed to be 30 mph. The development plan includes extending Mustang Court into the site as a private street. Mustang Drive — is a four -lane undivided road that runs east -west from DFW Airport to SH 26, past which it enters the City of Southlake and becomes Mustang Court. In the project vicinity, Mustang Drive intersects SH 26. On the City of Grapevine Thoroughfare Plan, Mustang Drive is designated as a four -lane Minor Arterial (D). The speed limit near the site is 35 mph. Southwestern Street — is a two-lane undivided road that runs northeast -southwest, serving only the two existing developments on either side of the proposed Mustang Business Park. In the project vicinity, Southwestern Street intersects Mustang Court. On the City of Southlake Thoroughfare Plan, Southwestern Street is not classified. The speed limit near the site is assumed to be 30 mph. The name of Southwest Street is not marked near the site. It is only known from its label on the Southlake Thoroughfare Plan. Exhibit 3 illustrates the intersection geometry used for the traffic analysis. Kimley»>Horn APPENDIX B A. Analysis Methodology Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). Table 6 shows the definition of level of service for signalized and unsignalized intersections. Table 6 — Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (sec/veh) A 5_10 5_10 B >10 and 5520 >10 and 5515 C >20 and 535 >15 and 525 D >35 and 555 >25 and 535 E >55 and 580 >35 and 550 F >80 >50 Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2010. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. For the unsignalized analysis, the level of service (LOS) for a two-way stop -controlled intersection is defined for each movement. Unlike signalized intersections which define LOS for each approach and for the intersection as a whole, LOS for two-way stop -controlled intersections is not defined as a whole. Signal timings for the signalized intersections are based on Grapevine signal timing sheets. Timing adjustments were made in the future scenarios to accommodate changes in traffic volumes due to background growth and site traffic, replicating how City staff will periodically review signal operations in the future. The analyses assumed the lane geometry and intersection control shown in Exhibit 3. The peak hour factors (PHF) for the existing traffic is known from the counts collected at the site. The PHFs were not adjusted in the future traffic scenarios. Kimley»>Horn Comments from the City of Southlake Kimley>»Horn To: Sandra Endy, P.E. Development Engineer City of Southlake From: Scot Johnson, P.E., PTOE Jake Halter, EIT Date: April 1, 2021 Subject: Response to TIA Review Comments Mustang Business Park Development In a previous letter, Kimley-Horn documented responses to the comments about the Mustang Business Park from the City of Southlake Transportation Manager, dated December 30, 2020 and responses to comments from Lee Engineering, dated February 23, 2021. In the following letter, Kimley-Horn will document responses to an additional list of comments from Lee Engineering, dated March 26, 2021. Comments and Responses: The Lee Engineering comments are listed below as underlined text, with the KH responses in italics. The comments were provided in two sections: informational and action. Only the action comments are reproduced here since the informational comments required no response. The action comments begin at comment 8. Action Comments: 8. The growth factor on page 4 for southbound SH 26 in the PM peak is still incorrectly identified as 140% instead of 40%. The analysis itself is correct. KH Response: Acknowledged and corrected. 9. It should be noted that there is a still a minor difference between the signal timing used at the intersection of SH 26 and Mustang Court/Mustang Drive for the 2023 AM peak background and total conditions. Results are not likely to be significantly impacted. KH Response: Acknowledged and corrected. 10. At the intersection of Mustang Court/Mustang Drive and SH 26, the truck percent was corrected for the westbound right turn for all scenarios except the 2028 AM Background scenario. This will likely result in minor changes to the analysis results but not the conclusions. KH Response: Acknowledged and corrected. Kimley>»Horn Page 11. The results shown in Table 3 are incorrect for the 2023 Background AM scenario when compared to the provided Synchro results. It is also unclear why the eastbound approach of Mustang Court improves from LOS F to LOS E with the addition of site traffic for both the 2023 and 2028 AM peak hour. KH Response: Acknowledged. An explanation is now provided in the text and is reproduced below: "Notably, the eastbound approach of Mustang Court decreases from 82.2 seconds of delay to 81.1 seconds in the AM peak hour with the addition of site -generated traffic. The site adds right -turning vehicles to the approach which operate with lower delays than left -turning vehicles. Right -turning vehicles are in a different lane than the left -turning traffic, which increases the overall efficiency of the lanes, and there are very few existing right -turning vehicles. These lower delays are significant enough to lower the average delay for the approach. " END Kimley>»Horn To: Sandra Endy, P.E. Development Engineer City of Southlake From: Scot Johnson, P.E., PTOE Jake Halter, EIT Date: March 16, 2021 Subject: Response to TIA Review Comments Mustang Business Park Development The following are responses to the City of Southlake Transportation Manager Review comments about the Mustang Business Park dated December 30, 2020. Additionally, the Traffic Impact Analysis comments from Lee Engineering, dated February 23, 2021, are included and addressed. The proposed site plan and TIA have been updated in response to both sets of the comments. Comments and Responses: The City of Southlake Transportation Manager Review comments are listed below as underlined text, with the KH responses in italics. The comments were provided in two sections: Site Plan and Traffic Impact Analysis. Site Plan Comments: Please provide a parking summary on the Site Plan which notes the amount of parking required by Code and the amount of parking prop osed. KH Response: Acknowledged. We will provide. 