Item 7B Traffic Impact AnalysisTRAFFIC IMPACT ANALYSIS FOR
GLENMORE
RESIDENTIAL DEVELOPMENT
SOUTHLAKE, TEXAS
DeShazo Project No. 15135
Prepared for:
2555 S.W. Grapevine Parkway,
Suite 100,
Grapevine, Texas 76051
Prepared by:
DeShazo Group, Inc.
Texas Registered Engineering Firm F-3199
400 South Houston Street, Suite 330
Dallas, Texas 75202
214.748.6740
October 9, 2015
Traffic. Transportation Planning. Parking. Design.
Glenmore Single-Family Residential Development
Traffic Impact Analysis
Page i
EXECUTIVE SUMMARY
The services of DeShazo Group, Inc. (DeShazo) were retained by Toll Brothers, Inc. to conduct a traffic impact
analysis (TIA) for the proposed Glenmore Residential Development (the “Project”) located in Southlake, Texas. The
Project will consist of a total of 54 single‐family residential homes and is estimated to be fully built by Year 2020. The
Project site includes multiple tracts that are mostly vacant and a couple of existing single‐family homes. The site is
currently zoned as SF1A (single family residential) and AG (agriculture). The City of Southlake’s future land use map
shows a low density residential units for the Project site. A zoning change to R‐PUD (Residential Planned Unit
Development) is requested for which site plan approval is required as part of the Project’s approval process.
The purpose of this report is to summarize the traffic operational characteristics of the background conditions within
a specific study area and to measure the projected incremental impact related to the Project as determined by
standardized engineering analyses. The study parameters used in this TIA are based upon the requirements of the
City of Southlake and TxDOT‐Fort Worth and are consistent with the standard industry practices used in similar
studies.
The following findings and recommendations are based upon proposed buildout of the development in accordance
with the development scenario outlined in the Project Description section of this report.
1)The existing Southlake Boulevard/Shady Oaks Drive intersection operates with an acceptable LOS
under the existing, background and throughout the site buildout conditions.
2)The existing Timber Lake Place/Southlake Boulevard intersection fails as an unsignalized operation
during the both AM and future background PM peak hours. The approach delay is not uncommon at
other similar unsignalized locations with heavy through and directional peak hour volumes on
Southlake Boulevard.
3)Street A is shown to form the 4th leg of the existing Timber Lake Place/Southlake Boulevard
intersection. The amount of background traffic on Southlake Boulevard is high; therefore, Timber Lake
Place/Street A will continue to operate with a low LOS during the peak hours. However, there is
additional ingress/egress access to the site via Shady Oaks Drive, which allows residents to utilize the
existing traffic signal at the Southlake Boulevard/Shady Oaks Drive intersection. The residents will
eventually prefer the Shady Oaks Drive access and traffic signal during the AM and PM peak hours
rather than the Street A access.
4)The site driveways (Street A and Street C) meet the TxDOT’s and City of Southlake’s access spacing
requirements and right‐turn deceleration lanes are not warranted.
5)Left‐turn lanes are currently provided at the Street A/Timber Lake Place and at the Shady Oaks Drive
intersections with Southlake Boulevard which provide adequate storage for vehicles turning left into
the site from Southlake Boulevard.
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page ii
6)The addition of the north leg (Street A) to the existing Timber Lake Place/Southlake Boulevard
intersection will be similar to the other four‐leg intersection with a two‐way STOP control along
Southlake Boulevard. The left‐turns exiting the site from the unsignalized driveways along Southlake
Boulevard will be difficult during the AM and PM peak hours.
The overall projected site development will generate 48 trips during the AM and 60 PM trips during the
peak hours; therefore, the traffic signal warrant is not met, so no traffic signal is required. The Timber
Lake Place/Street intersection would not be an ideal candidate for a signal due to the close proximity
of the Shady Oaks Drive traffic signal.
7)Overall, the proposed Glenmore development, with a total of 54 single‐family homes, does not
generate significant traffic volumes and therefore will have only a minimal impact in the vicinity of
site. Also, the proposed project is an ideal match based upon the City of Southlake’s future land use
plan for low‐density residential and surrounding land use types.
The existing roadway system can adequately accommodate the projected traffic generated by the proposed
development. No mitigation measures are required.
END
Traffic. Transportation Planning. Parking. Design.
Glenmore Single-Family Residential Development
Traffic Impact Analysis
Page 1
Technical Memorandum
To: Mr. Mike Boswell
Toll Brothers, Inc. Dallas/Fort Worth
From: DeShazo Group, Inc.
Date: October 9, 2015
Re: A Traffic Impact Analysis for Glenmore, a Single‐Family Residential Development in Southlake, Texas
(DeShazo #15135)
Introduction
DeShazo Group, Inc., is an engineering consulting firm providing licensed engineers skilled in the field of traffic and
transportation engineering. The services of DeShazo Group were retained by Toll Brothers, Inc., to conduct a traffic
impact analysis for the proposed Glenmore Residential Development located on Southlake Boulevard (FM 1709) in
Southlake, Texas (see Exhibit 1).
This study examined the potential traffic generated by the proposed development plan and determined the general
availability of access and roadway capacity available to serve it for the following scenarios.
•Existing Conditions (2015)
•Project Buildout (2020) no build condition
•Project Buildout (2020) with Site Development
•Project Horizon (2025) with and without Site Development
Once completed, this report will be provided to City of Southlake staff for their review and to fulfill the associated
requirements of the local approval process.
Proposed Development Characteristics
This proposed development on approximately 49.5 acres consists of 53 new single family homes and is proposed to
retain one existing estate lot. The Project is planned to be fully built out by year 2020. One‐half of the site is
currently zoned SF1A (single‐family residential, minimum one‐acre lot) and the other half is zoned AG (agriculture). A
zoning change to R‐PUD (Residential Planned Unit Development) is requested. Exhibit 2 offers a conceptual site plan
and shows the proposed access for the Project. The Project is planned to have two driveways that are shown to tie
into Southlake Boulevard (Street A) and Shady Oaks Drive (Street C). Street A is proposed to tie in as the 4th leg of the
existing 3‐legged Southlake Boulevard/Timber Lake Place Shady Oaks Drive intersection.
DeShazo Group, Inc.
October 9, 2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 2
Roadways and Accessibility
The following existing roadways will provide primary (direct) access to the subject site and are included in the study
area.
•Southlake Boulevard (TxDOT Roadway ‐ City of Southlake thoroughfare designation ‐ 130’ ROW)
A 6‐lane, divided roadway with additional turn lanes at major intersections/driveways at E. Shady
Oaks Drive and at Timber Lake Place. Posted speed limit near the site is 45 mph.
Shady Oaks Drive (City of Southlake thoroughfare designation‐C2U‐60’Collector)
A 2‐lane, undivided roadway to the north of Southlake Boulevard. The posted speed limit near the
site is 30 mph.
The following intersections were also included in the impact analysis.
•Southlake Boulevard at Shady Oaks Drive (Traffic Signal controlled)
•Southlake Boulevard at Timber Lake Place (STOP Control on Timber Lake Place, a full access intersection).
•Shady Oaks Drive at Site Driveway (STOP Control on Minor Street).
Traffic Volumes
The TIA presented in this report analyzed the operational conditions for the peak hours and study area as defined
above using standardized analytical methodologies where applicable. It examined current traffic conditions, future
background traffic conditions and future traffic conditions with the proposed Project fully developed and
operational. Once current traffic information was collected, future background volumes were projected by applying
an annual growth rate to the existing count data. The traffic generated by the proposed development was then
projected using the standard four‐step approach: Trip Generation, Mode Split, Trip Distribution and Traffic
Assignment. By adding the site‐generated traffic to the future background traffic, the resulting traffic impact to
operational conditions may be assessed from which mitigation measures may be recommended.
Existing Traffic Volumes
Existing weekday peak hour traffic volumes were collected in the study area on September 1, 2015. These volumes
are shown in Exhibits 3A ‐ 3B. Detailed traffic counts can be found in Appendix A.
Future Background Traffic Volumes
The standard procedure for determining the future background (non‐site‐related) traffic involves several steps. The
first is to determine an average annual growth rate for the roadways in the study area. The second is to determine a
buildout or horizon year for the analysis. Finally, the existing traffic volumes are factored using the assumed annual
growth rate for the selected number of growth years. The traffic on Southlake Boulevard from 2008 to 2015 stayed
relatively flat, and a growth increase of approximately 4% on Shady Oaks Drive. Based upon our recent studies
previously conducted within the city and familiarity with the area, we used 2020 as the buildout year and applied an
average annual growth rate of 3% for Southlake Boulevard and a 4% annual growth rate for Shady Oaks Drive
through the Horizon buildout year. Applying these factors to the existing traffic volumes yields the 2020 background
volumes and 2025 background (Horizon) volumes shown in Exhibits 4A‐4B and Exhibits 5A‐5B.
DeShazo Group, Inc.
October 9, 2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 3
Site‐Related Traffic Volumes
Trip Generation and Mode Split
Trip generation for the Project was calculated using the Institute of Transportation Engineers (ITE) Trip Generation
manual (9th Edition). ITE Trip Generation is a compilation of actual traffic generation data by land use as collected
over several decades by creditable sources across the country and it is accepted as the standard methodology to
determine trip generation volumes for various land uses where sufficient data exists. A summary of the site‐related
trips calculated for the proposed building program is provided in Table 1 which shows the net trips added by the
proposed development. The appropriate trip generation from trip generation software excerpts are provided in the
Appendix B.
Table 1
Glenmore Tract ‐ Trip Generation
AM Peak Hour PM Peak Hour
Land Use Quantity Daily
Traffic Total In Out Total In Out
210 – Single Family Detached 54 DU 596 48 12 36 60 38 22
Totals 596 48 12 36 60 38 22
Trip Distribution and Assignment
Traffic generated by the proposed development at site buildout conditions was distributed and assigned to the study
area roadway network using professional judgment to interpret the traffic orientation characteristics of existing
traffic volumes in the study area and a technical understanding of the available roadway network. Exhibits 6A‐6B
illustrate the approach and departure percentages assumed for site‐generated traffic.
Traffic Volumes
Determination of the traffic impact associated with the Project is measured by comparing the change in operational
conditions before and after site‐related traffic is added to the roadway system. This involves development of traffic
volumes that include both background and site‐related traffic. The site‐generated traffic was calculated by
multiplying the trip generation values (from Table 1) by the corresponding traffic approach and departure
orientations (Exhibits 6A‐6B). The resulting peak‐hour, site‐generated traffic volumes of the Project are summarized
in Exhibits 7A – 7B.
Background plus Site Traffic Volumes
Adding the new site‐related traffic volumes from Exhibits 7A – 7B to the 2020 background traffic volumes shown in
Exhibits 4A – 4B and 2025 Horizon traffic volumes shown in Exhibits 5A‐5B yields the total peak period traffic
volumes at the Project buildout years shown Exhibits 8A – 8B and Exhibits 9A – 9B.
DeShazo Group, Inc. 10 /9 /2015
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Traffic Impact Analysis Page 4
DeShazo Group, Inc.
October 9, 2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 5
Access Assessment
The access assessment portion of this study examined the location of the driveway, need for a turn‐lane and sight
distance of the driveway with the existing roadway as described below.
1)The spacing between the proposed driveway and adjacent property driveways.
2)The sight distance of the proposed driveway with the perspective of safety and visibility to and from
access from Southlake Boulevard and the adjacent public street intersections.
3)The need for acceleration/deceleration lanes based upon the projected turning movements at the
proposed driveways.
Access Point‐to‐Access Point Spacing
TxDOT controls access on Southlake Boulevard (FM 1709) and the City of Southlake controls access on Shady Oaks
Drive. The TxDOT Access Management Manual indicates: if the posted speed is equal to 45 mph, the minimum
distance between access connections should be 360 feet (See TxDOT Table 2‐2 in Appendix C). The City of Southlake
Ordinance 634. Section 5.1 Design Standards –Table One requires minimum centerline spacing of 150 feet between
access points on a Commercial/Collector facility and 40 feet between a Residential Driveway and Collector facility,
which is the case on Shady Oaks Drive in the area of the proposed development (see also in Appendix C). The site
plan (Exhibit 2) shows that:
•Street A is located approximately 660 feet from the Commercial Driveway to the east and approximately
1,050 feet from the Shady Oaks Drive Intersection.
•Street A is located approximately 1,420 feet from Ginger Court to the west.
•Street B is located approximately 525 feet from the Commercial Driveway to the south and approximately
750 feet from the Southlake Boulevard intersection.
Therefore, the proposed driveway (Street A and Street C) distances exceed the minimum separation requirements.
Sight Distance Criteria
A field visit to the project location found that Southlake Boulevard, Shady Oaks Drive and the driveway locations
appear to be on a relatively flat/level terrain. The site driveways (Street A and Street C) appear to intersect the
existing intersection at a 90‐degree angle.
The preliminary site plan shown on Exhibit 2 meets the minimum sight distance criteria requirements.
Auxiliary Lane Assessment
This portion of this study examines the need for auxiliary or turn lanes based upon the projected turning movements
at the proposed access points. Table 2‐3 from TxDOT’s Access Management Manual requires right‐turn lanes for
speeds equal to 45 mph; the right‐turn volume is greater than 60 vehicles per hour on Southlake Boulevard.
Regarding Shady Oaks Drive, the City of Southlake requires that auxiliary turn lanes be provided when the right‐
turning movements exceed 40 vehicles per hour on a roadway with a speed of 40 mph or less (see Appendix C).
Applying these volume threshold standards to the proposed site traffic (Exhibits 7A ‐ 7B) shows that the projected
right‐turn traffic volumes on:
1)westbound Southlake Boulevard at the site driveway (Street A) do not meet the volume threshold for a right‐
turn deceleration lane and
DeShazo Group, Inc.
October 9,2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 6
2)southbound Shady Oaks Drive at the site driveway (Street C) do not meet the volume threshold for a right‐
turn deceleration lane.
3)The projected site‐generated eastbound, left‐turn traffic volumes do not meet the requirements for a left‐
turn deceleration lane. However, the intersections of Southlake Boulevard at Shady Oaks Drive and at the
proposed Street A have left‐turn lanes for both the east‐ and westbound movements.
4)The projected site‐generated northbound, left‐turn traffic volumes do not meet the requirements for a left‐
turn deceleration lane.
