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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 B (1 0 . 5 ) B (1 2 . 7 ) B (1 3 . 1 ) B (1 5 . 6 ) B (1 3 . 3 ) B (1 6 . 0 ) B (1 9 . 9 ) C (2 1 . 9 ) C (20.1)C (22.7) Tr a f f i c Mo v e m e n t Ti m b e r  La k e  Pl a c e / S t r e e t  A E B L ‐‐ ‐‐ ‐‐ ‐‐ C (1 9 . 4 ) F (9 9 . 8 ) ‐‐ ‐‐ C (23.6)F (>100) WB L F (> 1 0 0 ) D (2 6 . 6 ) F (> 1 0 0 ) E (3 6 . 9 ) F (> 1 0 0 ) E (3 7 . 2 ) F (> 1 0 0 ) F (5 8 . 8 ) F (>100)F (59.5) NB L F (> 1 0 0 ) C (1 8 . 5 ) F (> 1 0 0 ) F (> 1 0 0 ) ‐ ‐ ‐ ‐ F (> 1 0 0 ) F (> 1 0 0 ) ‐‐‐‐ NB L T ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ F (> 1 0 0 ) F (> 1 0 0 ) ‐ ‐ ‐ ‐ F (>100)F (>100) NB R F (> 1 0 0 ) C (1 8 . 5 ) F (> 1 0 0 ) C (2 1 . 7 ) F (> 1 0 0 ) C (2 1 . 8 ) F (> 1 0 0 ) D (2 6 . 6 ) F (>100)D (26.7) SB R ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ C (1 6 . 3 ) E (4 1 . 4 ) ‐ ‐ ‐ ‐ C (18.4)F (58.8) SB L ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ F (> 1 0 0 ) ‐ ‐ ‐ ‐ ‐‐F (>100) St r e e t  C EB L ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ B (1 1 . 7 ) B (1 1 . 2 ) ‐ ‐ ‐ ‐ B (12.7)B (12.0) EB R ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ A (9 . 2 ) A (9 . 4 ) ‐ ‐ ‐ ‐ A (9.4)A (9.7) NB L ‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐ A (7 . 6 ) A (7 . 7 ) ‐ ‐ ‐ ‐ A (7.6)A (7.8) KE Y : A,  B,  C,  D,  E,  F  = Le v e l ‐of ‐Se r v i c e  fo r  ea c h  in t e r s e c t i o n  ap p r o a c h NB ,  SB ,  EB ,  WB  = No r t h ‐, So u t h ‐, Ea s t ‐, We s t b o u n d  ap p r o a c h L,  T,  R  = Le f t ,  Th r o u g h ,  Ri g h t  Ap p r o a c h  tu r n i n g  mo v e m e n t AM  = AM  Pe a k  Ho u r  of  Ad j a c e n t  St r e e t PM  = AM  Pe a k  Ho u r  of  Ad j a c e n t  St r e e t NO T E :    Si g n a l i z e d  in t e r s e c t i o n  op e r a t i o n a l  pa r a m e t e r s  an d  op e r a t i o n a l  re s u l t s  we r e  ob t a i n e d  di r e c t l y  fr o m  th e  op t i m i z e d  so f t w a r e  ou t p u t   an d  ma y  di f f e r  sl i g h t l y  fr o m  ac t u a l  tr a f f i c  si g n a l  op e r a t i o n s . Ta b l e  2.    Pe a k  Ho u r  In t e r s e c t i o n  Ca p a c i t y  An a l y s i s  Re s u l t s (S i g n a l i z e d  In t e r s e c t i o n s ) Ta b l e  3.    Pe a k  Ho u r  In t e r s e c t i o n  Ca p a c i t y  An a l y s i s  Re s u l t s (U n s i g n a l i z e d  In t e r s e c t i o n s ) Co n d i t i o n s Sh a d y  Oa k s  Dr i v e 20 2 0  Ba c k g r o u n d  pl u s  Si t e  (S i t e   20 2 0  Ba c k g r o u n d  (w / o  Si t e ) Ex i s t i n g 20 2 5  Ho r i z o n  (w / o  Si t e ) Si g n a l i z e d In t e r s e c t i o n s W.  So u t h l a k e  Bo u l e v a r d  (F M  17 0 9 )  a t 2025  Horizon  plus  Site AM PM AMPMAM2025 Horizon  plus   Site Co n d i t i o n s PM AM PM AM Ex i s t i n g PM AM PM PM AM PM AM 20 2 5  Ho r i z o n  (w / o  Si t e ) 20 2 0  Ba c k g r o u n d  pl u s  Si t e              ( Si t e  Bu i l d o u t ) 20 2 0  Ba c k g r o u n d  (w / o  Si t e ) Sh a d y  Oa k s  Dr i v e  at W.  So u t h l a k e  Bo u l e v a r d  (F M  17 0 9 )  a t Un s i g n a l i z e d In t e r s e c t i o n s P M AM P M AM Gl e n m o r e S i n g l e - F a m i l y R e s i d e n t i a l D e v e l o p m e n t 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  P R O J E C T # 1 5 1 3 5 LEGEND:- Study Site - S t u d y I n t e r s e c t i o n s - Existing Traffic Signal - 2 4 - H o u r T u b e C o u n t s E X H I B I T N o t t o S c a l e EXHIBIT 2 D e S h a z o G r o u p , I n c . J o b N o . 