2. Currently there is only one route to the site despite its adjacency to other access road and land uses. Investigate feasibility of offering another way to access the site. KH Response: Acknowledged. The TIA concludes that the single ingress and egress route is sufficient for site traffic operations. An emergency access point is provided from Woodsey Drive but will not serve site traffic. The City of Southlake Driveway Ordinance does not recognize driveways to private streets and alleys as part of Criteria #1 of the TIA Threshold Worksheet, which states that "the development does not exceed 100 spaces average per driveway". For this reason, the City requests a traffic analysis via a technical memorandum which covers the following topics, at a minimum: a. Trip Generation and Distribution b. General evaluation of existina lane confiauration of Mustano Ct & Southwestern Blvd and SH 26/Ira E Woods Ave & Mustang Ct/Mustanq Dr with regards to handling proposed traffic to and from the site C. All -Way Stop analysis for Mustang Ct & Southwestern Blvd d. Access and circulation for the site (see comment #2) e. Justification for providing significantly more parking for the site than required by Code. Kimley>>> Horn Page 2 KH Response: Acknowledged. The updated TIA addresses each of these points. The All -Way Stop analysis concludes that the intersection of Mustang Court and Southwestern Street does not meet All - Way Stop traffic volume warrants. The provided parking was adjusted to be approximately equal to the City requirement. 2. It is recommended that a copy of this memo be provided to the City of Grapevine, as the traffic signal at SH 26/Ira E Woods Ave & Mustang Ct/Mustang Dr is within their jurisdiction. KH Response: Agreed. The City of Grapevine is aware of the TIA and was consulted to obtain current signal timings for the intersection of SH 26 and Mustang Court. Future signal timing adjustments are planned for the whole corridor but have not been developed. Comments and Responses: The Lee Engineering comments are listed below as underlined text, with the KH responses in italics. The comments were provided in two sections: informational and action. Only the action comments are reproduced here since the informational comments required no response. The action comments begin at comment 7. Action Comments: 7. The site plan identifies that 452 handicap spaces and 10 standard spaces will be provided. These numbers should presumably be reversed. KH Response: Acknowledged and corrected. 8. The site plan shown in Exhibit 2 appears to be out of date compared to the site plan dated February 1, 2021. a. Page 3 states that the site will have one access point to the external street network. The current site plan shows cross -access with the residential street in the northwest corner (Woodsey Court), which should be mentioned even if it is emergency -access only. KH Response: Agreed. The latest site plan is included in the updated TIA. The emergency access to Woodsey Court has been acknowledged in the TIA. 9. In previous Citv review comments dated 12-30-2020. the Citv specified that an All-Wav Sto analysis be provided for the intersection of Mustang Court and Southwestern Street in the traffic analysis. a. No analysis or discussion of the traffic control at this intersection was provided as requested. b. Exhibit 3 shows stop control on the approaches of Southwestern Street at Mustang Court. Please provide justification and a recommendation for the stop control and lane configurations chosen for this intersection. KH Response: Agreed. The updated TIA includes a traffic volume warrant analysis for All -Way STOP - Control at the intersection of Mustang Court and Southwestern Street. The intersection does not meet the warrants, so All -Way STOP -Control should not be installed. The report provides justification for STOP -Control to be installed on Southwestern Street and for Mustang Court to operate freely. Kimley>»Horn Page 3 10. Mustang Court at Southwestern Street was analyzed with four approaches rather than three for existing and background scenarios. This correction is unlikely to change the results. a. The existing and background analysis at this intersection has assumed that right of way priority is on the Mustang Court approach even though it tees into Southwestern Street. Typically, the stem of the tee would be assumed to stop in an instance like this. KH Response: Acknowledged. The intersection currently has no STOP -Control in any direction, so it was assumed to operate as a T -intersection with Southwestern Street stopping and Mustang Court being unstopped. In Synchro`the only way to model this configuration is to have a zero -volume approach opposing the westbound approach of Mustang Court. The updated TIA includes justification for STOP -Control to be installed on Southwestern Street and for Mustang Court to operate freely. 