Traffic Impact Analysis
Analysis Methodology
Traffic operational conditions for unsignalized and signalized roadway intersections are quantitatively measured in
terms of average delay per vehicle in a one‐hour period through the intersection as a function of roadway capacity
and operational characteristics of the traffic signal. The standardized methodology applied herein was developed by
the Transportation Research Board as presented in the 2010 Highway Capacity Manual (HCM). The HCM also
qualitatively rates the overall delay conditions in terms of “level‐of‐service” (LOS) ranging from “A” (free‐flowing
conditions) to “F” (over‐capacity conditions). Generally, LOS D or better is considered an acceptable condition for
intersections in urban and suburban areas.
Summary of Results
The intersection capacity analyses presented in this study were performed using the Synchro 9 software package.
Table 2 and Table 3 provide a summary of the intersection operational (signalized and unsignalized) conditions
during the peak periods under the analysis conditions presented previously. Detailed software output is provided in
Appendix D. The intersection roadway geometry is shown in Exhibit 10. A summary of the findings provided in
Table 2 and 3 is presented below.
1)The existing traffic‐signal‐controlled Southlake Boulevard/Shady Oaks Drive intersection operates at
acceptable LOS under the existing, background and throughout the site buildout conditions.
2)The existing STOP‐controlled Timber Lake Place Driveway/Southlake Boulevard intersection fails as an
unsignalized operation during the AM peak hour due to heavy eastbound background traffic on Southlake
Boulevard. The Intersection operates at an acceptable LOS during the PM peak hour under existing
conditions; however, with the projected background growth on Southlake Boulevard, the intersection is
projected to operate at a lower LOS. The lower LOS is projected to continue with or without the addition of
future site traffic. The approach delay is not uncommon at other similar locations.
3)The proposed site driveway (Street C) at Shady Oaks Drive is shown to operate at an acceptable LOS during
the AM and PM peak hours.
Roadway Link Analysis
Analysis Methodology
Roadway link analysis is a comparison of actual or forecasted traffic volumes to the theoretically optimum roadway
capacity, and an evaluation technique used to validate the regional roadway network. Ideally, the comprehensive
thoroughfare system is designed to provide adequate local and regional mobility while maintaining sufficient
opportunities for property access without requiring excessive right‐of‐way., DeShazo applied planning parameters
DeShazo Group, Inc.
October 9, 2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 7
developed by the NCTCOG (parameters provided in Tables 4 and 5) for this study and used the projected 2020 peak
period traffic volumes.
A suburban, residential‐area type and the following roadway cross‐sections and functional classifications were used
in the analysis.
Southlake Boulevard: 6‐lane, divided Principal Arterial
Shady Oaks Drive: 2‐lane, undivided Collector near the site
A summary of the link capacity analysis is provided in Table 6.
Table 4
Hourly Roadway Link Service Volumes (per lane)
#### = Divided or One‐Way Roads, (####) = Undivided Roads
Area Type
Functional Class
Principal
Arterial
Minor
Arterial Collector Frontage
Road
CBD
725 725 475 725
(650) (650) (425) (650)
Outer Business
District
775 775 500 775
(725) (725) (450) (725)
Urban Residential
850 825 525 850
(775) (750) (475) (750)
Suburban
Residential
925 900 575 900
(875) (825) (525) (825)
Rural
1,025 975 600 975
(925) (875) (550) (875)
Table 5
Roadway Link Level‐of‐Service Guidelines
(Derived from parameters used by North Central Texas Council of Governments)
Level‐of‐
Service
NCTCOG
Volume/Capacity Ratio
A/B/C X< 0.65
D/E 0.65<X<1
F X>1.0
DeShazo Group, Inc.
October 9, 2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 8
Table 6
Roadway Link Analysis
Roadway Link
Hourly
Capacity
per
Lane
Hourly Volume LOS
AM PM AM PM
Existing Background
+ Site Existing Background
+ Site Existing Background
+ Site Existing Background
+ Site
Southlake Boulevard
West of Shady Oaks
Drive (Near Site) 925 3,754 4,344 3,913 4,538 0.68
(D/E)
.78
(D/E)
0.71
(D/E)
.82
(D/E)
Shady Oaks Drive
North of Southlake
Blvd. (Near Site) 525 372 458 327 408 0.35
(A/B/C)
0.44
(A/B/C)
.31
(A/B/C)
0.39
(A/B/C)
Summary of Results
The roadway Link analysis presented in Table 6 indicates the following.
Southlake Boulevard will be at/near capacity within the area, but will operate at an acceptable level.
Shady Oaks Drive be well below capacity near the site and will operate efficiently.
Conclusions and Recommendations
This report examined the access and traffic impact of the Glenmore Residential Development on the adjacent
roadway system. The findings are summarized below.
1)The existing Southlake Boulevard/Shady Oaks Drive intersection operates with an acceptable LOS
under the existing, background and throughout the site buildout conditions.
2)The existing Timber Lake Place/Southlake Boulevard intersection fails as an unsignalized operation
during the both AM and future background PM peak hours. The approach delay is not uncommon at
other similar unsignalized locations with heavy through and directional peak hour volumes on
Southlake Boulevard.
3)Street A is shown to form the 4th leg of the existing Timber Lake Place/Southlake Boulevard
intersection. The amount of background traffic on Southlake Boulevard is high; therefore, Timber Lake
Place/Street A will continue to operate with a low LOS during the peak hours. However, there is
additional ingress/egress access to the site via Shady Oaks Drive, which allows residents to utilize the
existing traffic signal at the Southlake Boulevard/Shady Oaks Drive intersection. The residents will
eventually prefer the Shady Oaks Drive access and traffic signal during the AM and PM peak hours
rather than the Street A access.
4)The site driveways (Street A and Street C) meet the TxDOT’s and City of Southlake’s access spacing
requirements and right‐turn deceleration lanes are not warranted.
5)Left‐turn lanes are currently provided at the Street A/Timber Lake Place and at the Shady Oaks Drive
intersections with Southlake Boulevard which provide adequate storage for vehicles turning left into
the site from Southlake Boulevard.
6)The addition of the north leg (Street A) to the existing Timber Lake Place/Southlake Boulevard
intersection will be similar to the other four‐leg intersection with a two‐way STOP control along
DeShazo Group, Inc.
October 9, 2015
Glenmore Single‐Family Residential Development
Traffic Impact Analysis
Page 9
Southlake Boulevard. The left‐turns exiting the site from the unsignalized driveways along Southlake
Boulevard will be difficult during the AM and PM peak hours.
The overall projected site development will generate 48 trips during the AM and 60 PM trips during the
peak hours; therefore, the traffic signal warrant is not met, so no traffic signal is required. The Timber
Lake Place/Street intersection would not be an ideal candidate for a signal due to the close proximity
of the Shady Oaks Drive traffic signal.
7)Overall, the proposed Glenmore development, with a total of 54 single‐family homes, does not
generate significant traffic volumes and therefore will have only a minimal impact in the vicinity of
site. Also, the proposed project is an ideal match based upon the City of Southlake’s future land use
plan for low‐density residential and surrounding land use types.
The existing roadway system can adequately accommodate the projected traffic generated by the proposed
development. No mitigation measures are required.
NOTE: Recommendations for public improvements within the study area presented in this report reflect the opinion of DeShazo based solely
upon technical analysis and professional judgment and are not intended to define, imply, or allocate funding sources nor required
improvements. Applicable legal precedent indicates that the Owner of a Project should only be required to proportionately fund necessary
infrastructure improvements that are directly attributable to implementation of the Project. Such requirements will depend upon the individual
circumstances of each project that may be viewed differently by each particular agency/municipality.
END OF MEMO
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Appendix A
Existing Traffic Volume Data
Page 1 of 2
Intersection Traffic Movements DeShazo Group, Inc.
Location:
1 City/State:Data Collector(s):
Day/Date:Weather Conditions:
Project-ID #:Traffic Control:
Data Source:
Begin End Peds L T R Peds L T R Peds L T R Peds L T R
7:00 AM 7:15 AM 0 0 0 0 0 5 0 9 0 23 593 3 4 0 176 16
7:15 AM 7:30 AM 0 0 0 0 0 4 0 11 0 34 672 2 1 1 215 15
7:30 AM 7:45 AM 0 0 0 0 0 10 1 24 0 50 636 5 3 3 319 21
7:45 AM 8:00 AM 0 0 0 1 0 12 0 15 0 36 561 4 4 5 280 39
8:00 AM 8:15 AM 0 1 0 0 0 18 2 22 0 27 576 4 1 2 232 31
8:15 AM 8:30 AM 0 0 0 0 0 19 1 26 0 44 566 3 1 2 191 21
8:30 AM 8:45 AM 0 0 0 2 0 25 1 22 0 24 447 2 3 1 231 25
8:45 AM 9:00 AM 0 1 0 4 0 13 1 13 0 17 457 6 4 5 228 10
1 0 1 44 3 72 147 2,445 15 11 1,046 106
0.25 0.00 0.25 0.61 0.38 0.75 0.74 0.91 0.75 0.55 0.82 0.68
Intersection Peak Hour:Intersection PHF: 0.91
1 0 1 44 3 72 147 2,445 15 11 1,046 106
0.25 0.00 0.25 0.61 0.38 0.75 0.74 0.91 0.75 0.55 0.82 0.68
Study Peak Hour:Study Area PHF: 0.91
4:30 PM 4:45 PM 0 1 0 5 0 17 0 22 1 13 361 1 15 0 562 15
4:45 PM 5:00 PM 0 3 0 5 0 22 0 25 1 16 375 0 10 3 570 17
5:00 PM 5:15 PM 0 12 3 5 0 21 0 27 1 18 301 1 16 0 556 17
5:15 PM 5:30 PM 0 2 0 4 0 27 0 26 0 22 329 0 14 2 668 16
5:30 PM 5:45 PM 0 1 4 4 0 17 0 31 2 21 361 6 9 1 505 14
5:45 PM 6:00 PM 0 0 0 0 0 29 2 23 0 23 365 3 7 1 478 26
6:00 PM 6:15 PM 0 3 1 4 0 16 0 27 0 18 323 0 14 2 477 19
6:15 PM 6:30 PM 0 0 0 3 0 13 0 23 1 18 328 2 21 1 445 10
18 3 19 87 0 100 69 1,366 2 5 2,356 65
0.38 0.25 0.95 0.81 0.00 0.93 0.78 0.91 0.50 0.42 0.88 0.96
Intersection Peak Hour:Intersection PHF: 0.93
18 3 19 87 0 100 69 1,366 2 5 2,356 65
0.38 0.25 0.95 0.81 0.00 0.93 0.78 0.91 0.50 0.42 0.88 0.96
Study Peak Hour:Study Area PHF: 0.93
Time of
Count
Southbound on
Shady Oaks Drive
Shady Oaks Drive at FM 1709
Northbound on
Shady Oaks Drive
Eastbound on
FM 1709
Westbound on
Tuesday, September 1, 2015
15135-01
CJ Hensch
Camera
File: C2X3HRS - 4L&12Mv_Peds.XLS
Intersection PHV:
7:15 AM - 8:15 AM
7:15 AM - 8:15 AM
PHF:
PHF:
Mild/Normal Conditions
Signalized
Southlake, Texas
PHF:
FM 1709
Study Area PHV:
4:30 PM - 5:30 PM
Study Area PHV:
Intersection PHV:
PHF:
4:30 PM - 5:30 PM
Observations:
Page 2 of 2
Intersection Traffic Movements DeShazo Group, Inc.
