Item 6B - TIA TD Ameritrade -Revised 04-12-2016TRAFFIC IMPACT ANALYSIS FOR
W I LKS TRACT
OFFICE DEVELOPMENT
SOUTHLAKE, TEXAS
DeShazo Project No. 15140
Prepared for:
IP1I Arrbitc-i-t'z
4949 Addison Circle
Addison, Texas 75001
Prepared by:
DeShazo Group, Inc.
Texas Registered Engineering Firm F-3199
400 South Houston Street, Suite 330
Dallas, Texas 75202
214.748.6740
Revised
April 12, 2016
DeShazo Group
3.S 9/Pose np FirleoPFvhPvl
Traffic. Transportation Planning. Parking. Design.
Table of Contents
EXECUTIVE SUMMARY.................................................................................................. i
Introduction................................................................................................................ 1
ProjectDescription...................................................................................................... 1
TrafficVolumes........................................................................................................... 3
ExistingTraffic Volumes................................................................................................................. 3
Future Background Traffic Volumes............................................................................................... 3
Site -Related Traffic Volumes.......................................................................................................... 3
TripGeneration...........................................................................................................................3
Trip Distribution and Assignment.................................................................................................4
TrafficVolumes............................................................................................................................4
Future Background plus Site Traffic Volumes................................................................................. 5
Access Assessment...................................................................................................... 5
Access Point -to -Access Point Spacing............................................................................................. 5
SightDistance Criteria.................................................................................................................... 5
Auxiliary Lane Assessment............................................................................................................. 6
Internal Storage (Stacking /Minimum Throat Length) Assessment ................................................. 6
Parking.......................................................................................................................6
TrafficImpact Analysis................................................................................................ 7
AnalysisMethodology............................................................................................... 7
Summaryof Results.................................................................................................. 7
Existing (2015) Conditions.......................................................................................7
Phase I (Year 2017) Background Conditions............................................................7
Phase I (Year 2017) Buildout Conditions..................................................................8
Phase II Background Conditions (Year 2027 — without Site).....................................8
Phase II Site Buildout Condition (Year 2027)...........................................................8
Phase III Background Conditions (Year 2032 - without Site)....................................8
Phase III Site Buildout Conditions (Year 2037).........................................................9
Projected Horizon Conditions without Site (Year 2037) ...........................................9
Projected Horizon plus Site Conditions (Year 2037) .................................................9
Table of Contents
Wilks Tract Development TIA
DeShazo Group, Inc.
April 12, 2016
AnalysisMethodology.............................................................................................. 9
Summary of Roadway Link Analysis Results........................................................... l 1
SUMMARY OF FINDINGS AND RECOMMENDATIONS................................................1 l
Table of Contents
Wilks Tract Development TIA
IL DeShazo Group
35 yzwo o f &xceteercce!
Traffic. Transportation Planning. Parking. Design.
EXECUTIVE SUMMARY
The services of DeShazo Group, Inc. (DeShazo) were retained by MPI Architects to conduct a traffic impact analysis (TIA)
for the proposed Wilks Tract Office development (the "Project") located in the Solana Business Park Campus, east of
SH -114 and south of Kirkland Boulevard in Southlake, Texas. The Project will consist of 355,000 SF of single tenant office
space with a maximum seat count of 1,950 employees. This traffic study evaluates the site buildout in three phases for
a total of 750,000 SF of office space by year 2032. The site is currently vacant and zoned as NRPUD (Non-residential
Planned Unit Development).
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 by phase 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.
The current employee schedules was used as a basis of site trips for the future tenants. Table 1 of the report shows the
number of employees expected to move into the site and the percentage expected to arrive and depart during the AM
and PM respective peak traffic periods of the adjacent roadway network. This percentage was then applied to the
subsequent phases of development.