1 5 1 3 5 E x h i b i t C r e a t e d o n 0 9 - 0 8 - 2 0 1 5 PROJECT #15135 - Existing Traffic Signal S t r e e t A Street C Southlake Boulevard (FM 1709) S h a d y O a k s D r i v e Ex h i b i t 3 A . E x i s t i n g A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 1 0 1 1 4 7 2 4 4 5 1 5 9 1 1 1 0 4 6 1 0 6 4 4372 Ti mb e r l a k e P l ac e1689 0 2 5 5 5 2 2 S o u t h l a k e B l v d (F M 1 7 0 9 ) 2 2 1 0 8 8 Sha dy Oa k s Drive Ex h i b i t 3 B . E x i s t i n g P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 1 8 3 1 9 7 2 1 3 6 6 2 5 5 5 2 3 5 6 6 5 8 70100 Ti mb e r l a k e P l ac e450 0 1 3 9 8 1 7 S o u t h l a k e B l v d (F M 1 7 0 9 ) 7 0 2 3 9 5 Sha dy Oa k s Drive Ex h i b i t 4 A . 2 0 2 0 B a c k g r o u n d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 1 0 1 1 7 0 2 8 3 4 1 7 1 0 1 3 1 2 1 3 1 2 3 5 1483 Ti mb e r l a k e P l ac e1689 0 2 9 6 2 2 2 S o u t h l a k e B l v d (F M 1 7 0 9 ) 2 2 1 2 6 1 Sha dy Oa k s Drive Ex h i b i t 4 B . 2 0 2 0 B a c k g r o u n d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 2 1 4 2 2 8 3 1 5 8 4 2 6 4 6 2 7 3 1 7 5 1 0 10116 Ti mb e r l a k e P l ac e450 0 1 6 2 1 1 7 S o u t h l a k e B l v d (F M 1 7 0 9 ) 7 0 2 7 7 6 Sha dy Oa k s Drive Ex h i b i t 5 A . 2 0 2 5 H o r i z o n A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9 / 8 / 2 0 1 5 1 0 1 1 9 8 3 2 8 6 2 0 1 2 1 5 1 4 0 6 1 4 2 5 9497 Ti mb e r l a k e P l ac e1689 0 3 4 3 4 2 2 S o u t h l a k e B l v d (F M 1 7 0 9 ) 2 2 1 4 6 2 Sha dy Oa k s Drive Ex h i b i t 5 B . 2 0 2 5 H o r i z o n P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 2 4 4 2 6 9 7 1 8 3 6 3 7 4 7 3 1 6 6 8 7 1 1 70134 Ti mb e r l a k e P l ac e450 0 1 8 7 9 1 7 S o u t h l a k e B l v d (F M 1 7 0 9 ) 7 0 3 2 1 9 Sha dy Oa k s Drive 5 0 % 3 0 % 6 0 % 5 0 % 1 0 % 3 5 % 2 5 % 1 5 % 1 5 % P R O J E C T # 1 5 1 3 5 LEGEND:- Study Site - S t u d y I n t e r s e c t i o n s - Existing Traffic Signal - 2 4 - H o u r T u b e C o u n t s E X H I B I T N o t t o S c a l e 3 0 % 3 0 % 6 0 % 7 0 % 1 0 % 5 % 2 5 % 1 0 % 6 0 % 5 5 % 5 % P R O J E C T # 1 5 1 3 5 E X H I B I T N o t t o S c a l e LEGEND:- Study Site - S t u d y I n t e r s e c t i o n s - I n b o u n d / O u t b o u n d T r i p D i s t r i b u t i o n - Existing Traffic Signal - 2 4 - H o u r T u b e C o u n t s - I n b o u n d / O u t b o u n d T r a f f i c A s s i g n m e n t X % X % Ex h i b i t 7 A . S i t e G e n e r a t e d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group TI A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9 / 8 / 2 0 1 5 0 0 0 2 2 0 0 4 3 2 002 T imber la k e P l ace000 2 2 0 S o u t h l a k e B l v d (F M 1 7 0 9 ) 0 2 4 S t r e e t A 209 50 S t r e e t C 4 2 2 01 S ha d y O a k s Dr i v e Ex h i b i t 7 B . S i t e G e n e r a t e d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group Ma p - T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 0 0 0 6 1 0 0 1 3 1 0 1 201 T imber la k e P l ace000 6 6 0 S o u t h l a k e B l v d (F M 1 7 0 9 ) 0 1 1 3 S t r e e t A 106 1 50 S t r e e t C 2 1 3 04 S ha d y O a k s Dr i v e Ex h i b i t 8 A . 2 0 2 0 B a c k g r o u n d P l u s S i t e G e n e r a t e d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group Ma p - T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 1 0 1 1 7 2 2 8 3 6 1 7 1 0 1 3 1 2 1 7 1 2 6 7 1485 T imber la k e P l ace16089 2 2 9 6 4 2 2 S o u t h l a k e B l v d (F M 1 7 0 9 ) 2 2 1 2 6 3 4 S t r e e t A 209 528 3 S t r e e t C 4 2 2 1 5 21 S ha d y O a k s Dr i v e Ex h i b i t 8 B . 2 0 2 0 B a c k g r o u n d P l u s S i t e G e n e r a t e d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group Ma p - T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 2 1 4 2 2 8 9 1 5 8 5 2 6 4 6 2 7 4 5 8 5 1 1 30117 T imber la k e P l ace4050 6 1 6 2 6 1 7 S o u t h l a k e B l v d (F M 1 7 0 9 ) 7 0 2 7 7 8 1 3 S t r e e t A 106 1 5161 S t r e e t C 2 1 3 1 9 54 S ha d y O a k s Dr i v e Ex h i b i t 9 A . 