11. On oaae 4. it aooears that NB SH 26 AM adiustment factors are listed incorrectl a. AM NB - 2914 / 1,568 = 1.86. A 86% increase not 145%. b. PM NB- 1485/1057 = 1.40. A40% increase not 144%. c. PM SB should be a 40% increase. d. In Exhibit 4, the COVID adjustments listed appear to be correct. KH Response: Agreed. The analysis used the adjustments as correctly identified by Lee, but the text included incorrect adjustments. The analysis is not affected by these changes and they are updated in the revised TIA. 12. The report indicates that adjustments were made to signal timing splits for future scenarios, although this appears to only be the case for the AM peak hour. However, the same signal timing should be used when comparing background vs. total traffic scenarios. KH Response: Agreed. The 2028 background scenario signal timing was updated to match the 2028 background plus site scenario signal timing. 13. At the intersection of Mustang Court/Mustang Drive and SH 26, the incorrect truck percent appears to be applied for the westbound right turn during the AM peak hour scenarios. KH Response: Agreed. Corrected in the updated TIA. 14. For the 2023 Background AM peak hour scenario, default truck percentages were utilized (2%). KH Response: Agreed. Corrected in the updated TIA. 15. In previous Citv review comments dated 12-30-2020. the Citv stated that the traffic analvsis should provide justification for providing significantly more parking than required by code. a. No discussion of parking was included in the study. b. The Site plan indicates that the site is parked per city code requirements. The site plan appears to correctly calculate parking spaces and off-street loading required by City of Southlake ordinance. 460 parking spaces are required, and 462 spaces are provided. c. An additional 49 parking spaces for semi -trailers are provided. KH Response: Acknowledged. The site plan is updated to address this comment. Kimley>»Horn Page 4 16. In previous Citv review comments dated 12-30-2020. the Citv reauested that the traffic analvsis cover the access and circulation for the site, specifically with respect to the site having a single access route. a. No discussion of circulation or the feasibility of an additional site access point is included in the analysis. KH Response: Acknowledged. The TIA concludes that single access point is sufficient from a traffic operations perspective. Site circulation and queueing is discussed in the updated TIA. 17. If the new Mustang Court private street extension is considered part of the site and thus a driveway, there does not appear to be enough internal storage between the Southwestern Street intersection and the first internal circulation aisles. KH Response: Acknowledged. A discussion of queueing and internal storage is included in the updated TIA. WN -01 Kimley»>Horn All -Way STOP -Control Traffic Volume Warrant 6:00 AN 7:00 AN 8:00 AN 9:00 AN 10:00 AN 11:00 AN 12:00 PN 1:00 PN 2:00 PN 3:00 PN 4:00 PN 5:00 PN 6:00 PN 7:00 PN 8:00 PN 9:00 PN MULTI -WAY STOP SIGN WARRANT ANALYSIS City/County: Southlake/Tarrant 85th -percentile speed on the major street exceeds 40 mph? (Y or N) N State: Texas Year 2019 Date: 3/8/2021 Major Street: Mustang Court Minor Street: Southwestern Blvd Analyzed by: Kimley-Horn 24 -Hour Volume Summary Major Street Total of Both Approaches Minor Street Bicycle Total of Both Total of All Approaches Approaches Pedestrian Total of All Approaches 06:00 AM 07:00 AM 08:00 AM TO TO TO 07:00 AM 08:00 AM 09:00 AM 235 289 217 22 Minor 46 Street 34 Street Street 09:00 AM 10:00 AM 11:00 AM TO TO TO 10:00 AM 11:00 AM 12:00 PM 213 209 223 26 1 1 30 26 17% 8 3 12:00 PM 01:00 PM 02:00 PM TO TO TO 01:00 PM 02:00 PM 03:00 PM 269 239 32 10 8 38 230 26 03:00 PM 04:00 PM 05:00 PM TO TO TO 04:00 PM 05:00 PM 06:00 PM 264 201 34 4 2 24 184 32 06:00 PM 07:00 PM 08:00 PM TO TO TO 07:00 PM 08:00 PM 09:00 PM 71 12 11 12 57 18 63 24 09:00 PM TO 10:00 PM 77 32 21% Source: Created By: 15 12 TMUTCD, 2011 Edition Kimley-Horn and Associates, Inc. 16% COMMENTS/NOTES: Warrant 1 Warrant 1 Hourly Rank Major Minor Major Minor Street Street Street Street 78% 11% 5 14 96% 23% 1 1 72% 17% 8 3 71% 13% 9 9 70% 15% 10 8 74% 13% 7 9 90% 16% 2 5 80% 19% 4 2 77% 13% 6 9 88% 17% 3 3 67% 12% 11 12 61% 16% 12 5 24% 6% 14 16 19% 9% 16 15 21% 12% 15 12 26% 16% 13 5 Threshold Average of Top 8 Hours Values Of Minor Street 300 200 247 35 Summary Met? NO a v E v E v E 2 E o Z) o =3 > o > o � > > C J •� •� c c I I I 00 0 0 0 0 00 r, �.D 0 0 0 0 0 Ln Zt M N rl (ydn) .InOH .lad sal:)iyan I I 1 1 Ad 00:11 Ad 00:01 Ad 00:6 rl OF.[iIor-M Ad 00:L Ad 00:9 Ad 00:S Ad 0017 Ad 00:£ Ad 00:Z Ad 00:T Ad 00:ZT AV OO:TT AV 00:01 AV 00:6 NMI iIor-M AV 00:L AV 00:9 0 2 / A 4!!;@Gk@ Amq % m,!@;;m@! §}r 7E!«y§/----- aqm@ {m>&GmERK;27G,,;2m= ,e, =lV12 =2 z==co ; ! I=; 4!!;@Gk@ §}r 7E!