Another commercial development (proposed by others and separate from this project): a 250 -room hotel in the
southeast corner of the SH-114/Kirkwood Boulevard intersection was assumed to be built by the year 2020 and was
added to the 2027 Background Phase II conditions. The trips from the development at One East Kirkwood, which was
under construction when the traffic data was collected, were also added to the back ground traffic.
Table 2 of the report presents a summary of the expected operational level of service (LOS) expected on the adjacent
roadway network with the expected site generated traffic for Phase I, Phase II, Phase III and the 2037 Horizon Year. The
following findings and recommendations are based upon proposed the phase of development of the subject property in
accordance with the development scenario outlined in the Project Description section of this report.
Phase I - Recommended Improvements
1) Traffic signals at the SH -114 and Kirkwood Boulevard frontage road intersections will be needed
concurrent with Phase I development of the project. In addition to the traffic signal, existing lane control
should be evaluated to consider providing dual left turn lanes for westbound -to -southbound, northbound -
to -westbound and southbound -to -eastbound by permitting left/through movements from the center lane
with lane markings and signing. The developers of Solana Business Park, with the cities of Southlake and
Westlake along with TxDOT may need to coordinate to build the traffic signals.
2) A traffic signal at Dove Road and Kirkwood Boulevard will be needed with Phase I development by year
2017.
3) Site driveways #1 and #2 are full -access driveways and will require right -turn and left -turn deceleration
lanes.
4) Site driveways #1 and #2 will require two outbound lanes at the intersection approach with Kirkwood
Boulevard.
400 South Houston Street, Suite 330 Dallas, Texas 75202 P. 214.748.6740 F. 214.748.7037 w .deshazogroup.com
DeShazo Group, Inc.
April 12, 2016
5) Site Driveway #4 lines up with TW King Road and will require two inbound and two outbound lanes.
6) A traffic signal warrant study should be conducted at Kirkwood Boulevard and T W King Road after the
completion of Phase I.
7) Restripe eastbound and westbound through lane control at SH -114 and Dove Road for shared through/left
turn movements.
Phase II- Recommended Improvements
Additional engineering evaluation should be completed on the following improvements.
1) SH -114 Northbound Off -Ramp at Kirkwood Blvd.:
- An additional northbound left -turn lane
- An exclusive northbound right -turn lane
2) T W King Road at Kirkwood Blvd.:
- An additional eastbound left -turn lane
- An additional southbound left -turn lane
3) SH -114 Northbound Off -Ramp at Dove Road:
- An additional northbound left -turn lane
- Convert the northbound shared left -through lane to separate through lane
- Convert the eastbound right shoulder to an additional eastbound through lane
- Restripe eastbound approach as exclusive left -turn lane, shared -left -through lane, and through lane
- An exclusive westbound right -turn lane
4) SH -114 Southbound Off -Ramp at Dove Road:
- Convert the westbound right shoulder to an additional westbound through lane
- Restripe westbound approach as exclusive left -turn lane, shared -left -through lane, and through lane
5) Dove Road at Kirkwood Blvd.:
- An additional eastbound left -turn lane
- An additional southbound right -turn lane
Phase III- Recommended Improvements
1) If TxDOT and the cities of Southlake and Westlake construct frontage roads by 2032 and reverse the NB
off -ramp for SH -114 near the site, the listed recommended improvements at SH-114/Dove Road and at
Kirkwood Boulevard/SH-114 may not be necessary.
Wilks Tract Development TIA
Page ii
DeShazo Group
35 Vzow of Excettence!
Traffic. Transportation Planning. Parking. Design.
Technical Memorandum
To: Randall G. Bauer, AIA — MPI Architects
From: J. Mark Mathis, P.E. — DeShazo Group, Inc.