Location:
1 City/State:Data Collector(s):
Day/Date:Weather Conditions:
Project-ID #:Traffic Control:
Data Source:Description:
Begin End Peds L T R Peds L T R Peds L T R Peds L T R
7:00 AM 7:15 AM 0 1 - 16 0 - - - 0 - 599 0 0 2 166 -
7:15 AM 7:30 AM 0 4 - 26 0 - - - 0 - 707 3 0 2 226 -
7:30 AM 7:45 AM 0 3 - 31 0 - - - 0 - 648 7 0 8 348 -
7:45 AM 8:00 AM 0 5 - 15 0 - - - 0 - 588 7 0 7 268 -
8:00 AM 8:15 AM 0 4 - 17 0 - - - 0 - 612 5 0 5 246 -
8:15 AM 8:30 AM 0 5 - 29 0 - - - 0 - 582 2 0 3 202 -
8:30 AM 8:45 AM 0 0 - 14 0 - - - 0 - 507 5 2 8 248 -
8:45 AM 9:00 AM 0 2 - 14 0 - - - 0 - 500 4 1 4 220 -
16 0 89 0 0 0 0 2,555 22 22 1,088 0
0.80 0.00 0.72 0.00 0.00 0.00 0.00 0.90 0.79 0.69 0.78 0.00
Intersection Peak Hour:Intersection PHF: 0.91
16 0 89 0 0 0 0 2,555 22 22 1,088 0
0.80 0.00 0.72 0.00 0.00 0.00 0.00 0.90 0.79 0.69 0.78 0.00
Study Peak Hour:Study Area PHF: 0.91
4:30 PM 4:45 PM 0 1 - 16 0 - - - 0 - 354 3 0 20 573 -
4:45 PM 5:00 PM 0 1 - 12 0 - - - 0 - 366 9 0 10 557 -
5:00 PM 5:15 PM 0 1 - 9 0 - - - 0 - 335 4 1 12 637 -
5:15 PM 5:30 PM 0 1 - 13 0 - - - 0 - 343 1 2 25 628 -
5:30 PM 5:45 PM 0 0 - 10 0 - - - 0 - 362 7 0 23 550 -
5:45 PM 6:00 PM 0 3 - 12 0 - - - 0 - 378 8 1 22 432 -
6:00 PM 6:15 PM 0 1 - 10 0 - - - 0 - 341 9 1 20 503 -
6:15 PM 6:30 PM 0 2 - 12 0 - - - 0 - 332 5 0 19 441 -
4 0 50 0 0 0 0 1,398 17 67 2,395 0
1.00 0.00 0.78 0.00 0.00 0.00 0.00 0.95 0.47 0.67 0.94 0.00
Intersection Peak Hour:Intersection PHF: 0.97
4 0 50 0 0 0 0 1,398 17 67 2,395 0
1.00 0.00 0.78 0.00 0.00 0.00 0.00 0.95 0.47 0.67 0.94 0.00
Study Peak Hour:Study Area PHF: 0.97
15135-02 Unsignalized
Timberlake Place at FM 1709
Southlake, Texas Camera
Tuesday, September 1, 2015 Mild/Normal Conditions
CJ Hensch Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count Timberlake Place Timberlake Place FM 1709 FM 1709
Intersection PHV:
PHF:
7:15 AM - 8:15 AM
Study Area PHV:
PHF:
7:15 AM - 8:15 AM
Intersection PHV:
PHF:
4:30 PM - 5:30 PM
Study Area PHV:
PHF:
4:30 PM - 5:30 PM
File: C2X3HRS - 4L&12Mv_Peds.XLS
Observations:
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 3 0003
9/1/2015 1:00 0 0000
2:00 0 0000
3:00 1 0001
4:00 0 0112
5:00 3 1 5 9 18
6:00 10 13 30 25 78
7:00 38 46 61 71 216
8:00 55 51 38 18 162
9:00 25 23 27 16 91
10:00 24 16 18 31 89
11:00 25 18 18 27 88
12:00 19 26 25 29 99
13:00 39 29 25 30 123
14:00 29 32 26 17 104
15:00 28 75 64 45 212
16:00 41 18 28 31 118
17:00 40 33 43 46 162
18:00 37 23 32 24 116
19:00 30 19 25 39 113
20:00 27 15 17 17 76
21:00 12 9 10 3 34
22:00 9 0 2 2 13
23:00 2 4208
TOTAL: 1926
The A.M. peak hour from 7:30 to 8:30 is 238
The P.M. peak hour from 15:15 to 16:15 is 225
NB Shady Oaks Drive North of FM 1709
0
50
100
150
200
250
VO
L
U
M
E
TIME
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 0 0123
9/1/2015 1:00 0 0000
2:00 0 0101
3:00 0 0000
4:00 0 0044
5:00 1 2238
6:00 6 4 8 5 23
7:00 13 17 37 26 93
8:00 45 55 51 29 180
9:00 27 25 27 22 101
10:00 17 17 14 22 70
11:00 17 22 20 20 79
12:00 25 13 30 18 86
13:00 20 27 36 24 107
14:00 17 17 25 22 81
15:00 18 32 57 105 212
16:00 43 39 37 38 157
17:00 38 47 37 51 173
18:00 37 44 27 31 139
19:00 24 22 18 16 80
20:00 42 18 10 10 80
21:00 7 9 7 1 24
22:00 5 2007
23:00 2 5119
TOTAL: 1717
The A.M. peak hour from 8:00 to 9:00 is 180
The P.M. peak hour from 15:30 to 16:30 is 244
SB Shady Oaks Drive North of FM 1709
0
50
100
150
200
250
VO
L
U
M
E
TIME
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 30 19 9 9 67
9/1/2015 1:00 9 4 8 2 23
2:00 14 5 12 12 43
3:00 11 20 21 26 78
4:00 32 40 60 68 200
5:00 106 154 188 229 677
6:00 325 405 518 552 1800
7:00 578 700 650 587 2515
8:00 598 588 500 494 2180
9:00 448 450 412 387 1697
10:00 384 331 288 344 1347
11:00 374 340 372 322 1408
12:00 345 336 305 324 1310
13:00 404 424 380 345 1553
14:00 340 332 279 322 1273
15:00 344 368 442 398 1552
16:00 302 356 339 384 1381
17:00 350 330 362 381 1423
18:00 340 336 315 330 1321
19:00 234 242 195 192 863
20:00 196 156 126 124 602
21:00 104 118 90 70 382
22:00 42 44 46 24 156
23:00 28 25 21 16 90
TOTAL: 23941
The A.M. peak hour from 7:15 to 8:15 is 2535
The P.M. peak hour from 15:00 to 16:00 is 1552
EB FM 1709 West of Timberlake Place
0
500
1000
1500
2000
2500
3000
VO
L
U
M
E
TIME
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 24 20 24 18 86
9/1/2015 1:00 7 14 12 8 41
2:00 5 7 8 14 34
3:00 8 4 9 13 34
4:00 5 7 12 23 47
5:00 45 26 48 57 176
6:00 82 94 108 159 443
7:00 161 238 326 275 1000
8:00 272 198 248 218 936
9:00 210 236 326 234 1006
10:00 236 235 270 276 1017
11:00 299 294 322 318 1233
12:00 324 304 342 362 1332
13:00 342 368 400 415 1525
14:00 383 342 398 376 1499
15:00 418 442 468 524 1852
16:00 524 534 549 584 2191
17:00 617 611 543 427 2198
18:00 498 450 478 416 1842
19:00 374 374 326 334 1408
20:00 334 298 265 260 1157
21:00 262 230 178 134 804
22:00 128 90 98 70 386
23:00 71 56 34 32 193
TOTAL: 22440
The A.M. peak hour from 7:15 to 8:15 is 1111
The P.M. peak hour from 16:30 to 17:30 is 2361
WB FM 1709 West of Timberlake Place
0
500
1000
1500
2000
2500
VO
L
U
M
E
TIME
Appendix B
Trip Generation Supplement.
Land Use: 210
Single-Family Detached Housing
Description
Single-family detached housing includes all single-family detached homes on individual lots. Atypical
site surveyed is a suburban subdivision.
Additional Data
The number of vehicles and residents had a high correlation with average weekday vehicle trip ends.
The use of these variables was limited, however, because the number of vehicles and residents was
often difficult to obtain or predict. The number of dwelling units was generally used as the indepen-
dent variable of choice because it was usually readily available, easy to project and had a high corre-
lation with average weekday vehicle trip ends.
This land use included data from a wide variety of units with different sizes, price ranges, locations
and ages. Consequently, there was a wide variation in trips generated within this category. Other fac-
tors, such as geographic location and type of adjacent and nearby development, may also have had
an effect on the site trip generation.
Single-family detached units had the highest trip generation rate per dwelling unit of all residential
uses because they were the largest units in size and had more residents and more vehicles per unit
than other residential land uses; they were generally located farther away from shopping centers,
employment areas and other trip attractors than other residential land uses; and they generally had
fewer alternative modes of transportation available because they were typically not as concentrated
as other residential land uses.
The peak hour of the generator typically coincided with the peak hour of the adjacent street traffic.
The sites were surveyed between the late 1960s and the 2000s throughout the United States and
Canada.
Source Numbers
1, 4, 5, 6, 7, 8, 11, 12, 13, 14, 16, 19, 20, 21, 26, 34, 35, 36, 38, 40, 71, 72, 84, 91, 98, 100, 105,
108, 110, 114, 117, 119, 157, 167, 177, 187, 192, 207, 211, 246, 275, 283, 293, 300, 319, 320, 357,
384, 435, 550, 552, 579, 598, 601, 603, 611, 614, 637, 711, 735
Trip Generation,9th Edition • Institute of Transportation Engineers 295
Single-Family Detached Housing
(210)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday
Number of Studies: 355
Avg. Number of Dwelling Units: 198
Directional Distribution: 50% entering, 50% exiting
Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation
9.52 4.31 21.85 3.70
Data Plot and Equation
30,000
x.
20,000 . . . . . . . . . . . . . . . . . . . . . . . .
w
d
N x
U
x
N X
N
to,000
f x
' x x
x
x �
x
0 3000
0 1000 2000
X=Number of Dwelling Units
X Actual Data Points
Fitted Curve -----" Average Rate
Fitted Curve Equation: Ln(T)=0.92 Ln(X)+2.72
R2=0.95
I
296 Trip Generation,9th Edition • Institute of Transportation Engineers
Single-Family Detached Housing
(210)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Number of Studies: 292
Avg. Number of Dwelling Units: 194
Directional Distribution: 25% entering, 75% exiting
Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation
0.75 0.33 2.27 0.90
Data Plot and Equation
3,000
y
.c 2,000
Lu X
F
U
N X
N
N X
Q X
1,000 . . . . . . . . . . . . . . . . . . . <�. _ _ _ . . . . . _ _ . . . . _ _ _ _ _ _ . . . . . _ _ _ _ . . .
F j
X X
X X X X
X �
X X XX�
0
0 1000 2000 3000
X=Number of Dwelling Units
X Actual Data Points Fitted Curve ------ Average Rate
Fitted Curve Equation: T=0.70(X)+9.74 R2=0.89
Trip Generation, 9th Edition 0 Institute of Transportation Engineers 297
Single-Family Detached Housing
(210)
Average Vehicle Trip Ends vs: Dwelling Units
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Number of Studies: 321
Avg. Number of Dwelling Units: 207
Directional Distribution: 63% entering, 37% exiting
Trip Generation per Dwelling Unit
Average Rate Range of Rates Standard Deviation
1.00 0.42 2.98 1.05
Data Plot and Equation
3,000 —
x
x j
N
2,000 _ _ . _ . . . . _ _ _ _ _ _ . _ . _ . . . �� . . . . . . . .
W /
F X
N
U
N
x
Q x M
F 1,000 _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _X_ _ _ ', _ _
X
X
X
Xx X
X
xx X
0
0 1000 2000 3000
X=Number of Dwelling Units
X Actual Data Points Fitted Curve ------ Average Rate
Fitted Curve Equation: Ln(T)=0.90 Ln(X)+0.51 R2=0.91
298 Trip Generation,9th Edition • Institute of Transportation Engineers
Trip Generation Summary - Alternative 1
Project:
Alternative:
Open Date:
Analysis
Average Weekday Driveway Volumes
15135
Alternative 1
9/3/2015
9/3/2015
ITE Land Use Enter Exit Enter Exit
Average Daily Trips
AM Peak Hour PM Peak Hour
Enter Exit TotalTotalTotal
Adjacent Street Traffic Adjacent Street Traffic
210 SFHOUSE 1
54 Dwelling Units
602238483612596298298
Unadjusted Driveway Volume
Unadjusted Pass-By Trips
Adjusted Driveway Volume
298 298 596 12 36 48 38 22 60
000000000
298 298 596 12 36 48 38 22 60
I n t e r n a l C a p t u r e T r i p s 000000000
000000000
298 298 596 12 36 48 38 22 60
Adjusted Pass-By Trips
Adjusted Volume Added to Adjacent Streets
Total AM Peak Hour Internal Capture = 0 Percent
Total PM Peak Hour Internal Capture = 0 Percent
1TRIP GENERATION 2013, TRAFFICWARE, LLC
Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012
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Appendix C
Excerpts from TxDOT Access Management
Manual and City of Southlake Ordinances.
Access Management Manual 2-13 TxDOT 07/2011
Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access
Connections
Corner clearance refers to the separation of access connections from roadway intersections. Table
2-2 provides minimum corner clearance criteria.
Where adequate access connection spacing cannot be achieved, the permitting authority may allow
for a lesser spacing when shared access is established with an abutting property. Where no other
alternatives exist, construction of an access connection may be allowed along the property line far-
thest from the intersection. To provide reasonable access under these conditions but also provide
the safest operation, consideration should be given to designing the driveway connection to allow
only the right-in turning movement or only the right-in/right out turning movements if feasible.
Auxiliary Lanes
This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux-
iliary lanes consist of left-turn and right-turn movements, deceleration, acceleration, and their
associated transitions and storage requirements. Left-turn movements may pose challenges at
driveways and street intersections. They may increase conflicts, delays, and crashes and often com-
plicate traffic signal timing. These problems are especially acute at major highway intersections
Table 2-2: Other State Highways Connection Spacing Criteria
Other State Highways Minimum Connection Spacing (1)(2)(3)
Posted Speed (mph)Distance (ft)
30 200
35 250
40 305
45 360
> 50 425
(1) Distances are for passenger cars on level grade. These distances may be
adjusted for downgrades and/or significant truck traffic. Where present or
projected traffic operations indicate specific needs, consideration may be
given to intersection sight distance and operational gap acceptance measure-
ment adjustments.
(2) When these values are not attainable, refer to the variance process as
described in Chapter 2, Section 5.
(3) Access spacing values shown in this table do not apply to rural highways
outside of metropolitan planning organization boundaries where there is little,
if any, potential for development with current ADT levels below 2000.
Access connection spacing below the values shown in this table may be
approved based on safety and operational considerations as determined by
TxDOT.
Access Management Manual 2-14 TxDOT 07/2011
Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access
Connections
where heavy left-turn movements take place, but also occur where left-turn movements enter or
leave driveways serving adjacent land development. As with left-turn movements, right-turn move-
ments pose problems at both driveways and street intersections. Right-turn movements increase
conflicts, delays, and crashes, particularly where a speed differential of 10 mph or more exists
between the speed of through traffic and the vehicles that are turning right.
Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left
turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual,
Chapter 3, for proper acceleration and deceleration lengths.
Table 2-3: Auxiliary Lane Thresholds
Median Type Left Turn to or from Property
Right Turn to or from Property (5)
Acceleration Deceleration Acceleration Deceleration
Non-Traversable
(Raised Median)
(2) All Right turn egress >
200 vph (4)
> 45 mph where right
turn volume is > 50
vph (3)
where right turn
volume is > 60 vph (3)
Traversable (Undi-
vided Road)
(2) (1) Same as above Same as Above
(1) Refer to Table 3-11, TxDOT Roadway Design Manual, for alternative left-turn-bay operational considerations.
(2) A left-turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road-
way. A left-turn acceleration lane would interfere with the left-turn ingress movements to any other access
connection.
(3) Additional right-turn considerations:
Conditions for providing an exclusive right-turn lane when the right-turn traffic volume projections are less than
indicated in Table 2-3:
High crash experience
Heavier than normal peak flow movements on the main roadway
Large volume of truck traffic
Highways where sight distance is limited
Conditions for NOT requiring a right-turn lane where right-turn volumes are more than indicated in Table 2-3:
Dense or built-out corridor where space is limited
Where queues of stopped vehicles would block the access to the right turn lane
Where sufficient length of property width is not available for the appropriate design
(4) The acceleration lane should not interfere with any downstream access connection.
The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection
should be equal to or greater than the distances found in Table 2-2.
Additionally, if the next access connection is signalized, the distance from the end of the acceleration lane taper to
the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2.
(5) Continuous right-turn lanes can provide mobility benefits both for through movements and for the turning vehi-
cles.a Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2-
2. However, when combined with crossing left in movements, a continuous right-turn lane can introduce additional
operational conflicts.
45
r
TABLE ONE
(including notes on the following page)
Criteria Street
Residential Commercial& Service Driveway
Classification Driveway Multi-Family
Driveway
Driveway Throat S.H. 114&frontage roads 12-20 ft
Width* 2440 ft. 3048 ft
F.M. 1938,F.M. 1709,S.N.26 12-20 ft 2440 ft. 3048 ft.
Arterial 12-20 ft. 2440 ft. 3048 ft.
Collector 12-20 ft. 2440 ft.* 30-48 ft.*
Local Street 12-20 ft. 2440 ft.* 24-36 ft.e
Driveway Curb S.H. 114&frontage roads 20-25 ft
Radius* 20-30 ft. 25-40 ft
F.M. 1938,F.M. 1709,S.H.26 20-25 ft. 20-30 ft.
25-40 ft.