2 0 2 5 H o r i z o n P l u s S i t e G e n e r a t e d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group Ma p - T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 1 0 1 1 9 9 3 2 8 8 2 0 1 2 1 5 1 4 1 0 1 4 5 7 9499 T imber la k e P l ace16089 2 3 4 3 6 2 2 S o u t h l a k e B l v d (F M 1 7 0 9 ) 2 2 1 4 6 4 4 S t r e e t A 209 534 5 S t r e e t C 4 2 2 1 8 51 S ha d y O a k s Dr i v e Ex h i b i t 9 B . 2 0 2 5 H o r i z o n P l u s S i t e G e n e r a t e d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale DeShazo Group Ma p - T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 2 4 4 2 6 1 0 2 1 8 3 7 3 7 4 7 3 1 8 0 9 7 1 2 90135 T imber la k e P l ace4050 6 1 8 8 4 1 7 S o u t h l a k e B l v d (F M 1 7 0 9 ) 7 0 3 2 2 0 1 3 S t r e e t A 106 1 5195 S t r e e t C 2 1 3 2 3 74 S ha d y O a k s Dr i v e Ex h i b i t 1 0 . I n t e r s e c t i o n R o a d w a y G e o m e t r y North ^Not to Scale DeShazo Group Ma p - T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e n t i n S o u t h l a k e , T X 9/8/2015 T imber la k e P l ace S o u t h l a k e B l v d (F M 1 7 0 9 ) S t r e e t A S t r e e t C S h a d y O a k s Dr i v e 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.  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 De t a i l e d L a n d U s e D a t a Pr o j e c t : Ph a s e : De s c r i p t i o n : Open Date:Analysis Date: 15 1 3 5 Ph a s e 1 Tr a f f i c I m p a c t A n a l y s i s 9/3/2015 9/3/2015 Fo r 5 4 D w e l l i n g U n it s o f S F H O U S E 1 ( 2 1 0 ) S i n g l e - F a m i l y D e t a c h e d H o u s i n g Da y / P e r i o d Ra t e Av g Ra t e Mi n Ra t e Ma x De v St d Tr i p s Pa s s - B y Si z e Av g En t e r Ex i t %% Eq . Us e Equation R2 Tr i p s To t a l We e k d a y A v e r a g e D a i l y T r i p s 9. 5 2 4 . 3 1 3. 7 21 . 8 5 19 8 5 0 5 0 T r u e L n ( T ) = 0 . 9 2 L n ( X ) + 2 . 7 2 0 . 9 5 59 6 0 We e k d a y A M P e a k H o u r o f A d j a c e n t S t r e e t T r a f f i c 0. 7 5 0 . 3 3 0. 9 2. 2 7 19 4 2 5 7 5 T r u e T = 0 . 7 0 ( X ) + 9 . 7 4 0.89 48 0 We e k d a y P M P e a k H o u r o f A d j a c e n t S t r e e t T r a f f i c 1 0 . 4 2 1. 0 5 2. 9 8 20 7 6 3 3 7 T r u e L n ( T ) = 0 . 9 0 L n ( X ) + 0 . 5 1 0 . 9 1 60 0 1 TR I P G E N E R A T I O N 2 0 1 3 , T R A F F I C W A R E , L L C So u r c e : I n s t i t u t e o f T r a n s p o r t a t i o n E n g i n e e r s , T r i p G e n e r a t i o n M a n u a l 9 t h E d i t i o n , 2 0 1 2             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 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 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) E x i s t i n g T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 7 2 F u t u r e V o l u m e ( v p h ) 7 2 P e a k H o u r F a c t o r 0 . 9 1 A d j . F l o w ( v p h ) 7 9 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y 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 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 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 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 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 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 ) 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 : 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)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 t a r t o f G r e e n Natural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.70 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) E x i s t i n g T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 1 0 0 F u t u r e V o l u m e ( v p h ) 1 0 0 P e a k H o u r F a c t o r 0 . 