«y§/----- aqm@ {m>&GmERK;27G,,;2m= 76 - {)/222@;:72@»;:g:=„ //{m........ 2aq�,,, co e.0 e)� Kimley»>Horn TRAFFIC COUNTS AND HISTORICAL DATA Mustang Business Park - Southlake, Texas Historical Link Volumes and Growth Rates SH 26 (Ira E Woods Avenue) Record Year Link Start Link End Source 24 -Hour Annual Volume Growth Rate 1 2014 Pool Road/Brumlow Avenue Mustang Dries TxDOT 31,191 - 2 2019 Pool Road/Brumlow Avenue Mustang Drive TxDOT 41,347 5.8% 3 2020 Pool Road/Brumlow Avenue Mustang Drive KHA 28,869 -30.2% Average Growth 2014 - 2020: 0.9% Mustang Drive Record Year Link Start Link End Source 24 -Hour Annual Volume Growth Rate 1 2014 Timberline Drive SH 26 TxDOT 14,197 - 2 12019 Timberline Drive SH 26 TxDOT 1 16,740 1 3.4% Mustang Court 24 -Hour Annual Record Year Link Start Link End Source Volume Growth Rate 1 20191 Southwestern Street SH 26 TxDOT 1,204 - Date Began: 1/20/2021 1600 1400 1200 1000 LU j 800 J 0 600 400 200 0 NB SH 26 South of Mustang Drive TIME 0:00 0:15 0:30 0:45 TOTAL 0:00 8 7 7 3 25 1:00 1 6 3 2 12 2:00 5 6 5 3 19 3:00 4 12 9 13 38 4:00 8 14 26 50 98 5:00 48 75 110 115 348 6:00 157 180 246 237 820 7:00 308 335 430 427 1500 8:00 350 361 320 280 1311 9:00 235 231 238 213 917 10:00 214 182 216 196 808 11:00 222 194 235 214 865 12:00 230 206 216 222 874 13:00 218 212 210 201 841 14:00 218 220 210 230 878 15:00 286 239 286 246 1057 16:00 280 210 256 236 982 17:00 244 250 230 214 938 18:00 175 210 166 135 686 19:00 140 122 106 114 482 20:00 84 87 76 72 319 21:00 64 64 44 42 214 22:00 44 311 271 21 123 23:00 12 141 131 11 50 TOTAL: 14,205 The A.M. peak hour from 7:30 to 8:30 is 1,568 The P.M. peak hour from 15:00 to 16:00 is 1,057 00 0 00 00 00 00 00 00 00 0) 00 00 00 00 00 00 00 00 00 00 00 00 00 00 TIME Date Began: 1/26/2021 1800 1600 1400 1200 W1000 J 0 800 600 400 200 0 SB SH 26 South of Mustang Drive TIME 0:00 0:15 0:30 0:45 TOTAL 0:00 11 9 12 8 40 1:00 9 7 9 13 38 2:00 8 8 3 7 26 3:00 11 2 10 9 32 4:00 10 5 8 16 39 5:00 11 27 24 34 96 6:00 46 60 87 103 296 7:00 122 139 201 223 685 8:00 230 194 192 194 810 9:00 164 182 163 176 685 10:00 158 168 174 186 686 11:00 156 184 212 167 719 12:00 242 231 228 270 971 13:00 215 237 202 226 880 14:00 232 272 316 272 1092 15:00 294 352 312 328 1286 16:00 428 410 421 385 1644 17:00 448 427 446 349 1670 18:00 358 290 270 218 1136 19:00 221 203 191 152 767 20:00 119 130 109 77 435 21:00 104 90 84 78 356 22:00 56 461 471 34 183 23:00 31 201 251 16 92 TOTAL: 14,664 The A.M. peak hour from 7:30 to 8:30 is 848 The P.M. peak hour from 16:45 to 17:45 is 1,706 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 TIME 1. Mustang Drive/Court at SH 26 (Ira E Woods... - TMC Wed Jan 20, 2021 Full Length (7 AM -9 AM, 4 PM -6 PM) All Classes (Lights, Articulated Trucks, Buses and Single -Unit Trucks, Pedestrians, Bicycles on Crosswalk) All Movements ID: 809087, Location: 32.91909,-97.11909 Court Drive CJ Hens Assaclai Provided by: C. J. Hensch & Associates Inc. 5215 Sycamore Ave., Pasadena, TX, 77503, US 26 (Ira E Woods Avenue) ISH 26 (Ira E Woods Avenue) Time L T R U App Ped* L T R U App Ped* L T R U App Ped* L T R U App Ped* Int 2021-01-20 7:00AM 3 0 0 0 3 0 30 0 31 0 61 0 2 236 58 1 297 0 23 83 2 1 109 0 470 7:15AM 1 1 0 0 2 0 46 1 26 0 73 0 0 251 95 2 348 0 36 91 5 0 132 0 555 7:30AM 2 1 0 0 3 0 59 0 38 0 97 0 1 354 101 0 456 0 27 119 5 0 151 0 707 7:45AM 3 1 0 0 4 0 69 0 32 0 101 0 0 301 99 1 401 0 27 162 7 2 198 0 704 Hourly Total 9 3 0 0 12 0 204 1 127 0 332 0 3 1142 353 4 1502 0 113 455 19 3 590 0 2436 8:00AM 2 0 0 0 2 0 67 0 31 0 98 0 0 304 89 3 396 0 23 128 3 1 155 0 651 8:15AM 6 0 0 0 6 0 51 0 27 0 78 0 2 261 104 1 368 0 39 119 3 1 162 0 614 8:30AM 6 0 0 0 6 0 89 1 37 0 127 0 0 253 80 2 335 0 26 134 1 1 162 0 630 8:45AM 2 0 0 0 2 0 53 1 26 0 80 0 2 224 64 1 291 0 15 146 1 1 163 0 536 Hourly Total 16 0 0 0 16 0 260 2 121 0 383 0 4 1042 337 7 1390 0 103 527 8 4 642 0 2431 4:00PM 5 4 0 0 9 0 92 0 41 0 133 0 0 190 76 1 267 0 46 353 1 2 402 0 811 4:15PM 2 2 0 0 4 0 96 0 42 0 138 0 0 150 56 0 206 0 38 327 4 1 370 0 718 4:30PM 2 1 0 0 3 0 77 0 32 0 109 0 0 180 63 0 243 0 33 360 1 0 394 0 749 4:45PM 3 0 0 0 3 0 76 1 24 0 101 0 0 150 61 1 212 0 40 318 3 0 361 0 677 Hourly Total 12 7 0 0 19 0 341 1 139 0 481 0 0 670 256 2 928 0 157 1358 9 3 1527 0 2955 5:00PM 4 0 0 0 4 0 68 2 29 0 99 0 0 197 65 2 264 0 35 429 0 1 465 0 832 5:15PM 1 3 0 0 4 0 69 0 22 0 91 0 0 198 56 1 255 0 39 339 1 0 379 0 729 5:30PM 1 2 0 0 3 0 57 0 25 0 82 0 2 166 62 1 231 0 40 370 0 3 413 0 729 5:45PM 1 0 0 0 1 0 68 0 33 0 101 0 0 168 52 1 221 0 31 281 1 0 313 0 636 Hourly Total 7 5 0 0 12 0 262 2 109 0 373 0 2 729 235 5 971 0 145 1419 2 4 1570 0 2926 Total 44 15 0 0 59 0 1067 6 496 0 1569 0 9 3583 1181 18 4791 0 518 3759 38 14 4329 0 10748 % Approach 74.6% 25.4% 0% 0% - - 68.0% 0.4% 31.6% 0% - - 0.2% 74.8% 24.7% 0.4% - - 12.0% 86.8% 0.9% 0.3% - - - % Total 0.4% 0.1% 0% 0% 0.5% 9.9% 0.1% 4.6% 0%14.6% 0.1% 33.3% 11.0% 0.2%44.6% 4.8%35.0% 0.4% 0.1%40.3% - Lights 6 14 0 0 20 1047 6 485 0 1538 6 3532 1142 18 4698 510 3721 4 14 4249 10505 % Lights 13.6% 93.3% 0% 0% 33.9% 98.1% 100% 97.8% 0% 98.0% 66.7% 98.6% 96.7% 100% 98.1% 98.5% 99.0% 10.5% 100% 98.2% 97.7% Articulated Trucks 34 1 0 0 35 3 0 0 0 3 3 20 1 0 24 0 8 32 0 40 102 % Articulated Trucks 77.3% 6.7% 0% 0% 59.3% 0.3% 0% 0%0% 0.2% 33.3% 0.6% 0.1% 0% 0.5% 0% 0.2%84.2% 0% 0.9% 0.9% Buses and Single -Unit Trucks 4 0 0 0 4 17 0 11 0 28 0 31 38 0 69 8 30 2 0 40 141 % Buses and Single -Unit Trucks 9.1% 0%0%0% 6.8% 1.6% 0% 2.2%0% 1.8% 0% 0.9% 3.2% 0% 1.4% 1.5% 0.8% 5.3% 0% 0.9% 1.3% Pedestrians - 0 - - 0 - - - - - 0 - - - - - 0 % Pedestrians - - - Bicycles on Crosswalk 0 0 0 0 % Bicycles on Crosswalk - - - *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, T: Thru, U: U -Turn 1 of 6 1. Mustang Drive/Court at SH 26 (Ira E Woods... - TMC Wed Jan 20, 2021 AM Peak (7:30 AM - 8:30 AM) All Classes (Lights, Articulated Trucks, Buses and Single -Unit Trucks, Pedestrians, Bicycles on Crosswalk) All Movements ID: 809087, Location: 32.91909, -97.11909 CJ Hens Ass©clat Provided by: C. J. Hensch & Associates Inc. 5215 Sycamore Ave., Pasadena, TX, 77503, US Leg Direction Mustang Court Eastbound Mustang Drive Westbound SH 26 (Ira E Woods Avenue) Northbound SH 26 (Ira E Woods