Arterial 20-25 ft. 20-30 ft.
25-30 ft.
Collector 15-20 ft. 10-20 ft.* 10-20 ft.*
Local Street 5-I0 ft. 10-20 ftw
10-20 ft.*
'"um Distance to S.H. 114&frontage roads 150 ft. 200 ft.
section Along 200 ft
Roadway$ F.M. 1938, F.M. 1709, S.H.26 150 ft. 500 ft.
200 ft.
Arterial 150 ft. 200 ft. 200 ft.
Collector 50 ft. 150 ft.* 150 ft.*
Local Street 30 ft. 100 ft.* 100 ft.0
Minimum Centerline S.H. 114&frontage roads 80 ft.
D 500 ft.� 500 ft�
Driveway Spacing
Along Roadwayt F.M. 1938,F.M. 1709,S.H.26 80 ft 500 ft.< 250 ft*
Arterial 100 ft. 250 ft.
250 R.*
Collector 40 ft. 150 ft•
I50 ft.e
Local Street 20 ft I00 ft•
100 ft.�
_ g _
TABLE ONE NOTES:
* The requirements for Driveway Throat Width and Driveway Curb Radius are for standard undivided two-way
operation and may be varied by the Director if traffic volumes, truck usage,common driveways,and other
factors warrant such.
t The minimum centerline spacing does not implicitly determine the number of driveways allowed.Driveways
served by deceleration lanes may be spaced at closer intervals if approved by the Director.See Section 5.2(b)
for additional restrictions on driveway locations along S.H. 114 frontage roads.
$ Distance measured from the intersecting R.O.W. line to the centerline of the driveway.See Section 5.2(b)for
additional restrictions on driveway locations along S.H. 114 frontage roads.
* Service driveway centerline spacing may be reduced to 150'if the ingress/egress volume is less than 50 vehicles
per day and if the service driveway is a secondary driveway ancillary to a commercial driveway within the
same development.
♦ The minimum centerline spacing may be reduced to 250'provided that the driveway is connecting directly to a
frontage road and provided that it meets the criteria in Section 5.2(b).
• Refer to Section 5.2(c).Commercial,multi-family and service driveways may not be permitted on collector or
local streets.
p The minimum centerline spacing may be reduced to 250'for right-in/right-out driveways.Refer to Section
5.2(a).
5.2 GENERAL DESIGN CRITERIA
a. DRIVEWAYS ON F.M. 1709, F.M. 1938 & INTERSECTING ARTERIALS:
The minimum centerline spacing for full-access driveways on F.M. 1709 &F.M.
1938 is 500 feet as per Table One; however, the minimum centerline spacing may
be reduced to 250 feet for right-in/right-out driveways in accordance with
Appendix 1. Driveways constructed within 250 feet of an intersection of F.M.
1709 or F.M. 1938 and an arterial shall be right-in/right-out only. All right-
in/right-out drives shall be designed in accordance with Appendix 5 and shall
have signs placed at the Applicants expense indicating right turn in only facing
the street and right turn out only facing the property.
b. DRIVEWAYS ON S.H. 114: Driveways along S.H. 114 (and its future frontage
roads) shall be designed in accordance with Texas Department of Transportation
(TxDOT) access control guidelines as applicable to the conceptual design and
alignments of the proposed reconstruction of S.H. 114. Driveways will be not be
allowed within areas indicated as "access denied" as per Appendices 2 & 3.
c. DRIVEWAYS PROHIBITED: Commercial, multi-family and service driveways
shall not be permitted on collector or local streets unless the tract or lot has no
other public access. In the event there is no other public access, commercial,
- 9 -
driveway sight distance may be insufficient, the Applicant will be required to
submit vertical and horizontal information prepared by a registered Professional
Engineer to the City Engineer that verifies adequate sight distance is available for
the proposed driveway location.
1. SITE PLAN REQUIRED: A site plan showing all existing right-of-way,
easements, curbs, storm drain inlets, flumes, underground and overhead utilities,
trees and sidewalks shall be required for each non-residential driveway permit
application. The proposed driveway grades shall also be shown for a minimum
distance of fifteen(15') feet past the right-of-way line. All driveways and median
openings within 150 feet of the subject property on both sides of each abutting
street shall be shown on the site plan. If an adjacent street contains a wised
median, showing driveway(s) on the opposite side of the street shall not be
required unless a median opening is present or proposed.
5.3 RESIDENTIAL STANDARDS
a. CIRCULAR DRIVES: Circular drives are allowed on residential lots not fronting
on arterial or collector thoroughfares. There shall be 25' minimum distance
between the two interior portions of the drives at the R.O.W. line. The minimum
lot frontage required to construct a circular drive is 70 feet.
b. COMMON DRIVE WIDTH: A residential driveway shared by two or more
properties shall have a minimum throat width of twelve(1 T) feet. A common
access easement shall also be required as described in Section 3.5. Shared
residential driveways may be required for adjoining residential lots on major
street facilities to reduce the number of access points on those roadways.
c. ACCESS TO MAJOR STREET FACILITY: Driveway access to a residential lot
from any major street facility shall not be permitted unless that lot has no other
public access. If such a driveway is approved on a major street facility,an off-
street maneuvering area approved by the Director shall be provided to ensure that
vehicles will not back into the public street. Driveway access to a residential lot
from a collector street may be denied if either(a)the lot has access to a local
street or(b) the proposed access would create a traffic flow or safety problem
unless there is no other access.
5.4 AUXILIARY LANES
a. WHEN REQUIRED: As a condition of a Driveway Permit,the Applicant shall
provide a deceleration lane for any driveway located on an arterial street if the
right turn ingress volume exceeds 50 vehicles in the design hour(150 vehicles if
the design hour occurs on a Sunday). If the existing or future speed limit on the
street facility exceeds 40 MPH, a deceleration lane may be required if 40 right
- 1Z -
turn ingress vehicles occur in the design hour(100 vehicles if the design hour
occurs on a Sunday).
b. DRIVEWAYS PROHIBITED: No driveway shall be permitted within the
transition area of any separate right turn or deceleration lane.
c. EXTENSION OF RIGHT TURN LANE: When a driveway is approved within
the separate right turn lane of a public street intersection, the lane shall be
extended a minimum of fifty (50') feet in advance of the driveway.
d. CONTINUOUS DECELERATION LANE: A continuous deceleration lane may
be required as a condition of a driveway permit when two or more deceleration
lanes are planned and their proximity necessitates that they be combingd for
proper traffic flow and safety. The transition taper for a continuous deceleration
lane shall not extend into or beyond a public street intersection.
e. LEFT TURN LANES ON UNDIVIDED ROADS: On undivided arterial
roadways, a left turn lane and taper may be required as a condition of the
driveway permit when the product of the projected left turn ingress volume(50
minimum) and the opposing volume per lane exceeds 25,000 in any design hour.
In such cases, a Traffic Impact Analysis shall be provided by the Applicant to
analyze the present and future traffic volumes to verify that the left turn lane is
necessary to maintain minimum levels of traffic flow and safety.
f. LEFT TURN LANES ON DIVIDED ROADS: On divided arterial roadways, the
Applicant shall, as a condition of the permit, construct a left turn lane at an
existing public street median opening when the proposed driveway will be served
by such median opening and no left turn lane exists in the median.
g. TEMPORARY AUXILIARY LANE: The Director may require a temporary
auxiliary lane to be constructed on existing arterial roadways that are planned for
future improvement.
h. DECELERATION LANE EXTENSION: In the event the Applicant is allowed to
locate a driveway connecting to a deceleration lane within one hundred(100') feet
of an arterial intersection,the Applicant shall be required to extend the
deceleration lane to such intersection. The one hundred (100') feet shall be
measured from the nearest edge of the driveway throat to the nearest R.O.W. line
of the intersecting arterial.
i. CONSTRUCTION COSTS: The Applicant shall be responsible for the design,
right-of-way adjustment of utilities, and construction costs of any auxiliary lane
and street widening required as a condition of the driveway permit. If for any
reason an auxiliary lane required under this Ordinance cannot be constructed in
conjunction with the driveway by the Applicant, the Applicant may be required to
place all necessary funds in escrow with the City.
- 13 -
Future Land Use Plan
City of Southlake
Copyright City of Southlake
DISCLAIMER
This data has been compiled for
City of Southlake .
Various official and unofficial
sources were used to gather this
information. Every effort was made
to ensure the accuracy of this
data, however, no guarantee is
given or implied as to the accuracy
of said data.
Low Density
Residential
Existing Zoning-Glenmore
City of Southlake
Copyright City of Southlake
DISCLAIMER
This data has been compiled for
City of Southlake .
Various official and unofficial
sources were used to gather this
information. Every effort was made
to ensure the accuracy of this
data, however, no guarantee is
given or implied as to the accuracy
of said data.
SF1A - Single Family Residential
AG - Agriculture
Appendix D
Intersection Capacity Analysis Results
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
E
x
i
s
t
i
n
g
TIA for Glenmore Residential Developme
n
t
i
n
S
o
u
t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph) 147 2445
1
5
9
1
1
1
0
4
6
1
0
6
1
0
1
4
4
3
Future Volume (vph) 147 2445
1
5
9
1
1
1
0
4
6
1
0
6
1
0
1
4
4
3
Peak Hour Factor0.91 0.91 0.
9
1
0
.
9
2
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
Adj. Flow (vph)162 2687
1
6
1
0
1
2
1
1
4
9
1
1
6
1
0
1
4
8
3
Shared Lane Traffic (%)Lane Group Flow (vph) 162 270
3
0
0
2
2
1
1
4
9
1
1
6
1
1
0
4
8
8
2
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)22.0 102.0
1
3
.
0
1
3
.
0
9
3
.
0
9
3
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)15.7% 72.9%
9
.
3
%
9
.
3
%
6
6
.
4
%
6
6
.
4
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 110.5 105.0
1
0
4
.
4
9
8
.
6
9
8
.
6
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.79 0.75
0
.
7
5
0
.
7
0
0
.
7
0
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.42 0.71
0
.
1
7
0
.
3
2
0
.
1
0
0
.
0
1
0
.
0
0
0
.
2
3
0
.
2
7
Control Delay6.7 11.2
6
.
5
8
.
3
1
.
3
5
1
.
0
0
.
0
5
5
.
6
1
3
.
9
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay6.7 11.2
6
.
5
8
.
3
1
.
3
5
1
.
0
0
.
0
5
5
.
6
1
3
.
9
L O SAB
A
A
A
D
A
E
B
Approach Delay11.0
7
.
6
2
5
.
5
2
9
.
3
Approach LOSB
A
C
C
Queue Length 50th (ft) 29 482
4
1
3
3
0
1
0
3
9
2
Queue Length 95th (ft) 45 538
9
1
6
3
1
9
6
0
8
0
5
2
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 482 3809
1
6
7
3
5
8
0
1
1
4
8
1
8
0
3
1
2
2
1
1
3
0
6
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.34 0.71
0
.
1
3
0
.
3
2
0
.
1
0
0
.
0
1
0
.
0
0
0
.
2
3
0
.
2
7
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
t
a
r
t
o
f
G
r
e
e
n
Natural Cycle: 70Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.71
1
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
3
Intersection Signal Delay: 10.5
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 70.0%
I
C
U
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f
S
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v
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c
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C
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place & Southlake Blvd (F
M
1
7
0
9
)
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P
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:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
IntersectionInt Delay, s/veh 9.1 MovementEBU EBT E
B
R
W
B
L
W
B
T
N
B
L
N
B
R
Traffic Vol, veh/h 0 2555
2
2
2
2
1
0
8
8
1
6
8
9
Future Vol, veh/h 0 2555
2
2
2
2
1
0
8
8
1
6
8
9
Conflicting Peds, #/hr 0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
RT Channelized -- None
-
N
o
n
e
-
N
o
n
e
Storage Length 350- 13
0
3
4
0
-
0
0
Veh in Median Storage, # - 0 -
-
0
0
-
Grade, %- 0 -
-
0
0
-
Peak Hour Factor 92 91
9
1
9
1
9
1
9
1
9
1
Heavy Vehicles, % 2
2
2
2
2
2
2
Mvmt Flow0 2808
2
4
2
4
1
1
9
6
1
8
9
8
Major/Minor Major1M
a
j
o
r
2
M
i
n
o
r
1
Conflicting Flow All 873
0
0
2
8
0
8
0
3
3
3
5
1
4
0
4
Stage 1-- -
-
-
2
8
0
8
-
Stage 2-- -
-
-
5
2
7
-
Critical Hdwy 5.64-
-
5
.
3
4
-
5
.
7
4
7
.
1
4
Critical Hdwy Stg 1 -- -
-
-
6
.
6
4
-
Critical Hdwy Stg 2 -- -
-
-
6
.
0
4
-
Follow-up Hdwy 2.32-
-
3
.
1
2
-
3
.
8
2
3
.
9
2
Pot Cap-1 Maneuver 517-
-
4
8
-
~
1
7
1
1
1
Stage 1-- -
-
-
~
1
7
-
Stage 2-- -
-
-
5
0
8
-
Platoon blocked, %- -
-
Mov Cap-1 Maneuver 517-
-
4
8
-
~
9
1
1
1
Mov Cap-2 Maneuver -- -
-
-
~
9
-
Stage 1-- -
-
-
~
1
7
-
Stage 2-- -
-
-
2
5
4
-
ApproachEB
W
B
N
B
HCM Control Delay, s 0
2
.
8
2
9
8
.
3
HCM LOS
F
Minor Lane/Major Mvmt NBLn1NBLn2 EBU
E
B
T
E
B
R
W
B
L
W
B
T
Capacity (veh/h)9 111 51
7
-
-
4
8
-
HCM Lane V/C Ratio 1.954 0.881
-
-
-
0
.
5
0
4
-
HCM Control Delay (s) $ 1250.2 127.2
0
-
-
1
4
0
-
HCM Lane LOS F F
A
-
-
F
-
HCM 95th %tile Q(veh) 3.2 5.3
0
-
-
1
.
9
-
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
C
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o
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
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P
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:
P
M
9/8/2015
S
y
n
c
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r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph)72 1366
2
5
5
5
2
3
5
6
6
5
1
8
3
1
9
8
7
0
Future Volume (vph)72 1366
2
5
5
5
2
3
5
6
6
5
1
8
3
1
9
8
7
0
Peak Hour Factor0.93 0.93 0.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
Adj. Flow (vph)77 1469
2
5
9
5
2
5
3
3
7
0
1
9
3
2
0
9
4
0
Shared Lane Traffic (%)Lane Group Flow (vph) 77 147
1
0
0
6
4
2
5
3
3
7
0
1
9
2
3
0
9
4
1
0
8
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)14.0 101.0
1
4
.