9 3 A d j . F l o w ( v p h ) 1 0 8 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y 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 : 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: 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 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 : 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 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 g r o u n d 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) 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 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) B a c k g r o u n d T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 8 3 F u t u r e V o l u m e ( v p h ) 8 3 P e a k H o u r F a c t o r 0 . 9 1 A d j . F l o w ( v p h ) 9 1 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m 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 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: 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 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 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 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 ) B a c k g r o u n d 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)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, S t a r t o f G r e e n Natural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) B a c k g r o u n d T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 1 1 6 F u t u r e V o l u m e ( v p h ) 1 1 6 P e a k H o u r F a c t o r 0 . 9 3 A d j . F l o w ( v p h ) 1 2 5 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m 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 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 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 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 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 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 ) 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 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) 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, S t a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) B a c k g r o u n d + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 8 5 F u t u r e V o l u m e ( v p h ) 8 5 P e a k H o u r F a c t o r 0 . 9 1 A d j . F l o w ( v p h ) 9 3 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m 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 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: 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 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 k g r o u n d + S i t e 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 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 - - - C HCM 95th %tile Q(veh) 3.8 7.4 0 - - 2 . 8 - - - 0 . 1 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 3 : S h a d y O a k s D r i v e & S t r e e t C B a c k g r o u n d + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 6 M o v e m e n t E B L E B R N B L N B T S B T S B R T r a f f i c V o l , v e h / h 4 2 2 5 2 8 3 1 5 2 1 F u t u r e V o l , v e h / h 4 2 2 5 2 8 3 1 5 2 1 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 4 2 4 5 3 0 8 1 6 5 1 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 4 8 4 1 6 6 1 6 6 0 - 0 S t a g e 1 1 6 6 - - - - - S t a g e 2 3 1 8 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 5 4 2 8 7 8 1 4 1 2 - - - S t a g e 1 8 6 3 - - - - - S t a g e 2 7 3 8 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 4 0 8 7 8 1 4 1 2 - - - M o v C a p - 2 M a n e u v e r 5 4 0 - - - - - S t a g e 1 8 6 3 - - - - - S t a g e 2 7 3 5 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 . 6 0 . 1 0 H C M L O S A M i n o r L a n e / M a j o r 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 / h ) 1 4 1 2 - 5 4 0 8 7 8 - - H C M L a n e V / C R a t i o 0 . 0 0 4 - 0 . 0 0 8 0 . 0 2 7 - - H C M C o n t r o l D e l a y ( s ) 7 . 6 0 1 1 . 7 9 . 