Avenue) Southbound Time L T R U App Ped* L T R U App Ped* L T R U App Ped* L T R U App Ped* Int 2021-01-20 7:30AM 2 1 0 0 3 0 59 0 38 0 97 0 1 354 101 0 456 0 27 119 5 0 151 0 707 7:45AM 3 1 0 0 4 0 69 0 32 0 101 0 0 301 99 1 401 0 27 162 7 2 198 0 704 8:00AM 2 0 0 0 2 0 67 0 31 0 98 0 0 304 89 3 396 0 23 128 3 1 155 0 651 8:15AM 6 0 0 0 6 0 51 0 27 0 78 0 2 261 104 1 368 0 39 119 3 1 162 0 614 Total 13 2 0 0 15 0 246 0 128 0 374 0 3 1220 393 5 1621 0 116 528 18 4 666 0 2676 % Approach 86.7% 13.3% 0% 0% - - 65.8% 0% 34.2% 0% - - 0.2% 75.3% 24.2% 0.3% - - 17.4% 79.3% 2.7% 0.6% - - - %Total 0.5% 0.1%0%0% 0-6% 9.2%0% 4.8%0%14.0% 0.1% 45.6% 14.7% 0.2%60.6% 4.3% 19.7% 0.7% 0.1%24-9% - PHF 0.542 0.500 - - 0.625 0.891 - 0.842 - 0.926 0.375 0.862 0.945 0.417 0.889 0.744 0.815 0.643 0.500 0.841 0.946 Lights 0 1 0 0 1 239 0 122 0 361 3 1204 375 5 1587 115 513 2 4 634 2583 % Lights 0% 50.0% 0% 0% 6.7% 97.2% 0% 95.3% 0%96.5% 100% 98.7% 95.4% 100% 97.9% 99.1% 97.2% 11.1% 100% 95.2% -96.5% Articulated Trucks 12 1 0 0 13 1 0 0 0 1 0 9 1 0 10 0 0 15 0 15 39 % Articulated Tracks 92.3% 50.0% 0% 0% 86.7% 0.4%0% 0%0% 0.3% 0% 0.7% 0.3% 0% 0.6% 0% 0%83.3% 0% 2-3% 1.5% Buses and Single -Unit Trucks 1 0 0 0 1 6 0 6 0 12 0 7 17 0 24 1 15 1 0 17 54 % Buses and Single -Unit Trucks 7.7% 0%0%0% 6-7% 2.4%0% 4.7%0% 3.2% 0% 0.6% 4.3% 0% 1.5% - 0.9% 2.8% 5.6% 0% 2.6% 2.0% Pedestrians - 0 0 - - - - - 0 - - - - - 0 % Pedestrians - - - Bicycles on Crosswalk 01 0 01 o Bicycles on Crosswalk - - - - - - 1 - - - - - - - I - - *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, T: Thru, U: U -Turn 3 of 6 1. Mustang Drive/Court at SH 26 (Ira E Woods... - TMC Wed Jan 20, 2021 PM Peak (4:30 PM - 5:30 PM) - Overall Peak Hour All Classes (Lights, Articulated Trucks, Buses and Single -Unit Trucks, Pedestrians, Bicycles on Crosswalk) All Movements ID: 809087, Location: 32.91909, -97.11909 CJHens Assoclat Provided by: C. J. Hench & Associates Inc. 5215 Sycamore Ave., Pasadena, TX, 77503, US Leg Direction Mustang Court Eastbound Mustang Drive Westbound SH 26 (Ira E Woods Avenue) Northbound SH 26 (Ira E Woods Avenue) Southbound Time L T R U App Ped* L T R U App Ped* L T R U App Ped* L T R U App Ped* Int 2021-01-20 4:30PM 2 1 0 0 3 0 77 0 32 0 109 0 0 180 63 0 243 0 33 360 1 0 394 0 749 4:45PM 3 0 0 0 3 0 76 1 24 0 101 0 0 150 61 1 212 0 40 318 3 0 361 0 677 S:OOPM 4 0 0 0 4 0 68 2 29 0 99 0 0 197 65 2 264 0 35 429 0 1 465 0 832 5:15PM 1 3 0 0 4 0 69 0 22 0 91 0 0 198 56 1 255 0 39 339 1 0 379 0 729 Total 10 4 0 0 14 0 290 3 107 0 400 0 0 725 245 4 974 0 147 1446 5 1 1599 0 2987 % Approach 71.4% 28.6% 0% 0% - - 72.5% 0.8% 26.8% 0% - - 0% 74.4% 25.2% 0.4% - - 9.2%90.4% 0.3% 0.1% - - - % Total 0.3% 0.1%0%0% 0.5% 9.7% 0.1% 3.6% 0%13.4% 0% 24.3% 8.2% 0.1%32.6% 4.9%48.4% 0.2% 0%53.5% - PHF 0.625 0.333 - - 0.875 0.942 0.375 0.836 - 0.917 - 0.915 0.942 0.500 0.922 0.919 0.843 0.417 0.250 0.860 0.898 Lights 3 4 0 0 7 288 3 106 0 397 0 716 239 4 959 147 1442 1 1 1591 2954 % Lights 30.0% 100% 0% 0% 50.0% 99.3% 100% 99.1% 0% 99.3% 0% 98.8% 97.6% 100% 98.5% 100% 99.7% 20.0% 100% 99.5% 98.9% Articulated Trucks 6 0 0 0 6 1 0 0 0 1 0 0 0 0 0 0 2 3 0 5 12 % Articulated Trucks 60.0% 0% 0% 0%42.9% - 0.3% 0% 0%0% 0.3% _0% 0% 0% 0% 0% - 0% 0.1%60.0% 0% 0_S% - 0.4% Buses and Single -Unit Trucks 1 0 0 0 1 1 0 1 0 2 - 0 9 6 0 15 0 2 1 0 3 21 % Buses and Single -Unit Trucks 10.0% 0%0%0% 7.1% 0.3% 0% 0.9%0% 0.5% -0% 1.2% 2.4% 0% 1.5% 0% 0.1%20.0% 0% 0.2% 0.7% Pedestrians - 0 - - 0 - - - - - 0 - 0 % Pedestrians - - - - Bicycles on Crosswalk 0 0 0 0 Bicycles on Crosswalk - - *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, T: Thru, U: U -Turn 5 of 6 2. Mustang Court at Southwestern Boulevard - TMC Wed Jan 20, 2021 Full Length (7 AM -9 AM, 4 PM -6 PM) All Classes (Lights, Articulated Trucks, Buses and Single -Unit Trucks, Pedestrians, Bicycles on Crosswalk) All Movements ID: 809088, Location: 32.920022, -97.11994 CJHens Associat Provided by: C. J. Hensch & Associates Inc. 5215 Sycamore Ave., Pasadena, TX, 77503, US Leg Direction Mustang Court Westbound Southwestern Boulevard Northbound Southwestern Boulevard Southbound Time L R U App Ped* T R U App Ped* L T U App Ped* Int 2021-01-20 7:OOAM 2 2 0 4 0 0 1 0 1 0 2 1 0 3 0 8 7:15AM 4 2 0 6 0 0 1 0 1 0 1 2 0 3 0 10 7:30AM 2 4 0 6 0 0 3 0 3 0 0 0 0 0 0 9 7:45AM 5 3 0 8 0 1 3 0 4 0 1 0 0 1 0 13 Hourly Total 13 11 0 24 0 1 8 0 9 0 4 3 0 7 0 40 8:OOAM 2 1 0 3 0 1 1 0 2 0 1 0 0 1 0 6 8:15AM 1 4 0 5 0 0 5 0 5 0 4 0 0 4 0 14 8:30AM 0 1 0 1 0 1 1 0 2 0 3 0 0 3 0 6 8:45AM 1 3 0 4 0 0 1 0 1 0 1 0 0 1 0 6 Hourly Total 4 9 0 13 0 2 8 0 10 0 9 0 0 9 0 32 4:OOPM 0 1 0 1 0 1 1 0 2 0 8 1 0 9 0 12 4:15PM 1 3 0 4 0 0 0 0 0 0 4 0 0 4 0 8 4:30PM 0 0 0 0 0 0 0 0 0 0 3 1 0 4 0 4 4:45PM 1 1 0 2 0 0 1 0 1 0 2 0 0 2 0 5 Hourly Total 2 5 0 7 0 1 2 0 3 0 17 2 0 19 0 29 5:OOPM 0 0 0 0 0 2 1 0 3 0 0 0 0 0 0 3 5:15PM 0 1 0 1 0 0 0 0 0 0 2 1 0 3 0 4 5:30PM 0 1 0 1 0 0 1 0 1 0 2 0 0 2 0 4 5:45PM 0 1 0 1 0 0 0 0 0 0 1 0 0 1 0 2 Hourly Total 0 3 0 3 0 2 2 0 4 0 5 1 0 6 0 13 Total 19 28 0 47 0 6 20 0 26 0 35 6 0 41 0 114 % Approach 40.4% 59.6% 0% - - 23.1% 76.9% 0% - - 85.4% 14.6% 0% - - - %Total 16.7% 24.6% 0% 41.2% 5.3% 17.5% 0% 22.8% 30.7% 5.3% 0% 36.0% - Lights 1 9 0 10 5 2 0 7 15 6 0 21 38 %Lights 5.3% 32.1% 0% 21.3% 83.3% 10.0% 0% 26.9% 42.9% 100% 0% 51.2% 33.3% Articulated Trucks 16 19 0 35 0 17 0 17 18 0 0 18 70 % Articulated Trucks 84.2% 67.9% 0% 74.5% 0% 85.0% 0% 65.4% 51.4°/% 0% 0% 43.9% 61.4% Buses and Single -Unit Trucks 2 0 0 2 1 1 0 2 2 0 0 2 6 % Buses and Single -Unit Trucks 10.5% 0% 0% 4.3% 16.7% 5.0% 0% 7.7% 5.7% 