0
1
4
.
0
1
0
1
.
0
1
0
1
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)10.0% 72.1%
1
0
.
0
%
1
0
.
0
%
7
2
.
1
%
7
2
.
1
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 108.9 102.4
1
0
5
.
9
9
9
.
4
9
9
.
4
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.78 0.73
0
.
7
6
0
.
7
1
0
.
7
1
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.52 0.40
0
.
2
3
0
.
7
0
0
.
0
6
0
.
1
2
0
.
0
9
0
.
4
5
0
.
3
3
Control Delay31.1 7.8
5
.
2
1
3
.
3
3
.
4
5
3
.
8
2
2
.
8
6
2
.
2
1
2
.
0
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay31.1 7.8
5
.
2
1
3
.
3
3
.
4
5
3
.
8
2
2
.
8
6
2
.
2
1
2
.
0
L O SCA
A
B
A
D
C
E
B
Approach Delay8.9
1
2
.
8
3
6
.
8
3
5
.
3
Approach LOSA
B
D
D
Queue Length 50th (ft) 18 176
1
1
4
3
8
8
1
5
2
7
9
0
Queue Length 95th (ft) 71 207
2
0
5
2
4
2
4
4
1
3
0
1
4
0
5
6
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 178 3718
3
2
4
3
6
0
8
1
1
3
4
1
5
9
2
6
0
2
0
7
3
2
9
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.43 0.40
0
.
2
0
0
.
7
0
0
.
0
6
0
.
1
2
0
.
0
9
0
.
4
5
0
.
3
3
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
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a
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t
o
f
G
r
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Natural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.70
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
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:
P
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9/8/2015
S
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p
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MS
P
a
g
e
3
Intersection Signal Delay: 12.7
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 71.0%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
C
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place & Southlake Blvd (F
M
1
7
0
9
)
E
x
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t
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g
TIA for Glenmore Residential Developme
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t
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P
l
a
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:
P
M
9/8/2015
S
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9
R
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P
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1
IntersectionInt Delay, s/veh 0.9 MovementEBU EBT E
B
R
W
B
L
W
B
T
N
B
L
N
B
R
Traffic Vol, veh/h 0 1398
1
7
7
0
2
3
9
5
4
5
0
Future Vol, veh/h 0 1398
1
7
7
0
2
3
9
5
4
5
0
Conflicting Peds, #/hr 0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
RT Channelized -- None
-
N
o
n
e
-
N
o
n
e
Storage Length 350- 13
0
3
4
0
-
0
0
Veh in Median Storage, # - 0 -
-
0
0
-
Grade, %- 0 -
-
0
0
-
Peak Hour Factor 92 97
9
7
9
7
9
7
9
7
9
7
Heavy Vehicles, % 2
2
2
2
2
2
2
Mvmt Flow0 1441
1
8
7
2
2
4
6
9
4
5
2
Major/Minor Major1M
a
j
o
r
2
M
i
n
o
r
1
Conflicting Flow All 1802
0
0
1
4
4
1
0
2
5
7
3
7
2
1
Stage 1-- -
-
-
1
4
4
1
-
Stage 2-- -
-
-
1
1
3
2
-
Critical Hdwy 5.64-
-
5
.
3
4
-
5
.
7
4
7
.
1
4
Critical Hdwy Stg 1 -- -
-
-
6
.
6
4
-
Critical Hdwy Stg 2 -- -
-
-
6
.
0
4
-
Follow-up Hdwy 2.32-
-
3
.
1
2
-
3
.
8
2
3
.
9
2
Pot Cap-1 Maneuver 156-
-
2
3
8
-
4
6
3
1
7
Stage 1-- -
-
-
1
2
9
-
Stage 2-- -
-
-
2
4
2
-
Platoon blocked, %- -
-
Mov Cap-1 Maneuver 156-
-
2
3
8
-
3
2
3
1
7
Mov Cap-2 Maneuver -- -
-
-
3
2
-
Stage 1-- -
-
-
1
2
9
-
Stage 2-- -
-
-
1
6
9
-
ApproachEB
W
B
N
B
HCM Control Delay, s 0
0
.
8
2
7
HCM LOS
D
Minor Lane/Major Mvmt NBLn1NBLn2 EBU
E
B
T
E
B
R
W
B
L
W
B
T
Capacity (veh/h)32 317 15
6
-
-
2
3
8
-
HCM Lane V/C Ratio 0.129 0.163
-
-
-
0
.
3
0
3
-
HCM Control Delay (s) 133.5 18.5
0
-
-
2
6
.
6
-
HCM Lane LOS F C
A
-
-
D
-
HCM 95th %tile Q(veh) 0.4 0.6
0
-
-
1
.
2
-
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
B
a
c
k
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r
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u
n
d
TIA for Glenmore Residential Developme
n
t
i
n
S
o
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l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
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o
9
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e
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P
a
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e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph) 170 2834
1
7
1
0
1
3
1
2
1
3
1
2
3
1
0
1
5
1
4
Future Volume (vph) 170 2834
1
7
1
0
1
3
1
2
1
3
1
2
3
1
0
1
5
1
4
Peak Hour Factor0.91 0.91 0.
9
1
0
.
9
2
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
Adj. Flow (vph)187 3114
1
9
1
1
1
4
1
3
3
3
1
3
5
1
0
1
5
6
4
Shared Lane Traffic (%)Lane Group Flow (vph) 187 313
3
0
0
2
5
1
3
3
3
1
3
5
1
1
0
5
6
9
5
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)22.0 102.0
1
3
.
0
1
3
.
0
9
3
.
0
9
3
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)15.7% 72.9%
9
.
3
%
9
.
3
%
6
6
.
4
%
6
6
.
4
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 110.7 104.9
1
0
4
.
0
9
8
.
1
9
8
.
1
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.79 0.75
0
.
7
4
0
.
7
0
0
.
7
0
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.56 0.82
0
.
2
0
0
.
3
7
0
.
1
2
0
.
0
1
0
.
0
0
0
.
2
7
0
.
3
0
Control Delay10.0 14.7
7
.
1
9
.
0
1
.
8
5
1
.
0
0
.
0
5
6
.
5
1
3
.
6
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay10.0 14.7
7
.
1
9
.
0
1
.
8
5
1
.
0
0
.
0
5
6
.
5
1
3
.
6
L O SBB
A
A
A
D
A
E
B
Approach Delay14.4
8
.
3
2
5
.
5
2
9
.
5
Approach LOSB
A
C
C
Queue Length 50th (ft) 33 684
4
1
6
4
4
1
0
4
6
3
Queue Length 95th (ft) 51 761
1
0
1
9
9
2
5
6
0
9
0
5
5
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 430 3807
1
6
7
3
5
6
2
1
1
4
5
1
6
9
3
0
8
2
1
1
3
1
6
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.43 0.82
0
.
1
5
0
.
3
7
0
.
1
2
0
.
0
1
0
.
0
0
0
.
2
7
0
.
3
0
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
t
a
r
t
o
f
G
r
e
e
n
Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82
1
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
B
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c
k
g
r
o
u
n
d
TIA for Glenmore Residential Developme
n
t
i
n
S
o
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h
l
a
k
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,
T
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T
i
m
i
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g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
3
Intersection Signal Delay: 13.1
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 78.0%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
D
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place & Southlake Blvd (F
M
1
7
0
9
)
B
a
c
k
g
r
o
u
n
d
TIA for Glenmore Residential Developme
n
t
i
n
S
o
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t
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l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
IntersectionInt Delay, s/veh 58 MovementEBU EBT E
B
R
W
B
L
W
B
T
N
B
L
N
B
R
Traffic Vol, veh/h 0 2962
2
2
2
2
1
2
6
1
1
6
8
9
Future Vol, veh/h 0 2962
2
2
2
2
1
2
6
1
1
6
8
9
Conflicting Peds, #/hr 0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
RT Channelized -- None
-
N
o
n
e
-
N
o
n
e
Storage Length 350- 13
0
3
4
0
-
0
0
Veh in Median Storage, # - 0 -
-
0
0
-
Grade, %- 0 -
-
0
0
-
Peak Hour Factor 92 91
9
1
9
1
9
1
9
1
9
1
Heavy Vehicles, % 2
2
2
2
2
2
2
Mvmt Flow0 3255
2
4
2
4
1
3
8
6
1
8
9
8
Major/Minor Major1M
a
j
o
r
2
M
i
n
o
r
1
Conflicting Flow All 1012
0
0
3
2
5
5
0
3
8
5
8
1
6
2
7
Stage 1-- -
-
-
3
2
5
5
-
Stage 2-- -
-
-
6
0
3
-
Critical Hdwy 5.64-
-
5
.
3
4
-
5
.
7
4
7
.
1
4
Critical Hdwy Stg 1 -- -
-
-
6
.
6
4
-
Critical Hdwy Stg 2 -- -
-
-
6
.
0
4
-
Follow-up Hdwy 2.32-
-
3
.
1
2
-
3
.
8
2
3
.
9
2
Pot Cap-1 Maneuver 433-
-
2
8
-
~
8
~
7
8
Stage 1-- -
-
-
~
8
-
Stage 2-- -
-
-
4
6
4
-
Platoon blocked, %- -
-
Mov Cap-1 Maneuver 433-
-
2
8
-
~
1
~
7
8
Mov Cap-2 Maneuver -- -
-
-
~
1
-
Stage 1-- -
-
-
~
8
-
Stage 2-- -
-
-
6
6
-
ApproachEB
W
B
N
B
HCM Control Delay, s 0
5
.
6
$
2
3
4
7
.
1
HCM LOS
F
Minor Lane/Major Mvmt NBLn1NBLn2 EBU
E
B
T
E
B
R
W
B
L
W
B
T
Capacity (veh/h)1 78 43
3
-
-
2
8
-
HCM Lane V/C Ratio 17.582 1.254
-
-
-
0
.
8
6
3
-
HCM Control Delay (s) $ 13847.9 279.5
0
-
-
$
3
2
8
.
5
-
HCM Lane LOS F F
A
-
-
F
-
HCM 95th %tile Q(veh) 3.8 7.4
0
-
-
2
.
8
-
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
C
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
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:
P
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9/8/2015
S
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n
c
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o
9
R
e
p
o
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t
MS
P
a
g
e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph)83 1584
2
6
4
6
2
7
3
1
7
5
2
1
4
2
2
1
0
1
0
Future Volume (vph)83 1584
2
6
4
6
2
7
3
1
7
5
2
1
4
2
2
1
0
1
0
Peak Hour Factor0.93 0.93 0.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
Adj. Flow (vph)89 1703
2
6
9
6
2
9
3
7
8
1
2
3
4
2
4
1
0
9
0
Shared Lane Traffic (%)Lane Group Flow (vph) 89 170
5
0
0
7
5
2
9
3
7
8
1
2
3
2
8
0
1
0
9
1
2
5
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)14.0 101.0
1
4
.
0
1
4
.
0
1
0
1
.
0
1
0
1
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)10.0% 72.1%
1
0
.
0
%
1
0
.
0
%
7
2
.
1
%
7
2
.
1
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 108.3 100.3
1
0
5
.
7
9
8
.
9
9
8
.
9
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.77 0.72
0
.
7
6
0
.
7
1
0
.
7
1
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.57 0.47
0
.
3
3
0
.
8
2
0
.
0
7
0
.
1
6
0
.
1
1
0
.
5
3
0
.
3
8
Control Delay36.1 9.0
7
.
2
1
7
.
0
3
.
9
5
5
.
0
2
2
.
0
6
5
.
2
1
7
.
2
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay36.1 9.0
7
.
2
1
7
.
0
3
.
9
5
5
.
0
2
2
.
0
6
5
.
2
1
7
.
2
L O SDA
A
B
A
E
C
E
B
Approach Delay10.4
1
6
.
4
3
6
.
9
3
9
.
6
Approach LOSB
B
D
D
Queue Length 50th (ft) 27 220
1
3
6
1
9
1
0
1
9
3
9
3
1
6
Queue Length 95th (ft) 86 256
2
3
7
1
8
2
8
4
8
3
3
1
5
8
7
7
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 180 3641
2
7
1
3
5
9
3
1
1
2
9
1
4
5
2
6
3
2
0
6
3
2
6
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.49 0.47
0
.
2
8
0
.
8
2
0
.
0
7
0
.
1
6
0
.
1
1
0
.
5
3
0
.
3
8
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
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Natural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
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9/8/2015
S
y
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c
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r
o
9
R
e
p
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MS
P
a
g
e
3
Intersection Signal Delay: 15.6
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 79.6%
I
C
U
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v
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D
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place & Southlake Blvd (F
M
1
7
0
9
)
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9/8/2015
S
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9
R
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p
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t
MS
P
a
g
e
1
IntersectionInt Delay, s/veh 1 MovementEBU EBT E
B
R
W
B
L
W
B
T
N
B
L
N
B
R
Traffic Vol, veh/h 0 1621
1
7
7
0
2
7
7
6
4
5
0
Future Vol, veh/h 0 1621
1
7
7
0
2
7
7
6
4
5
0
Conflicting Peds, #/hr 0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
RT Channelized -- None
-
N
o
n
e
-
N
o
n
e
Storage Length 350- 13
0
3
4
0
-
0
0
Veh in Median Storage, # - 0 -
-
0
0
-
Grade, %- 0 -
-
0
0
-
Peak Hour Factor 92 97
9
7
9
7
9
7
9
7
9
7
Heavy Vehicles, % 2
2
2
2
2
2
2
Mvmt Flow0 1671
1
8
7
2
2
8
6
2
4
5
2
Major/Minor Major1M
a
j
o
r
2
M
i
n
o
r
1
Conflicting Flow All 2089
0
0
1
6
7
1
0
2
9
6
0
8
3
6
Stage 1-- -
-
-
1
6
7
1
-
Stage 2-- -
-
-
1
2
8
9
-
Critical Hdwy 5.64-
-
5
.
3
4
-
5
.
7
4
7
.
1
4
Critical Hdwy Stg 1 -- -
-
-
6
.
6
4
-
Critical Hdwy Stg 2 -- -
-
-
6
.
0
4
-
Follow-up Hdwy 2.32-
-
3
.
1
2
-
3
.
8
2
3
.
9
2
Pot Cap-1 Maneuver 107-
-
1
8
3
-
2
8
2
6
7
Stage 1-- -
-
-
9
2
-
Stage 2-- -
-
-
1
9
9
-
Platoon blocked, %- -
-
Mov Cap-1 Maneuver 107-
-
1
8
3
-
1
7
2
6
7
Mov Cap-2 Maneuver -- -
-
-
1
7
-
Stage 1-- -
-
-
9
2
-
Stage 2-- -
-
-
1
2
1
-
ApproachEB
W
B
N
B
HCM Control Delay, s 0
0
.