2 - - 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 ) 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 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)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, S t a r t o f G r e e n Natural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) B a c k g r o u n d + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 1 1 7 F u t u r e V o l u m e ( v p h ) 1 1 7 P e a k H o u r F a c t o r 0 . 9 3 A d j . F l o w ( v p h ) 1 2 6 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m 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 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 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 k g r o u n d + S i t e 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 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 : S h a d y O a k s D r i v e & S t r e e t C B a c k g r o u n d + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 7 M o v e m e n t E B L E B R N B L N B T S B T S B R T r a f f i c V o l , v e h / h 2 1 3 1 5 1 6 1 1 9 5 4 F u t u r e V o l , v e h / h 2 1 3 1 5 1 6 1 1 9 5 4 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 2 1 4 1 6 1 7 5 2 1 2 4 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 4 2 2 2 1 4 2 1 6 0 - 0 S t a g e 1 2 1 4 - - - - - S t a g e 2 2 0 8 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 5 8 8 8 2 6 1 3 5 4 - - - S t a g e 1 8 2 2 - - - - - S t a g e 2 8 2 7 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 8 0 8 2 6 1 3 5 4 - - - M o v C a p - 2 M a n e u v e r 5 8 0 - - - - - S t a g e 1 8 2 2 - - - - - S t a g e 2 8 1 6 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 . 6 0 . 7 0 H C M L O S A M i n o r L a n e / M a j o r 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 / h ) 1 3 5 4 - 5 8 0 8 2 6 - - H C M L a n e V / C R a t i o 0 . 0 1 2 - 0 . 0 0 4 0 . 0 1 7 - - H C M C o n t r o l D e l 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 e e n Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.95 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) H o r i z o n T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 9 7 F u t u r e V o l u m e ( v p h ) 9 7 P e a k H o u r F a c t o r 0 . 9 1 A d j . F l o w ( v p h ) 1 0 7 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c 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 o 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 e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.95 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) H o r i z o n T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 1 3 4 F u t u r e V o l u m e ( v p h ) 1 3 4 P e a k H o u r F a c t o r 0 . 9 3 A d j . F l o w ( v p h ) 1 4 4 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c 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 : 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: 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 ) 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 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 i z o n + S i t e 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) 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 a r t o f G r e e n Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.96 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) H o r i z o n + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 9 9 F u t u r e V o l u m e ( v p h ) 9 9 P e a k H o u r F a c t o r 0 . 