0% 0% 4.9% 5.3% Pedestrians - - - - 0 - - - - 0 - - - - 0 % Pedestrians - - - - - - - - - - - - - - - Bicycles on Crosswalk 0 0 0 % Bicycles on Crosswalk - - *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, T: Thru, U: U -Turn 1 of 6 2. Mustang Court at Southwestern Boulevard - TMC Wed Jan 20, 2021 AM Peak (7:30 AM - 8:30 AM) - Overall Peak Hour All Classes (Lights, Articulated Trucks, Buses and Single -Unit Trucks, Pedestrians, Bicycles on Crosswalk) All Movements ID: 809088, Location: 32.920022, -97.11994 CJHens Associat Provided by: C. J. Hensch & Associates Inc. 5215 Sycamore Ave., Pasadena, TX, 77503, US Leg Direction Mustang Court Westbound Southwestern Boulevard Northbound Southwestern Boulevard Southbound Time L R U App Ped* T R U App Ped* L T U App Ped* Int 2021-01-20 7:30AM 2 4 0 6 0 0 3 0 3 0 0 0 0 0 0 9 7:45AM 5 3 0 8 0 1 3 0 4 0 1 0 0 1 0 13 8:OOAM 2 1 0 3 0 1 1 0 2 0 1 0 0 1 0 6 8:15AM 1 4 0 5 0 0 5 0 5 0 4 0 0 4 0 14 Total 10 12 0 22 0 2 12 0 14 0 6 0 0 6 0 42 %Approach 45.5% 54.5% 0% - - 14.3% 85.7% 0% - - 100% 0% 0% - - - % Total 23.8% 28.6% 0% 52.4% 4.8% 28.6% 0% 33.3% 14.3% 0% 0% 14.3% - PHF 0.500 0.750 - 0.688 0.500 0.600 - 0.700 - 0.375 - - 0.375 0.750 Lights 1 4 0 5 1 1 0 2 - 1 0 0 1 8 % Lights 10.0% 33.3% 0% 22.7% 50.0% 8.3% 0% 14.3% - 16.7% 0% 0% 16.7% 19.0% Articulated Trucks 7 8 0 15 0 11 0 11 3 0 0 3 29 % Articulated Trucks 70.0% 66.7% 0% 68.2% 0% 91.7% 0% 78.6% 50.0% 0% 0% 50.0% 69.0% Buses and Single -Unit Trucks 2 0 0 2 1 0 0 1 - 2 0 0 2 5 % Buses and Single -Unit Trucks 20.0% 0% 0% 9.1% 50.0% 0% 0% 7.1% - 33.3% 0% 0% 33.3% 11.9% Pedestrians - - - - 0 - - - - 0 - - - - 0 % Pedestrians - - - - Bicycles on Crosswalk - 0 - 0 0 % Bicycles on Crosswalk - - *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, T: Thru, U: U -Turn 3 of 6 2. Mustang Court at Southwestern Boulevard - TMC Wed Jan 20, 2021 PM Peak (4 PM - 5 PM) All Classes (Lights, Articulated Trucks, Buses and Single -Unit Trucks, Pedestrians, Bicycles on Crosswalk) All Movements ID: 809088, Location: 32.920022, -97.11994 CJ As!o' Heiatns Provided by: C. J. Hensch & Associates Inc. 5215 Sycamore Ave., Pasadena, TX, 77503, US Leg Direction Mustang Court Westbound Southwestern Boulevard Northbound Southwestern Boulevard Southbound Time L R U App Ped* T R U App Ped* L T U App Ped* Int 2021-01-20 4:OOPM 0 1 0 1 0 1 1 0 2 0 8 1 0 9 0 12 4:15PM 1 3 0 4 0 0 0 0 0 0 4 0 0 4 0 8 4:30PM 0 0 0 0 0 0 0 0 0 0 3 1 0 4 0 4 4:45PM 1 1 0 2 0 0 1 0 1 0 2 0 0 2 0 5 Total 2 5 0 7 0 1 2 0 3 0 17 2 0 19 0 29 % Approach 28.6% 71.4% 0% - - 33.3% 66.7% 0% - - 89.5% 10.5% 0% - - - %Total 6.9% 17.2% 0% 24.1% 3.4% 6.9% 0% 10.3% 58.6% 6.9% 0% 65.5% - - PHF 0.500 0.417 - 0.438 0.250 0.500 - 0.375 0.531 0.500 - 0.528 - 0.604 Lights 0 0 0 0 1 0 0 1 9 2 0 11 - 12 % Lights 0% 0% 0% 0% 100% 0% 0% 33.3% 52.9% 100% 0% 57.9% 41.4% Articulated Trucks 2 5 0 7 0 2 0 2 8 0 0 8 - 17 % Articulated Trucks 100% 100% 0% 100% 0% 100% 0% 66.7% 47.1% 0% 0% 42.1% - 58.6% Buses and Single -Unit Trucks 0 0 0 0 0 0 0 0 0 0 0 0 - 0 % Buses and Single -Unit Trucks 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% - 0% Pedestrians - - - - 0 - - - - 0 - - - - 0 % Pedestrians - - - - - Bicycles on Crosswalk 0 0 - 0 % Bicycles on Crosswalk - - - *Pedestrians and Bicycles on Crosswalk. L: Left, R: Right, T: Thru, U: U -Turn 5 of 6 Kimley»>Horn SynchroTm Output - 2021 Existing Traffic Q ^� 0) g N W cr N O N Q F- u y L a E cn E u c a N E m 0) i M u 1 ■ o m o M o o r M o o M o x o 0 o m o o¢ M tM0 ur"J V' O fit] J M tl' N W O 0 0 0 0 o o n 0 0 o M E M (D O N 2 C^ H U (D O M O r M O O M m 2 O O O O O CD r �O O LL') Q 6-m N- V - O- J> --,4R 0 0 (O -W ui U N m M N t0 (O O O O �-� M O 1p O N O N N V M N O S Z N O E E ■ LL' ZNCO N N O M O r M O O M 'O O X O O O N O) N O �O ¢ O SIJ J} M In O O O N O N 0 0 0 0 (OO r E H N O M O e r M O O M N O O O O N CA V r O r U r (,J W M a0 X 0 0 0 V v E ZL[J c0 O M O- r M O O M 'O O CO M OJ O D7 ¢ N N d7 V O �(J J} M Z aD G O M O M N O M O O O M E 00 U v o --v, c000 co - m o -o oo-mr orm J} M Z N tao 0 O o O O O o� 0 00 R 0 O N fn J O 1 H M O f0 o e V c0 O O c0 -O O O o O eo ao O M W �(J V M O N N th N O i0 J} M 1� p c0 O o O o V (O C O N J ■I 2_ V O O tM0 Z O15 h N N U N Of m W N K lJ F v o400�v,�oocn m o -000MroeoowOcowM�nm �no00o O m U T Z V M 0 0 0 0 r N Z � O N N J R W V O 1p O V CO O O O O) N O C O O O M r O O O W r N M N O J} ti o Z o t O c � N O O N ¢ m G �"cci5 m >a� N d: A, .f w �m Nva C7 p m w. U ami U m m >. m E m s z a��`--6 _o�m'o c_ c 2 d LL a E E N~ E o m J W E o U a o O p ami L v v J J �^ m o U U' o ai U N U F 3 0 o a rn= 0v E E U S E 3 a� H J — t m 2 o m o _c m off.... ��-o- x m m`w 0 o m m c m U '" c y 2= = m m E y° m i o o 'aatOi aiOi m 'a m ami o 5 o p'a o a °'• �' v 0 m o m °' °? �6 E J>��E a Q¢ < > U d F-- J¢ ¢ d d 5 H m ma U0� U¢ O Z U g E S Q m Y O "' ■■ K K U a m d 0 U U O� V� N c 0 � � � m V ON O m r 0 � � Z J O w O O O � 0 0 o U p Z M OM m O W of } c0 O COJO Z 00 p Of U d Z F N N m Q) LL'J h N O N N Z J N O } NO �0 0 0 0 LL O Z F N o o U U �. �2 �2 0 0 c- - O -- M V m � CR M o - O2 Z m V N O� Cd W V W O r ♦cl Gl ■ o o U [Cko 0o M o-- orn i -00o x 000 E W 0 0 r } O t d U 1 m O O O SCJ O N 4') M M e O � Z J N O t0 00 N` 00 O O CO W O O O� CO w O Q M ■I � � O �� M r� O O � � � O O O O Z o o U U ■ m OOy M 00 O N m N M Z J C! J N O O N LU O O O .J M rn o oll� o� o M M n U M Q O) m0 0 0 0 00 O O} o O 0 O Z 01 00 Q) w W d W T m V V N + N Mh M O V V Z J N O aJ 00 N` O O D L O lL O Q V N W O O �fOS } 0 0 0 y O Z N U U N J O O O m N N W N O J O J N N W O O O U N w 0 o U 0 ¢cg o m F- J y y $ r U 0�r o c6 g'E = mJ =d NE ad mw = a�n oO0``0 iffi 0 y 3a��*d*dmo0000 o ' do E Z og YU1 N Jr mm m =H - H0mOO E EimE Q 0 a= - a &:E � o C: °� o V: N U W 3 � r o N N O N m o o O m o m4------------- u) oOoa'o0--Oou) m M M O 0' .