9
4
0
.
4
HCM LOS
E
Minor Lane/Major Mvmt NBLn1NBLn2 EBU
E
B
T
E
B
R
W
B
L
W
B
T
Capacity (veh/h)17 267 10
7
-
-
1
8
3
-
HCM Lane V/C Ratio 0.243 0.193
-
-
-
0
.
3
9
4
-
HCM Control Delay (s) 274.7 21.7
0
-
-
3
6
.
9
-
HCM Lane LOS F C
A
-
-
E
-
HCM 95th %tile Q(veh) 0.7 0.7
0
-
-
1
.
7
-
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
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Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph) 172 2836
1
7
1
0
1
3
1
2
1
7
1
2
6
1
0
1
7
1
4
Future Volume (vph) 172 2836
1
7
1
0
1
3
1
2
1
7
1
2
6
1
0
1
7
1
4
Peak Hour Factor0.91 0.91 0.
9
1
0
.
9
2
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
Adj. Flow (vph)189 3116
1
9
1
1
1
4
1
3
3
7
1
3
8
1
0
1
7
8
4
Shared Lane Traffic (%)Lane Group Flow (vph) 189 313
5
0
0
2
5
1
3
3
7
1
3
8
1
1
0
7
8
9
7
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)22.0 102.0
1
3
.
0
1
3
.
0
9
3
.
0
9
3
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)15.7% 72.9%
9
.
3
%
9
.
3
%
6
6
.
4
%
6
6
.
4
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 110.7 104.9
1
0
3
.
9
9
8
.
0
9
8
.
0
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.79 0.75
0
.
7
4
0
.
7
0
0
.
7
0
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.57 0.82
0
.
2
0
0
.
3
8
0
.
1
2
0
.
0
1
0
.
0
0
0
.
3
7
0
.
3
1
Control Delay10.2 14.7
7
.
2
9
.
0
1
.
8
5
1
.
0
0
.
0
5
9
.
3
1
3
.
5
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay10.2 14.7
7
.
2
9
.
0
1
.
8
5
1
.
0
0
.
0
5
9
.
3
1
3
.
5
L O SBB
A
A
A
D
A
E
B
Approach Delay14.5
8
.
3
2
5
.
5
3
3
.
9
Approach LOSB
A
C
C
Queue Length 50th (ft) 34 685
4
1
6
5
4
1
0
6
5
3
Queue Length 95th (ft) 52 761
1
0
2
0
1
2
5
6
0
1
1
9
5
6
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 429 3807
1
6
6
3
5
6
0
1
1
4
5
1
6
8
3
0
8
2
1
1
3
1
8
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.44 0.82
0
.
1
5
0
.
3
8
0
.
1
2
0
.
0
1
0
.
0
0
0
.
3
7
0
.
3
1
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
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Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82
1
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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A
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9/8/2015
S
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P
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3
Intersection Signal Delay: 13.3
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 79.1%
I
C
U
L
e
v
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l
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f
S
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v
i
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e
D
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place/Street A & Southlake
B
l
v
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(
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0
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9/8/2015
S
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1
IntersectionInt Delay, s/veh 57.7 MovementEBL EBT E
B
R
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
S
B
R
Traffic Vol, veh/h2 2964
2
2
2
2
1
2
6
3
4
1
6
0
8
9
2
0
9
Future Vol, veh/h2 2964
2
2
2
2
1
2
6
3
4
1
6
0
8
9
2
0
9
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
RT Channelized- - None
-
-
N
o
n
e
-
-
N
o
n
e
-
-
N
o
n
e
Storage Length350 - 1
3
0
3
4
0
-
-
-
-
0
-
-
0
Veh in Median Storage, # - 0 -
-
0
-
-
0
-
-
0
-
Grade, %- 0 -
-
0
-
-
0
-
-
0
-
Peak Hour Factor91 91
9
1
9
1
9
1
9
1
9
1
9
1
9
1
9
1
9
1
9
1
Heavy Vehicles, %2 2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow2 3257
2
4
2
4
1
3
8
8
4
1
8
0
9
8
2
0
1
0
Major/MinorMajor1M
a
j
o
r
2
M
i
n
o
r
1
M
i
n
o
r
2
Conflicting Flow All 1392
0
0
3
2
5
7
0
0
3
8
6
6
4
7
0
3
1
6
2
9
2
7
4
5
4
7
0
0
6
9
6
Stage 1- - -
-
-
-
3
2
6
2
3
2
6
2
-
1
4
3
8
1
4
3
8
-
Stage 2- - -
-
-
-
6
0
4
1
4
4
1
-
1
3
0
7
3
2
6
2
-
Critical Hdwy5.34 -
-
5
.
3
4
-
-
6
.
4
4
6
.
5
4
7
.
1
4
6
.
4
4
6
.
5
4
7
.
1
4
Critical Hdwy Stg 1 -
-
-
-
-
-
7
.
3
4
5
.
5
4
-
7
.
3
4
5
.
5
4
-
Critical Hdwy Stg 2- - -
-
-
-
6
.
7
4
5
.
5
4
-
6
.
7
4
5
.
5
4
-
Follow-up Hdwy3.12 -
-
3
.
1
2
-
-
3
.
8
2
4
.
0
2
3
.
9
2
3
.
8
2
4
.
0
2
3
.
9
2
Pot Cap-1 Maneuver 252
-
-
2
8
-
-
~
4
1
~
7
8
2
1
1
3
2
9
Stage 1 -
-
-
-
-
-
~
4
2
2
-
9
8
1
9
7
-
Stage 2- - -
-
-
-
4
1
2
1
9
6
-
1
5
1
2
2
-
Platoon blocked, %- -
-
-
Mov Cap-1 Maneuver 252
-
-
2
8
-
-
~
1
0
~
7
8
-
0
3
2
9
Mov Cap-2 Maneuver- - -
-
-
-
~
1
0
-
-
0
-
Stage 1- - -
-
-
-
~
4
2
2
-
9
7
2
8
-
Stage 2- - -
-
-
-
5
7
2
8
-
-
2
2
-
ApproachEB
W
B
N
B
S
B
HCM Control Delay, s 0
5
.
6
$
2
3
4
7
.
1
HCM LOS
F
-
Minor Lane/Major Mvmt NBLn1NBLn2 EBL
E
B
T
E
B
R
W
B
L
W
B
T
W
B
R
S
B
L
n
1
S
B
L
n
2
Capacity (veh/h)1 78 25
2
-
-
2
8
-
-
-
3
2
9
HCM Lane V/C Ratio 17.582 1.254 0.0
0
9
-
-
0
.
8
6
3
-
-
-
0
.
0
3
HCM Control Delay (s) $ 13847.9 279.5 19
.
4
-
-
$
3
2
8
.
5
-
-
-
1
6
.
3
HCM Lane LOS F F
C
-
-
F
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-
-
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HCM 95th %tile Q(veh) 3.8 7.4
0
-
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.
8
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.
1
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
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1: Shady Oaks Drive & Southlake Blvd (F
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9/8/2015
S
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9
R
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p
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t
MS
P
a
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e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph)89 1585
2
6
4
6
2
7
4
5
8
5
2
1
4
2
2
1
1
3
0
Future Volume (vph)89 1585
2
6
4
6
2
7
4
5
8
5
2
1
4
2
2
1
1
3
0
Peak Hour Factor0.93 0.93 0.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
Adj. Flow (vph)96 1704
2
6
9
6
2
9
5
2
9
1
2
3
4
2
4
1
2
2
0
Shared Lane Traffic (%)Lane Group Flow (vph) 96 170
6
0
0
7
5
2
9
5
2
9
1
2
3
2
8
0
1
2
2
1
2
6
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)14.0 101.0
1
4
.
0
1
4
.
0
1
0
1
.
0
1
0
1
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)10.0% 72.1%
1
0
.
0
%
1
0
.
0
%
7
2
.
1
%
7
2
.
1
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 108.5 100.3
1
0
5
.
5
9
8
.
8
9
8
.
8
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.78 0.72
0
.
7
5
0
.
7
1
0
.
7
1
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.61 0.47
0
.
3
3
0
.
8
2
0
.
0
8
0
.
1
6
0
.
1
1
0
.
5
9
0
.
3
9
Control Delay39.8 9.0
7
.
2
1
7
.
3
3
.
9
5
5
.
1
2
2
.
0
6
8
.
4
1
7
.
4
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay39.8 9.0
7
.
2
1
7
.
3
3
.
9
5
5
.
1
2
2
.
0
6
8
.
4
1
7
.
4
L O SDA
A
B
A
E
C
E
B
Approach Delay10.7
1
6
.
7
3
6
.
9
4
2
.
5
Approach LOSB
B
D
D
Queue Length 50th (ft) 33 220
1
3
6
3
7
1
2
1
9
3
1
0
5
1
7
Queue Length 95th (ft) 95 256
2
3
7
2
7
3
0
4
8
3
3
1
7
6
7
8
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 180 3641
2
7
1
3
5
8
7
1
1
2
9
1
4
4
2
6
3
2
0
6
3
2
6
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.53 0.47
0
.
2
8
0
.
8
2
0
.
0
8
0
.
1
6
0
.
1
1
0
.
5
9
0
.
3
9
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
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a
r
t
o
f
G
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Natural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82
1
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S
u
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m
a
r
y
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
B
a
c
k
g
r
o
u
n
d
+
S
i
t
e
TIA for Glenmore Residential Developme
n
t
i
n
S
o
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t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
P
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
3
Intersection Signal Delay: 16.0
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 80.9%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
D
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place/Street A & Southlake
B
l
v
d
(
F
M
1
7
0
9
)
B
a
c
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g
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d
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P
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:
P
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
IntersectionInt Delay, s/veh 1.9MovementEBL EBT E
B
R
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
S
B
R
Traffic Vol, veh/h6 1626
1
7
7
0
2
7
7
8
1
3
4
0
5
0
1
0
6
Future Vol, veh/h6 1626
1
7
7
0
2
7
7
8
1
3
4
0
5
0
1
0
6
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
RT Channelized- - None
-
-
N
o
n
e
-
-
N
o
n
e
-
-
N
o
n
e
Storage Length350 - 1
3
0
3
4
0
-
-
-
-
0
-
-
0
Veh in Median Storage, # - 0 -
-
0
-
-
0
-
-
0
-
Grade, %- 0 -
-
0
-
-
0
-
-
0
-
Peak Hour Factor97 97
9
7
9
7
9
7
9
7
9
7
9
7
9
7
9
7
9
7
9
7
Heavy Vehicles, %2 2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow6 1676
1
8
7
2
2
8
6
4
1
3
4
0
5
2
1
0
6
Major/MinorMajor1M
a
j
o
r
2
M
i
n
o
r
1
M
i
n
o
r
2
Conflicting Flow All 2877
0
0
1
6
7
6
0
0
2
9
7
9
4
7
1
1
8
3
8
3
6
9
8
4
7
0
4
1
4
3
9
Stage 1- - -
-
-
-
1
6
8
9
1
6
8
9
-
3
0
1
5
3
0
1
5
-
Stage 2- - -
-
-
-
1
2
9
0
3
0
2
2
-
6
8
3
1
6
8
9
-
Critical Hdwy5.34 -
-
5
.
3
4
-
-
6
.
4
4
6
.
5
4
7
.
1
4
6
.
4
4
6
.
5
4
7
.
1
4
Critical Hdwy Stg 1 -
-
-
-
-
-
7
.
3
4
5
.
5
4
-
7
.
3
4
5
.
5
4
-
Critical Hdwy Stg 2- - -
-
-
-
6
.
7
4
5
.
5
4
-
6
.
7
4
5
.
5
4
-
Follow-up Hdwy3.12 -
-
3
.
1
2
-
-
3
.
8
2
4
.
0
2
3
.
9
2
3
.
8
2
4
.
0
2
3
.
9
2
Pot Cap-1 Maneuver 44
-
-
1
8
2
-
-
1
5
1
2
6
6
5
1
1
0
5
Stage 1 -
-
-
-
-
-
6
5
1
4
8
-
7
3
0
-
Stage 2- - -
-
-
-
1
5
5
3
0
-
3
6
9
1
4
8
-
Platoon blocked, %- -
-
-
Mov Cap-1 Maneuver 44
-
-
1
8
2
-
-
9
1
2
6
6
3
1
1
0
5
Mov Cap-2 Maneuver -
-
-
-
-
-
9
1
-
3
1
-
Stage 1- - -
-
-
-
5
6
1
2
8
-
6
1
8
-
Stage 2- - -
-
-
-
8
8
1
8
-
2
5
7
1
2
8
-
ApproachEB
W
B
N
B
S
B
HCM Control Delay, s 0.4
0
.
9
6
4
.
3
2
5
1
.
6
HCM LOS
F
F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL
E
B
T
E
B
R
W
B
L
W
B
T
W
B
R
S
B
L
n
1
S
B
L
n
2
Capacity (veh/h)9 266 4
4
-
-
1
8
2
-
-
3
1
0
5
HCM Lane V/C Ratio 0.458 0.194 0.1
4
1
-
-
0
.
3
9
7
-
-
0
.
3
4
4
0
.
0
5
9
HCM Control Delay (s) $ 595.1 21.8 99
.
8
-
-
3
7
.
2
-
-
$
1
5
1
2
.
7
4
1
.
4
HCM Lane LOS F C
F
-
-
E
-
-
F
E
HCM 95th %tile Q(veh) 1 0.7 0
.
4
-
-
1
.
7
-
-
0
.
5
0
.
2
3
:
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,
%
0
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%
2
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2
M
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F
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A
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4
2
2
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1
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2
1
6
0
-
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S
t
a
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1
2
1
4
-
-
-
-
-
S
t
a
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e
2
2
0
8
-
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r
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6
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2
6
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r
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-
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M
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r
5
8
8
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1
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4
-
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1
8
2
2
-
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2
8
2
7
-
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P
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b
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%
-
-
-
M
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a
p
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1
M
a
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r
5
8
0
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2
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1
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-
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M
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2
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1
8
2
2
-
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a
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e
2
8
1
6
-
-
-
-
-
A
p
p
r
o
a
c
h
E
B
N
B
S
B
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,
s
9
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M
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v
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t
N
B
L
N
B
T
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B
L
n
1
E
B
L
n
2
S
B
T
S
B
R
C
a
p
a
c
i
t
y
(
v
e
h
/
h
)
1
3
5
4
-
5
8
0
8
2
6
-
-
H
C
M
L
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e
V
/
C
R
a
t
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o
0
.