9 1 A d j . F l o w ( v p h ) 1 0 9 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c 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 + S i t e 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: 20.2 I n t e r s e c t i o n L O S : C Intersection Capacity Utilization 88.4% 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/Street A & Southlake B l v d ( F M 1 7 0 9 ) H o r i z o n + S i t e 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 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 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 3 : S h a d y O a k s D r i v e & S t r e e t C H o r i z o n + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 5 M o v e m e n t E B L E B R N B L N B T S B T S B R T r a f f i c V o l , v e h / h 4 2 2 5 3 4 5 1 8 5 1 F u t u r e V o l , v e h / h 4 2 2 5 3 4 5 1 8 5 1 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 4 2 4 5 3 7 5 2 0 1 1 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 8 8 2 0 2 2 0 2 0 - 0 S t a g e 1 2 0 2 - - - - - S t a g e 2 3 8 6 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 4 7 1 8 3 9 1 3 7 0 - - - S t a g e 1 8 3 2 - - - - - S t a g e 2 6 8 7 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 6 9 8 3 9 1 3 7 0 - - - M o v C a p - 2 M a n e u v e r 4 6 9 - - - - - S t a g e 1 8 3 2 - - - - - S t a g e 2 6 8 4 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 . 9 0 . 1 0 H C M L O S A M i n o r L a n e / M a j o r 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 / h ) 1 3 7 0 - 4 6 9 8 3 9 - - H C M L a n e V / C R a t i o 0 . 0 0 4 - 0 . 0 0 9 0 . 0 2 9 - - H C M C o n t r o l D e l a y ( s ) 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 i z o n + S i t e 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) 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 t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.96 1 : S h a d y O a k s D r i v e & S o u t h l a k e B l v d ( F M 1 7 0 9 ) H o r i z o n + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 L a n e G r o u p S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l u m e ( v p h ) 1 3 5 F u t u r e V o l u m e ( v p h ) 1 3 5 P e a k H o u r F a c t o r 0 . 9 3 A d j . F l o w ( v p h ) 1 4 5 S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) 0 T u r n T y p e P r o t e c t e d P h a s e s P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) M i n i m u m S p l i t ( s ) T o t a l S p l i t ( s ) T o t a l S p l i t ( % ) Y e l l o w T i m e ( s ) A l l - R e d T i m e ( s ) L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L e a d - L a g O p t i m i z e ? R e c a l l M o d e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c 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 + S i t e 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 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 r i z o n + S i t e 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 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 +: 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 3 : S h a d y O a k s D r i v e & S t r e e t C H o r i z o n + S i t e T I A f o r G l e n m o r e R e s i d e n t i a l D e v e l o p m e 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 / 2 0 1 5 S y n c h r o 9 R e p o r t M S P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 6 M o v e m e n t E B L E B R N B L N B T S B T S B R T r a f f i c V o l , v e h / h 2 1 3 1 5 1 9 5 2 3 7 4 F u t u r e V o l , v e h / h 2 1 3 1 5 1 9 5 2 3 7 4 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 2 1 4 1 6 2 1 2 2 5 8 4 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 0 5 2 6 0 2 6 2 0 - 0 S t a g e 1 2 6 0 - - - - - S t a g e 2 2 4 5 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 5 2 7 7 7 9 1 3 0 2 - - - S t a g e 1 7 8 3 - - - - - S t a g e 2 7 9 6 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 2 0 7 7 9 1 3 0 2 - - - M o v C a p - 2 M a n e u v e r 5 2 0 - - - - - S t a g e 1 7 8 3 - - - - - S t a g e 2 7 8 5 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 0 . 6 0 H C M L O S B M i n o r L a n e / M a j o r 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 / h ) 1 3 0 2 - 5 2 0 7 7 9 - - H C M L a n e V / C R a t i o 0 . 0 1 3 - 0 . 0 0 4 0 . 0 1 8 - - H C M C o n t r o l D e l a y ( s ) 7 . 8 0 1 2 9 . 7 - - 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 - -