- •- O r ep o rn r N 07 6l 07 N� r� (p lr0 r M � � � i� � � i � i�� LL• O] N N O O N' r ONi M N r W � N W cp V 2] O Z �o vrmr �o <o cor � O --- r o M O- N- r (D (p CJ O O O O D7 m Z N LL• N N O O C A . � In �� N r M O J� m h � Q m ll N O �j LL W C 'X g " '. i i . . . . . i. . . i. LL' m O O O. N 0 0 O Q LL Z W N W LL O . . . i . . . . i . . i . m M O N N W UC6m CO 1.2 $ 7 > s `o ' ¢ m m vi a to - >> LL O -� a l` U O N U 3 N N d l0 tO r N LL m 6l T 3 3T = O O) O Ol O> O [O N>> L U D U O \ C N N E m C O c o m E .o m o m o c U>> U LL L 6J N m m -� a? m m m �a V fn U U U U c cn U UJ L o (o y j U N=> d j C O U N— a T `O N (6 N ?i O D U @ C � C) �2 = g��iiUin�in>c�ax°J U cicicia ag�i xx �Uxxxx o o g4 Q F- u y L a E cn E u c a N E m 0) i M u 1 "( i ,� 0 0 O- O o r M o O M 0 0 0 E M (OD V' O �O J} M N M 2 C^ ■ I�cp O 0 0 O H (D O M O r M O O M m uJ O O O O O N O M O M Q N Q W t 0 0 0 0 0 O 00 U M i[rJ n V O �O J} M cG N r 0 0 Ol O O) D7 E M v U E o ■ LL' Z N N O M O a r M O O M 'O O X O O O M Y7 r O r Q r CO O l0 0 0 0 N r O O N O N ^ o v F Z O O r E N N O ■ Z LA N 0 O V O J} M 5cqE Z (r0 0 0 0 0 0 V N O p tt U fes! V 0 0 0 0 'O O C O O O N ap V lD O fp-- tLJ O N M N O �fl J OW N J � O 1 H M O c0 o e V c0 O O c0 'O O O o O N ao ao O N W 1� p c0 V M O O O O 100 C O � ■I O N th N O �O J} M Z V M N G O SOD O- - O y J � U `1_ O) W w O N � '•C -i K lJ F v o m o a o 0 o n m o o 0 o m r o m o m p o w o o m o 0 0 0 o N M m U WtIJ T O J} M Z V M 0 0 0 0 0 0 f�0 N O Z 0 N J V O (0 O V (O O O 0 O) N O C O O O aD N aD O N r' M N O 0 J M O V M ap aD O aD N t0 a3 O OCl i O m lD O O W � �� Z O O 0 0 O O O N N ~ w G 0 U aD -5.2 ,-. o o �� = o—. .E a m .E w �m Nva m s "" Q H p m w. U ami U m m >. p o ` m o. o_ G a��`-Q� o ci a> � �dLLaEEanEN~EomJW�Eo'c-°U'o oOp ami vcLi�JJ �'m oUU' oai�UNUF�ooa rn= 0 v _E E U S E 3 a� H 33 — x p @ _- o m p o o m m c m U '" m v h~ m`w c y 2= = d> m E2 o E m ' R m m i s o o 'a d— o o atOi aiOi m 'a m ami 'G o o C-) a a 3 o m 'a o a °'• m °' °? E O Z U m -- Q Y K K U a m d 0 H F O O (O M e V O V O t0 O N= O O (D O O O V 0 O Q (O Z F N N S V N N U U U c Cb O O ON O 0 o Z m O N N W } U o U � ss m Z M m W tfOJ } O N M Z - 00 d7 m - O O N W 0 0 0 E p Of U d H F D7 m 0 0 W O eN O V O O = 0 0 0 (O x O O O V (O LL O Q N Z F- - F O O m O M 0 N O Z J N O NO 0 0 0 0 O Z U U muco 0 o- - No -o- o oar r Z J o �.- JN o ootu o 0o d � o o U p [Cko00 o oi" E orn it oo x o000o O X00 O 07 07 m �p O e W 88p Z � O N N W r } O C t d U Z J N O t0 00 N` 00 O O CO W O O O CO w O Q M O Z 1 m V O N O m O m O Z J J N O O N LU O O O .J d M O O O O e N V) cG U [L rn mo o� o 0 00 0 0� o 0 0 o Z� oo rn w w Tm m M o m\ M ^ Z J N O cR W 0 O C r} } 0 0 0 } O Z O U U N N At --m 0 W N O O O O 00M QOOi OO Q� M Z J O J N N W O O O U) N w o 0 o m � J y y $ r U 0'cr o =...� yc6 g'Ea'LL nc aY Ea t d 'a amid E dainHUwdOa[n�Uw a w E E 0 3 J O O O� 2i y Y a �+ (n o H p 0m= 0 9 3 3 �' a o m `o 7g 0 0 0 0 0 0 *`oma U `15 c c E_ o mE E �' m= a; a'� d m m d m a3 d d m E o m E J J I-�i 9u)(0HJ W LLULL V)� (nJ J1-d=Q (0J W J� DUH 2HZ pJ H ppppp p pp DDD pl-d gY N C W Q 0 y m � g LL o C: °� o V: U W 3 � �— o N N 1111 O N m o 0 0 m' o o M 'n n o �o o 0 m4------ u) -OOd ' O O -- O O U M N--- V --- W OHO � W W O] fn O O O G' ' ' ' O. M �V o O V W D M M O I� r O O O - W O O M N 47 N O M M D7 C W N 07 W OO o� Q (n CO'J m O O O O N''' E 00 O NU� a m M Z fn ao ao eD W m O N W — — —--- N M - N m M Q F— Z In of �� O N C' • ' O N (D N O J (f1V,W O� Q O m �j LL W C CO cD O N • O 00 0N Q� • D) <+i �•-> F, N cc i . i 'X ll.l W " '� . i . . .� . i. . . i. F N LL' m O O O� N 0 0 O m� Q O O N Q LL Z W N O ' ' ' ' ' ' ' ' ' ' ' ' ' m O (6 m O N W SCJ � 6 > 7 r > O Q$ 0) L >> U U zONC >> mNCN NEoT c . m n U U A (n �U— y U ? C � m� r@ �iU° iii xxx g4in�i>��c Kimley»>Horn SynchroTM Output - 2023 Background Traffic Q F- u `( 1 ■ y O O O M O -- M O O- N �/! 0 X 0 0 0 0--- O— Q M O fit] J>. M .. N . 0 0 0 0 0 O O - 1 0 0 0 V � N U O 1p ■ LL' m N N O M O� 1� M O O M R S O x 0 0 0 I� �� N 00 N Q M d' 0 W N G N �� 0 0 0 Z � rn `� J} 0 0 v E 0 F Z N N O N O N M m N O f00 0 0 CD (NO O Oi J O v ! N N o E ■ Z -- O M O - - M O O -- O� -- -- - O- Q L[J N i0 J} M O W IR O O M O M �2 Z N 0 0 0 O O- E V- 00 W U v !I o�v, c000 co �o m o �o 0o r �oMOMm V N N N (7 N O �fl J} M Z N I� O o f7 O Cl _ o No 000 I� �!l OW O 1 H M O f0 o e V c0 O O c0 'O O S O o O - - M - O - W i0 th N O �O J} M N M cD p c0 V c0 O O O C O ■I 2_ V N N Z N N � m O O O a t0 O O O O m 0 0 0 I� N O N W MM N N 0 0 0 00 i Q N N Z m c Of } O W N m m U M W Z r O Z � O N J R W V O 1p O� V CO O O O O) N O C 0 0 0 — V - O t` LL O 0_ m W O N Z o o m 0 o 0 0 :9 �� $ aS .E w �m Nva Q H p m w. U ami U m m >. m m s "" m m o` m o� s m a��`-Qa _o U d a E E N~ E o m J W E o U a o O p ami v v J J �^ m o U U' o ai U N U F 3 0 o a rn= C7 v _E H J— x CJ m =- o m C] m off.... ��-o- m`w a o o m m c m U '" m y h~ c y 2= = m d> m E m cy° m i s o o 'a d— o o 8 aiOi m 'a m ami 'G o o p 2-a 3 6 m iO 'a o a °'• �' v m o m �6 E H} Q J H J J> a Q Q> U d F-- J Q¢ d d 5 H m U m U 9 0 0 0 O Z U g S Q Y Ix 0 0 0 a m U 4i 0 N F m O �O �10'J t1 MO M (NO tN0 Z J N O O W 0 0 0 0 W O Z c M (O O 47 O O o M M O O �Ll 0 0 0 0 x O O O U) m V ON Or o r o Z J O J N t O O O d U p ■ Wj-W o oo� 000 0 o rn -- o0 rn�--0000 0 O E m W OOO m W tIMJ } i{J Z ^ N N W d Z O U C'a u�m w.oe orvo o =000cfl x -Oovco o¢N ~ F v N m rn u� �n v N rn N N Z J N o N o o 0 o rn w o z F N o o U U rnm�r oo c2 ao Z M r m N O O> ■ o o U cl �k�n oo m ev v o. orn �-000 x -0000 E c0 W ap Z p� O � N N W- r } O t m U 1 m47 O O O �O O N 4') M M e O a0 Z J N O t0 00 N` 00 O O CO W O O O CO w O Q M ■I 9 O O M^ O + O O O O Z o o U U At-oo <n o�n o� rn� �o oa= o�n� �o 00o x o 00 2 m M M 0 N O LL) M N O r Z J O J N N W O O O ¢ d M M O) O 00 M } V) U 0 Of o o o 0 00 0 0} o 0 0 o Z oo rn Y W K U a] m T 1w__ V V O o u7 D O V V Z y J N O aJ 00 N` O O cD + O Ll O Q V N W T N N 0 0 0 O Z N U U N J t0 O O O o m- O m M N O QOi Q� M M Z J O J N N W O O O W U) N 0 o U 0 o m � J y y o r U 0�r o c6 g'E = Q0c o�ii ta�Jia'LL nc aY Ea t d 'a amid E dainHUwdOa[n�Uw a w E O O J J O E O aOm al E O N ?i J O O O� 2i y Y a_ U) o boo .