0
1
2
-
0
.
0
0
4
0
.
0
1
7
-
-
H
C
M
C
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D
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a
y
(
s
)
7
.
7
0
1
1
.
2
9
.
4
-
-
H
C
M
L
a
n
e
L
O
S
A
A
B
A
-
-
H
C
M
9
5
t
h
%
t
i
l
e
Q
(
v
e
h
)
0
-
0
0
.
1
-
-
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
i
z
o
n
TIA for Glenmore Residential Developme
n
t
i
n
S
o
u
t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph) 198 3286
2
0
1
2
1
5
1
4
0
6
1
4
2
1
0
1
5
9
4
Future Volume (vph) 198 3286
2
0
1
2
1
5
1
4
0
6
1
4
2
1
0
1
5
9
4
Peak Hour Factor0.91 0.91 0.
9
1
0
.
9
2
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
Adj. Flow (vph)218 3611
2
2
1
3
1
6
1
5
4
5
1
5
6
1
0
1
6
5
4
Shared Lane Traffic (%)Lane Group Flow (vph) 218 363
3
0
0
2
9
1
5
4
5
1
5
6
1
1
0
6
5
1
1
1
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)22.0 102.0
1
3
.
0
1
3
.
0
9
3
.
0
9
3
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)15.7% 72.9%
9
.
3
%
9
.
3
%
6
6
.
4
%
6
6
.
4
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 111.0 104.9
1
0
1
.
5
9
5
.
5
9
5
.
5
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.79 0.75
0
.
7
2
0
.
6
8
0
.
6
8
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.71 0.95
0
.
2
3
0
.
4
5
0
.
1
4
0
.
0
1
0
.
0
0
0
.
3
1
0
.
3
4
Control Delay22.3 24.0
9
.
6
1
1
.
0
2
.
8
5
1
.
0
0
.
0
5
7
.
6
1
3
.
0
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay22.3 24.0
9
.
6
1
1
.
0
2
.
8
5
1
.
0
0
.
0
5
7
.
6
1
3
.
0
L O SCC
A
B
A
D
A
E
B
Approach Delay23.9
1
0
.
2
2
5
.
5
2
9
.
5
Approach LOSC
B
C
C
Queue Length 50th (ft) 40 1069
5
2
0
8
9
1
0
5
4
3
Queue Length 95th (ft) 120 #1314
1
1
2
8
9
3
8
6
0
1
0
2
5
9
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 379 3805
1
6
7
3
4
6
9
1
1
1
8
1
5
6
3
0
5
2
1
1
3
2
9
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.58 0.95
0
.
1
7
0
.
4
5
0
.
1
4
0
.
0
1
0
.
0
0
0
.
3
1
0
.
3
4
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
t
a
r
t
o
f
G
r
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n
Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.95
1
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t
i
o
n
S
u
m
m
a
r
y
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
i
z
o
n
TIA for Glenmore Residential Developme
n
t
i
n
S
o
u
t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
3
Intersection Signal Delay: 20.0
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 87.2%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
E
Analysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be l
o
n
g
e
r
.
Queue shown is maximum after two cycles.Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
i
z
o
n
TIA for Glenmore Residential Developme
n
t
i
n
S
o
u
t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
A
M
9/8/2015
S
y
n
c
h
r
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9
R
e
p
o
r
t
MS
P
a
g
e
1
IntersectionInt Delay, s/veh 24.4 MovementEBU EBT E
B
R
W
B
L
W
B
T
N
B
L
N
B
R
Traffic Vol, veh/h 0 3434
2
2
2
2
1
4
6
2
1
6
8
9
Future Vol, veh/h 0 3434
2
2
2
2
1
4
6
2
1
6
8
9
Conflicting Peds, #/hr 0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
RT Channelized -- None
-
N
o
n
e
-
N
o
n
e
Storage Length 350- 13
0
3
4
0
-
0
0
Veh in Median Storage, # - 0 -
-
0
0
-
Grade, %- 0 -
-
0
0
-
Peak Hour Factor 92 91
9
1
9
1
9
1
9
1
9
1
Heavy Vehicles, % 2
2
2
2
2
2
2
Mvmt Flow0 3774
2
4
2
4
1
6
0
7
1
8
9
8
Major/Minor Major1M
a
j
o
r
2
M
i
n
o
r
1
Conflicting Flow All 1173
0
0
3
7
7
4
0
4
4
6
5
1
8
8
7
Stage 1-- -
-
-
3
7
7
4
-
Stage 2-- -
-
-
6
9
1
-
Critical Hdwy 5.64-
-
5
.
3
4
-
5
.
7
4
7
.
1
4
Critical Hdwy Stg 1 -- -
-
-
6
.
6
4
-
Critical Hdwy Stg 2 -- -
-
-
6
.
0
4
-
Follow-up Hdwy 2.32-
-
3
.
1
2
-
3
.
8
2
3
.
9
2
Pot Cap-1 Maneuver 352-
-
~
1
5
-
~
4
~
5
1
Stage 1-- -
-
-
~
4
-
Stage 2-- -
-
-
4
1
7
-
Platoon blocked, %- -
-
Mov Cap-1 Maneuver 352-
-
~
1
5
-
~
4
~
5
1
Mov Cap-2 Maneuver -- -
-
-
~
4
-
Stage 1-- -
-
-
~
4
-
Stage 2-- -
-
-
4
1
7
-
ApproachEB
W
B
N
B
HCM Control Delay, s 0
1
2
.
2
$
1
0
0
0
.
5
HCM LOS
F
Minor Lane/Major Mvmt NBLn1NBLn2 EBU
E
B
T
E
B
R
W
B
L
W
B
T
Capacity (veh/h)4 51 35
2
-
-
~
1
5
-
HCM Lane V/C Ratio 4.396 1.918
-
-
-
1
.
6
1
2
-
HCM Control Delay (s) $ 3206.5$ 603.9
0
-
-
$
8
2
2
-
HCM Lane LOS F F
A
-
-
F
-
HCM 95th %tile Q(veh) 3.6 9.7
0
-
-
3
.
6
-
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
C
o
m
p
u
t
a
t
i
o
n
N
o
t
D
e
f
i
n
e
d
*
:
A
l
l
m
a
j
o
r
v
o
l
u
m
e
i
n
p
l
a
t
o
o
n
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
i
z
o
n
TIA for Glenmore Residential Developme
n
t
i
n
S
o
u
t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
P
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph)97 1836
3
7
4
7
3
1
6
6
8
7
2
4
4
2
6
1
1
7
0
Future Volume (vph)97 1836
3
7
4
7
3
1
6
6
8
7
2
4
4
2
6
1
1
7
0
Peak Hour Factor0.93 0.93 0.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
Adj. Flow (vph)104 1974
3
8
0
8
3
4
0
4
9
4
2
6
4
2
8
1
2
6
0
Shared Lane Traffic (%)Lane Group Flow (vph) 104 197
7
0
0
8
8
3
4
0
4
9
4
2
6
3
2
0
1
2
6
1
4
4
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)14.0 101.0
1
4
.
0
1
4
.
0
1
0
1
.
0
1
0
1
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)10.0% 72.1%
1
0
.
0
%
1
0
.
0
%
7
2
.
1
%
7
2
.
1
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 108.2 99.7
1
0
5
.
8
9
8
.
5
9
8
.
5
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.77 0.71
0
.
7
6
0
.
7
0
0
.
7
0
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.65 0.55
0
.
4
6
0
.
9
5
0
.
0
8
0
.
2
0
0
.
1
2
0
.
6
1
0
.
4
4
Control Delay44.7 10.3
1
3
.
5
2
6
.
6
4
.
3
5
6
.
7
2
0
.
9
6
9
.
7
2
2
.
4
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay44.7 10.3
1
3
.
5
2
6
.
6
4
.
3
5
6
.
7
2
0
.
9
6
9
.
7
2
2
.
4
LOSD B
B
C
A
E
C
E
C
Approach Delay12.0
2
5
.
7
3
7
.
0
4
4
.
5
Approach LOSB
C
D
D
Queue Length 50th (ft) 40 279
1
5
9
4
9
1
4
2
1
3
1
0
9
3
3
Queue Length 95th (ft) 106 336
3
6
1
0
6
0
3
3
5
2
3
5
1
8
2
1
0
2
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 179 3622
2
2
6
3
5
7
8
1
1
2
5
1
2
9
2
6
6
2
0
5
3
2
5
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.58 0.55
0
.
3
9
0
.
9
5
0
.
0
8
0
.
2
0
0
.
1
2
0
.
6
1
0
.
4
4
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
t
a
r
t
o
f
G
r
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Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.95
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
n
t
i
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S
o
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:
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9/8/2015
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9
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e
p
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MS
P
a
g
e
3
Intersection Signal Delay: 21.9
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
C
Intersection Capacity Utilization 91.5%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
F
Analysis Period (min) 15Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
n
t
i
n
S
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9/8/2015
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1
IntersectionInt Delay, s/veh 1.7 MovementEBU EBT E
B
R
W
B
L
W
B
T
N
B
L
N
B
R
Traffic Vol, veh/h 0 1879
1
7
7
0
3
2
1
9
4
5
0
Future Vol, veh/h 0 1879
1
7
7
0
3
2
1
9
4
5
0
Conflicting Peds, #/hr 0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
RT Channelized -- None
-
N
o
n
e
-
N
o
n
e
Storage Length 350- 13
0
3
4
0
-
0
0
Veh in Median Storage, # - 0 -
-
0
0
-
Grade, %- 0 -
-
0
0
-
Peak Hour Factor 92 97
9
7
9
7
9
7
9
7
9
7
Heavy Vehicles, % 2
2
2
2
2
2
2
Mvmt Flow0 1937
1
8
7
2
3
3
1
9
4
5
2
Major/Minor Major1M
a
j
o
r
2
M
i
n
o
r
1
Conflicting Flow All 2423
0
0
1
9
3
7
0
3
4
0
9
9
6
9
Stage 1-- -
-
-
1
9
3
7
-
Stage 2-- -
-
-
1
4
7
2
-
Critical Hdwy 5.64-
-
5
.
3
4
-
5
.
7
4
7
.
1
4
Critical Hdwy Stg 1 -- -
-
-
6
.
6
4
-
Critical Hdwy Stg 2 -- -
-
-
6
.
0
4
-
Follow-up Hdwy 2.32-
-
3
.
1
2
-
3
.
8
2
3
.
9
2
Pot Cap-1 Maneuver 69-
-
1
3
5
-
1
5
2
1
8
Stage 1-- -
-
-
6
2
-
Stage 2-- -
-
-
1
5
8
-
Platoon blocked, %- -
-
Mov Cap-1 Maneuver 69-
-
1
3
5
-
7
2
1
8
Mov Cap-2 Maneuver -- -
-
-
7
-
Stage 1-- -
-
-
6
2
-
Stage 2-- -
-
-
7
4
-
ApproachEB
W
B
N
B
HCM Control Delay, s 0
1
.
3
8
4
.
4
HCM LOS
F
Minor Lane/Major Mvmt NBLn1NBLn2 EBU
E
B
T
E
B
R
W
B
L
W
B
T
Capacity (veh/h)7 218 6
9
-
-
1
3
5
-
HCM Lane V/C Ratio 0.589 0.236
-
-
-
0
.
5
3
5
-
HCM Control Delay (s) $ 807.5 26.6
0
-
-
5
8
.
8
-
HCM Lane LOS F D
A
-
-
F
-
HCM 95th %tile Q(veh) 1.1 0.9
0
-
-
2
.
6
-
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
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S
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e
TIA for Glenmore Residential Developme
n
t
i
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S
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t
h
l
a
k
e
,
T
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:
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9/8/2015
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Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph) 199 3288
2
0
1
2
1
5
1
4
1
0
1
4
5
1
0
1
7
9
4
Future Volume (vph) 199 3288
2
0
1
2
1
5
1
4
1
0
1
4
5
1
0
1
7
9
4
Peak Hour Factor0.91 0.91 0.
9
1
0
.
9
2
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
0
.
9
1
Adj. Flow (vph)219 3613
2
2
1
3
1
6
1
5
4
9
1
5
9
1
0
1
8
7
4
Shared Lane Traffic (%)Lane Group Flow (vph) 219 363
5
0
0
2
9
1
5
4
9
1
5
9
1
1
0
8
7
1
1
3
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)22.0 102.0
1
3
.
0
1
3
.
0
9
3
.
0
9
3
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)15.7% 72.9%
9
.
3
%
9
.
3
%
6
6
.
4
%
6
6
.
4
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 111.0 104.9
1
0
1
.
4
9
5
.
4
9
5
.
4
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.79 0.75
0
.
7
2
0
.
6
8
0
.
6
8
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.71 0.96
0
.
2
3
0
.
4
5
0
.
1
4
0
.
0
1
0
.
0
0
0
.
4
1
0
.
3
4
Control Delay22.9 24.1
9
.
6
1
1
.
0
2
.
8
5
1
.
0
0
.
0
6
0
.
6
1
3
.
0
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay22.9 24.1
9
.
6
1
1
.
0
2
.
8
5
1
.
0
0
.
0
6
0
.
6
1
3
.
0
L O SCC
A
B
A
D
A
E
B
Approach Delay24.0
1
0
.
3
2
5
.
5
3
3
.
7
Approach LOSC
B
C
C
Queue Length 50th (ft) 40 1071
5
2
1
0
1
0
1
0
7
3
3
Queue Length 95th (ft) 123 #1316
1
1
2
8
9
3
9
6
0
1
3
1
6
0
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 378 3805
1
6
6
3
4
6
6
1
1
1
8
1
5
5
3
0
5
2
1
1
3
3
1
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.58 0.96
0
.
1
7
0
.
4
5
0
.
1
4
0
.
0
1
0
.
0
0
0
.
4
1
0
.
3
4
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
t
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t
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r
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Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.96
1
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1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
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TIA for Glenmore Residential Developme
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:
A
M
9/8/2015
S
y
n
c
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o
9
R
e
p
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MS
P
a
g
e
3
Intersection Signal Delay: 20.2
I
n
t
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r
s
e
c
t
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n
L
O
S
:
C
Intersection Capacity Utilization 88.4%
I
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E
Analysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be l
o
n
g
e
r
.
Queue shown is maximum after two cycles.Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place/Street A & Southlake
B
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9/8/2015
S
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o
9
R
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p
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MS
P
a
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e
1
IntersectionInt Delay, s/veh 35.8MovementEBL EBT E
B
R
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
S
B
R
Traffic Vol, veh/h2 3436
2
2
2
2
1
4
6
4
4
1
6
0
8
9
2
0
9
Future Vol, veh/h2 3436
2
2
2
2
1
4
6
4
4
1
6
0
8
9
2
0
9
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
RT Channelized- - None
-
-
N
o
n
e
-
-
N
o
n
e
-
-
N
o
n
e
Storage Length350 - 1
3
0
3
4
0
-
-
-
-
0
-
-
0
Veh in Median Storage, # - 0 -
-
0
-
-
0
-
-
0
-
Grade, %- 0 -
-
0
-
-
0
-
-
0
-
Peak Hour Factor91 91
9
1
9
1
9
1
9
1
9
1
9
1
9
1
9
1
9
1
9
1
Heavy Vehicles, %2 2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow2 3776
2
4
2
4
1
6
0
9
4
1
8
0
9
8
2
0
1
0
Major/MinorMajor1M
a
j
o
r
2
M
i
n
o
r
1
M
i
n
o
r
2
Conflicting Flow All 1613
0
0
3
7
7
6
0
0
4
4
7
2
5
4
4
2
1
8
8
8
3
1
7
4
5
4
3
9
8
0
7
Stage 1- - -
-
-
-
3
7
8
0
3
7
8
0
-
1
6
5
9
1
6
5
9
-
Stage 2- - -
-
-
-
6
9
2
1
6
6
2
-
1
5
1
5
3
7
8
0
-
Critical Hdwy5.34 -
-
5
.
3
4
-
-
6
.
4
4
6
.
5
4
7
.
1
4
6
.
4
4
6
.
5
4
7
.
1
4
Critical Hdwy Stg 1 -
-
-
-
-
-
7
.
3
4
5
.
5
4
-
7
.
3
4
5
.
5
4
-
Critical Hdwy Stg 2- - -
-
-
-
6
.
7
4
5
.
5
4
-
6
.
7
4
5
.
5
4
-
Follow-up Hdwy3.12 -
-
3
.
1
2
-
-
3
.
8
2
4
.
0
2
3
.
9
2
3
.
8
2
4
.
0
2
3
.
9
2
Pot Cap-1 Maneuver 196
-
-
~
1
4
-
-
~
2
0
~
5
1
1
1
0
2
7
9
Stage 1 -
-
-
-
-
-
~
2
1
1
-
6
8
1
5
3
-
Stage 2- - -
-
-
-
3
6
4
1
5
3
-
1
1
1
1
1
-
Platoon blocked, %- -
-
-
Mov Cap-1 Maneuver 196
-
-
~
1
4
-
-
~
2
0
~
5
1
-
0
2
7
9
Mov Cap-2 Maneuver- - -
-
-
-
~
2
0
-
-
0
-
Stage 1- - -
-
-
-
~
2
1
1
-
6
7
1
5
3
-
Stage 2- - -
-
-
-
3
5
1
1
5
3
-
-
1
1
-
ApproachEB
W
B
N
B
S
B
HCM Control Delay, s 0
1
3
.
3
$
1
5
4
0
.
6
HCM LOS
F
-
Minor Lane/Major Mvmt NBLn1NBLn2 EBL
E
B
T
E
B
R
W
B
L
W
B
T
W
B
R
S
B
L
n
1
S
B
L
n
2
Capacity (veh/h)2 51 19
6
-
-
~
1
4
-
-
-
2
7
9
HCM Lane V/C Ratio 8.791 1.918 0.0
1
1
-
-
1
.
7
2
7
-
-
-
0
.
0
3
5
HCM Control Delay (s) $ 6750.8$ 603.9 23.
6
-
-
$
9
0
1
.
7
-
-
-
1
8
.
4
HCM Lane LOS F F
C
-
-
F
-
-
-
C
HCM 95th %tile Q(veh) 3.7 9.7
0
-
-
3
.
7
-
-
-
0
.
1
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
C
o
m
p
u
t
a
t
i
o
n
N
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D
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f
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A
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a
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v
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3
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D
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9
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-
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S
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,
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0
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P
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9
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2
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h
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s
,
%
2
2
2
2
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M
v
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F
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w
4
2
4
5
3
7
5
2
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1
1
M
a
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M
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M
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C
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f
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1
2
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S
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2
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6
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1
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2
6
8
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P
l
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b
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d
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1
M
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4
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1
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2
6
8
4
-
-
-
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A
p
p
r
o
a
c
h
E
B
N
B
S
B
H
C
M
C
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D
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a
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,
s
9
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0
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1
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S
A
M
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L
a
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e
/
M
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j
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M
v
m
t
N
B
L
N
B
T
E
B
L
n
1
E
B
L
n
2
S
B
T
S
B
R
C
a
p
a
c
i
t
y
(
v
e
h
/
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)
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4
6
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-
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V
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R
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o
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.
0
0
4
-
0
.
0
0
9
0
.
0
2
9
-
-
H
C
M
C
o
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t
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o
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D
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(
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)
7
.
6
0
1
2
.
7
9
.
4
-
-
H
C
M
L
a
n
e
L
O
S
A
A
B
A
-
-
H
C
M
9
5
t
h
%
t
i
l
e
Q
(
v
e
h
)
0
-
0
0
.
1
-
-
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
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t
e
TIA for Glenmore Residential Developme
n
t
i
n
S
o
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t
h
l
a
k
e
,
T
X
T
i
m
i
n
g
P
l
a
n
:
P
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
Lane Group EBL EBT
E
B
R
W
B
U
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Volume (vph) 102 183
7
3
7
4
7
3
1
8
0
9
7
2
4
4
2
6
1
2
9
0
Future Volume (vph) 102 183
7
3
7
4
7
3
1
8
0
9
7
2
4
4
2
6
1
2
9
0
Peak Hour Factor0.93 0.93 0.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
0
.
9
3
Adj. Flow (vph)110 1975
3
8
0
8
3
4
1
9
1
0
4
2
6
4
2
8
1
3
9
0
Shared Lane Traffic (%)Lane Group Flow (vph) 110 197
8
0
0
8
8
3
4
1
9
1
0
4
2
6
3
2
0
1
3
9
1
4
5
Turn Typepm+pt NA
p
m
+
p
t
p
m
+
p
t
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
N
A
Protected Phases7 4
3
3
8
2
6
Permitted Phases4
8
8
8
2
6
Detector Phase7 4
3
3
8
8
2
2
6
6
Switch PhaseMinimum Initial (s) 4.0 4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Minimum Split (s)8.0 20.0
8
.
0
8
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
2
0
.
0
Total Split (s)14.0 101.0
1
4
.
0
1
4
.
0
1
0
1
.
0
1
0
1
.
0
2
5
.
0
2
5
.
0
2
5
.
0
2
5
.
0
Total Split (%)10.0% 72.1%
1
0
.
0
%
1
0
.
0
%
7
2
.
1
%
7
2
.
1
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
1
7
.
9
%
Yellow Time (s)3.5 3.5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
3
.
5
All-Red Time (s)0.5 0.5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
0
.
5
Lost Time Adjust (s) 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Lost Time (s)4.0 4.0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
4
.
0
Lead/LagLead Lag
L
e
a
d
L
e
a
d
L
a
g
L
a
g
Lead-Lag Optimize? Yes Yes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max
N
o
n
e
N
o
n
e
C
-
M
a
x
C
-
M
a
x
N
o
n
e
N
o
n
e
M
a
x
M
a
x
Act Effct Green (s) 108.4 99.7
1
0
5
.
6
9
8
.
3
9
8
.
3
2
1
.
0
2
1
.
0
2
1
.
0
2
1
.
0
Actuated g/C Ratio 0.77 0.71
0
.
7
5
0
.
7
0
0
.
7
0
0
.
1
5
0
.
1
5
0
.
1
5
0
.
1
5
v/c Ratio0.67 0.55
0
.
4
6
0
.
9
6
0
.
0
9
0
.
2
0
0
.
1
2
0
.
6
8
0
.
4
5
Control Delay47.9 10.3
1
3
.
6
2
7
.
5
4
.
3
5
6
.
8
2
0
.
9
7
3
.
7
2
2
.
6
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay47.9 10.3
1
3
.
6
2
7
.
5
4
.
3
5
6
.
8
2
0
.
9
7
3
.
7
2
2
.
6
LOSD B
B
C
A
E
C
E
C
Approach Delay12.3
2
6
.
5
3
7
.
0
4
7
.
6
Approach LOSB
C
D
D
Queue Length 50th (ft) 46 279
1
5
9
7
5
1
6
2
1
3
1
2
1
3
4
Queue Length 95th (ft) 113 337
3
6
1
0
7
3
3
6
5
2
3
5
#
2
0
8
1
0
3
Internal Link Dist (ft)970
4
3
9
1
5
8
1
7
5
Turn Bay Length (ft) 345
3
2
5
1
3
0
1
0
0
Base Capacity (vph) 179 3622
2
2
6
3
5
7
1
1
1
2
4
1
2
8
2
6
6
2
0
5
3
2
5
Starvation Cap Reductn 0 0
0
0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
0
0
Reduced v/c Ratio0.61 0.55
0
.
3
9
0
.
9
6
0
.
0
9
0
.
2
0
0
.
1
2
0
.
6
8
0
.
4
5
Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 47 (34%), Referenced to phase 4:EBTL and 8:WBTL,
S
t
a
r
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o
f
G
r
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e
n
Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.96
1
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(
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(
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(
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(
f
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)
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a
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(
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t
i
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n
S
u
m
m
a
r
y
1: Shady Oaks Drive & Southlake Blvd (F
M
1
7
0
9
)
H
o
r
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o
n
+
S
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t
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TIA for Glenmore Residential Developme
n
t
i
n
S
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l
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k
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,
T
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T
i
m
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g
P
l
a
n
:
P
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
3
Intersection Signal Delay: 22.7
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
C
Intersection Capacity Utilization 92.1%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
F
Analysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be l
o
n
g
e
r
.
Queue shown is maximum after two cycles.Splits and Phases: 1: Shady Oaks Drive & Southlake Blvd
(
F
M
1
7
0
9
)
2: Timberlake Place/Street A & Southlake
B
l
v
d
(
F
M
1
7
0
9
)
H
o
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TIA for Glenmore Residential Developme
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,
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P
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a
n
:
P
M
9/8/2015
S
y
n
c
h
r
o
9
R
e
p
o
r
t
MS
P
a
g
e
1
IntersectionInt Delay, s/veh 3.5MovementEBL EBT E
B
R
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
B
L
S
B
T
S
B
R
Traffic Vol, veh/h6 1884
1
7
7
0
3
2
2
0
1
3
4
0
5
0
1
0
6
Future Vol, veh/h6 1884
1
7
7
0
3
2
2
0
1
3
4
0
5
0
1
0
6
Conflicting Peds, #/hr 0
0
0
0
0
0
0
0
0
0
0
0
Sign Control Free Free Fr
e
e
F
r
e
e
F
r
e
e
F
r
e
e
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
S
t
o
p
RT Channelized- - None
-
-
N
o
n
e
-
-
N
o
n
e
-
-
N
o
n
e
Storage Length350 - 1
3
0
3
4
0
-
-
-
-
0
-
-
0
Veh in Median Storage, # - 0 -
-
0
-
-
0
-
-
0
-
Grade, %- 0 -
-
0
-
-
0
-
-
0
-
Peak Hour Factor97 97
9
7
9
7
9
7
9
7
9
7
9
7
9
7
9
7
9
7
9
7
Heavy Vehicles, %2 2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow6 1942
1
8
7
2
3
3
2
0
1
3
4
0
5
2
1
0
6
Major/MinorMajor1M
a
j
o
r
2
M
i
n
o
r
1
M
i
n
o
r
2
Conflicting Flow All 3333
0
0
1
9
4
2
0
0
3
4
2
7
5
4
3
2
9
7
1
4
2
6
0
5
4
2
6
1
6
6
6
Stage 1- - -
-
-
-
1
9
5
5
1
9
5
5
-
3
4
7
1
3
4
7
1
-
Stage 2- - -
-
-
-
1
4
7
2
3
4
7
7
-
7
8
9
1
9
5
5
-
Critical Hdwy5.34 -
-
5
.
3
4
-
-
6
.
4
4
6
.
5
4
7
.
1
4
6
.
4
4
6
.
5
4
7
.
1
4
Critical Hdwy Stg 1 -
-
-
-
-
-
7
.
3
4
5
.
5
4
-
7
.
3
4
5
.
5
4
-
Critical Hdwy Stg 2- - -
-
-
-
6
.
7
4
5
.
5
4
-
6
.
7
4
5
.
5
4
-
Follow-up Hdwy3.12 -
-
3
.
1
2
-
-
3
.
8
2
4
.
0
2
3
.
9
2
3
.
8
2
4
.
0
2
3
.
9
2
Pot Cap-1 Maneuver 25
-
-
1
3
4
-
-
8
0
2
1
7
2
0
7
3
Stage 1 -
-
-
-
-
-
4
2
1
0
9
-
3
1
7
-
Stage 2- - -
-
-
-
1
1
8
1
7
-
3
1
8
1
0
9
-
Platoon blocked, %- -
-
-
Mov Cap-1 Maneuver 25
-
-
1
3
4
-
-
~
4
0
2
1
7
~
1
0
7
3
Mov Cap-2 Maneuver -
-
-
-
-
-
~
4
0
-
~
1
0
-
Stage 1- - -
-
-
-
3
2
8
3
-
2
8
-
Stage 2- - -
-
-
-
5
0
8
-
1
8
4
8
3
-
ApproachEB
W
B
N
B
S
B
HCM Control Delay, s 0.6
1
.
3
1
4
0
.
1
$
7
5
1
HCM LOS
F
F
Minor Lane/Major Mvmt NBLn1NBLn2 EBL
E
B
T
E
B
R
W
B
L
W
B
T
W
B
R
S
B
L
n
1
S
B
L
n
2
Capacity (veh/h)4 217 2
5
-
-
1
3
4
-
-
1
7
3
HCM Lane V/C Ratio 1.031 0.238 0.2
4
7
-
-
0
.
5
3
9
-
-
1
.
0
3
1
0
.
0
8
5
HCM Control Delay (s) $ 1558.2 26.7 191
.
1
-
-
5
9
.
5
-
-
$
4
9
0
4
.
3
5
8
.
8
HCM Lane LOS F D
F
-
-
F
-
-
F
F
HCM 95th %tile Q(veh) 1.3 0.9 0
.
7
-
-
2
.
6
-
-
0
.
6
0
.
3
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
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