- - m= F= "_ 3 C7 m Q m 0 y 3 3 �' a boo *`0 0 0 0 0 0 0 *`oma o 0 o F i. U ` o> o' E E �' m= a; a'� d m m d m a3 d d m E o m c c m m a m m Q 3 m a� a� m m v m E J J I- 11 9 U1 N H J W LL V1 LL V1 U1 J J F 41 = Q U1 J W J J U H 2 H Z J H m m m m o 0 CJ U M(SE D Y Q \{ _\ §{JE 23 j� ® ===y;...�__ m =z a a CN )4===/..__<_= 27------- ---- 0bfg@@g�=22 /2\/�z _= = w-- _ e j@ - z =__�,.•.��_ �,�� 2 LU ao $ � , �_.....\..,..... � ___},...<__ _.............. }\2e<e _ \ I'D _..2f.. \ / Lu £ » \/k«\\\ f 4 £ ±ff\2).- ±/§ ) -� Q 7)\{\))3(- =�Iz2«- ) =2 _\ \/ 1> >t 2f)±J >> \t\z» /_ £\A/owww>0172 £a a:mm M= §±9229 )f Q F- u O O O O O X O O O r K K U a m d 0 HFr o (O M� o� v o�v opo o N = o ocn o Doc m o¢ m F N N S V N U U U G m N O ON O o O Z o O N N W O O O } U o U � MCr'l O O h co Z cc! o U HF u�mwo a. orvo o =000cfl x 000vco oQN Z F rn Q) M h V N m N N N O NO �LLJ 0 0 0 0 LL O Z U U ` o o U p [Cko00o000o E COO O t00 } O) O N Z p� O N N W o o C wt U a m 47 O O O M o r Z J N O CO 00 N` 00 O O CO W O O O CO w O¢ M 6-- O Z 1 m O N OJ m N W Z J O J N O O N LU O O O o a U 0 Of o o 0 00 0 0 o 0 0 o Z oo rn Y w O m Tm^ m 000 M O V ^ Z J N O c0 N` 00 O O D L D lL O Q V N W O O C r} } 0 0 0 } O Z O U U N N J CM M O O O m M W N O O O O O M Z J O J N N W O O O U) N w o 0 0 m � J y y $ r u O�r o =•.� mc6 g'ELLN nc dY Ea t d '° amia E dainHUwdOa[n�Uw a w E =Uo `-0---0O Oi 0m 0 9 3a15 * *d u)(nJ" m m m Z H o HUH EpaimE ppppp p pp DDD pl-d gY H O O M O� r M O O M OI y O O O O M Q) O N O� m M m 0 c0 O O O O O 00 0 00 V M COO 0 0 E O ■ LL' N N O M O a r M O O M R S O X 0 0 0 CO N� � OO O N¢ v O M � O_ 0 0 0 H N O M O r M O O M N O 0 0 0 O N O O> O T m m r o� 00 47 D O O M ■ Z In N [O Jcq Z2O V O C(J } M Z x 0 0 0 0 0 � E V N O p U v !I o --v, C000 co - m o -o 00o rnroaom V CO'J N Ch N O �fl J} ao M Z N N O O O N O) OW N J � O 1 H M O CO o e V CO O O c0 'O} O O o O o O) W o W O V M O O o C O CDO ■I O N th N O �O JM Z � U `1_ o400�v, C000m-o o m0000rn�.- .-w � �n000M O � LL of O } O C � Y W F v o oo�a Doom m o �000�aoo torp nwo m o000o M R V1 m U U � m M T WZ V M O G O O l0 r i0 N O Z O N WO O O Z o � m O " R y W J^ r .- 16 01 d d C __CD Q H T Y> E m o Y m U m _ t U 0 N a� V) ) N y C 2dLLaEE.QnEN~EomJWIEoOp t0 fn E.ami vv�JJ TmoUU' oai�UNUF3ooa rn= C7 c€ v E U E 3- H J - x p m _- o m p V' m o ff .... m 3 -o - m `w o 0 o a> c m v h~ c y 2= = m d> m E w En >. m _ c y° 'a d- o o atOi aiOi m '0 m ami 'G o o p d a 3 m iO 'a o a °'• �' v ro o m LL' � LL 41 Q Q j U U F-- J Q¢ (J Q C H m u) m N K C Q U Q U Z U rL C C Q m Y O O O O O X O O O r K K U a m d 0 HFr o (O M� o� v o�v opo o N = o ocn o Doc m o¢ m F N N S V N U U U G m N O ON O o O Z o O N N W O O O } U o U � MCr'l O O h co Z cc! o U HF u�mwo a. orvo o =000cfl x 000vco oQN Z F rn Q) M h V N m N N N O NO �LLJ 0 0 0 0 LL O Z U U ` o o U p [Cko00o000o E COO O t00 } O) O N Z p� O N N W o o C wt U a m 47 O O O M o r Z J N O CO 00 N` 00 O O CO W O O O CO w O¢ M 6-- O Z 1 m O N OJ m N W Z J O J N O O N LU O O O o a U 0 Of o o 0 00 0 0 o 0 0 o Z oo rn Y w O m Tm^ m 000 M O V ^ Z J N O c0 N` 00 O O D L D lL O Q V N W O O C r} } 0 0 0 } O Z O U U N N J CM M O O O m M W N O O O O O M Z J O J N N W O O O U) N w o 0 0 m � J y y $ r u O�r o =•.� mc6 g'ELLN nc dY Ea t d '° amia E dainHUwdOa[n�Uw a w E =Uo `-0---0O Oi 0m 0 9 3a15 * *d u)(nJ" m m m Z H o HUH EpaimE ppppp p pp DDD pl-d gY Q 0 y m LL E JE O` c Y 3 � U t m in O O O N O m n O n o M O O N F p] U �r r o 0 000 O t0 U ao N•n u>•nv co rao r r rw V M O N 'fJ �� 000 W OHO W O W fn t0 •!1 O 0 r O O V m U r O O) W 47 W OO - - - CO'J m Z r r 0 O N fO0 O r O cn Z Op * J N oM0 o m M M O O' ' O O-- O- � N •N N- a- W- Z fn - t0 N 'n W W aD m W m 0 0 0 ' ' ' 0 0 0 —> - N V - Z 65 r r 0 N C' • ' O of N (O N O J [�a. Q O a. m� o 0 0 �" o o� o 0 0 � •• c �j LL W p U J� r r O • 00 N N �J • cc • m W � M LL' m O O O N" ' 0 0 O i i • m O Q O N Q LL Z W N O ' ' ' ' ' ' ' ' ' ' ' ' ' m O � m m0 0 0 ' 0 0 N N m' � ' N Q N W U rn 1.2 m $ 7> O Q - N N N O i-. N C Q M -c L >> LL m 6l T 3 T= N m O Ol 01 [O N> L U 0 U Y O \ C N N E m O o 19 c LL N �'m -AAA ? � m Z mea VI U U U U U ccn UJ J '= J J- (n G y j U>> U U L 6J N=> d j C O U N— T `O V N (6 N ?i - O D U `� y 0 0 0 U @ U 2 o U rL T N �2 = g��iiUin�in>c�ax°J� U UUU�a ag�i xx �Uxxxx g4 Kimley»>Horn SynchroTm Output - 2023 Background Plus Site Traffic Q F- u `( O O O M O-- r M O O M N O X O O O N O r N O N Q 0 0 0 M O fit] J} M N O O 0 0 0 0 0 r E M (MD N 2 C^ m 0 0 O H m oMo o �c?oo M o��+0 00 ocy oar orQ omr r m 000 Ci U E M O E ■ LL' ZN N N O M O� r M O O M R S O X 0 0 0 V�� N 00 �O Q O SIJ J} M In O O O O v o r 0 0 0 0 NO E Z v E --- ■ Z ------------ O� M V' (O O O O Q - N- - V- O- J} M O (r0 G O V O V � Z cq M M ------ E �� O W U v fes! 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