Date: April 12, 2016
Re: A Traffic Impact Analysis for Wilks Tract, a Proposed Office Development in Southlake, Texas
(DeShazo #15140)
Introduction
DeShazo Group is a profession consulting firm providing licensed engineers skilled in the field of traffic and
transportation engineering. The services of DeShazo Group, Inc., were retained by MPI Architects to conduct
a traffic impact analysis (TIA) for Wilks Tract, a proposed office development located on the western side of
Kirkwood Boulevard and the eastern side of the SH -114 between Kirkwood Boulevard and Dove Road in
Southlake, Texas (see site location map in Exhibit 1).
This study examines the potential traffic generated by the proposed development plan and determines the
general availability of access and roadway capacity available to serve it for the following scenarios.
• Existing conditions (2015)
• Phase I Project buildout (2017)
• Phase II Project buildout (2027)
• Phase III/Site buildout of Project (2032)
• Horizon/Project Site buildout plus 5 years (2037)
Once finalized, this report will be provided to City of Southlake staff and TxDOT for review and to fulfill the
associated requirements of the local approval process.
Project Description
The Project will consist of 355,000 SF of single tenant office space with a maximum seat count of 1,950
employees. This traffic study evaluates the site buildout in three phases for total of 750,000 SF of office
space by year 2032. The site is currently vacant and zoned as NRPUD (Non-residential Planned Unit
Development). Exhibit 2 offers a conceptual site plan for the proposed development. The following
assumptions were included in the analysis of the project development.
Another commercial development (proposed by others and separate from this project): a 250 -room hotel in
the southeast corner of the SH-114/Kirkwood Boulevard intersection was assumed to be built by the year
2020 and was added to the background 2022 conditions. The trips from the development at One Kirkwood
Wilks Tract Development TIA
Page 1
DeShazo Group, Inc.
April 12, 2016
which was under construction when the traffic data was collected and was also added to the background
traffic. Based upon discussions with the City of Southlake staff, the following assumptions were made.
1) Kirkwood Boulevard's right-of-way to the east, north and south of the site would be dedicated to the
City of Southlake. The City will concurrently widen the existing two-lane section of Kirkwood
Boulevard to a four -lane, divided roadway with construction anticipated to commence in the
summer of 2016.
2) The westbound SH -114 frontage road adjacent to the site was not assumed to be built by year 2032.
3) Traffic volumes for the One Kirkwood development at the northeast corner of the Kirkwood/SH-114
intersection were provided by the City and were included in the background traffic volumes.
4) The City of Westlake's proposed developments were not included in the analyses.
Roadways and Accessibility
The following existing roadways will provide access to the subject site and are included in the study area.
• SH -114 (classification: Freeway)
o Six -lane, divided freeway with auxiliary lanes and ramps for major intersections between
Dove Road and Kirkwood Boulevard
• Kirkwood Boulevard (classification: A41) —100' Arterial)
o Six -lane, divided roadway east of SH -114 and west of TW King Road (The portion of roadway
west of SH -114 is called Solana Boulevard and is also a six -lane, divided roadway.)
o Four -lane, divided roadway from T.W. King Road to Tyler Street
o Two-lane, undivided roadway between Tyler Street and Stockton Drive
o Four -lane, divided roadway between Stockton Drive and Dove Road (The portion of Kirkwood
Boulevard south of Dove Road to White Chapel Boulevard has not been constructed.)
• SH -114 ramps
o The northbound SH -114 off -ramp at its intersection with Kirkwood Drive is a three -lane, one-
way roadway adjacent to the site and the southbound SH -114 off -ramp at the intersection is
also a three -lane, one-way roadway.
• T.W. King Road (classification: C2U — 70' Collector)
o Two-lane, undivided roadway east of SH -114 and north of Kirkwood Boulevard. The portion
of T.W. King Road at the approach with Kirkwood Boulevard is a four -lane, undivided
roadway.
• Dove Road (classification: A41) — 88' Arterial)
o Four -lane, divided roadway east of SH -114 to Kirkwood Boulevard. The portion of Dove Road
east of Kirkwood Boulevard to White Chapel Boulevard is a two-lane, undivided roadway.
The following intersections were also included in the traffic impact analysis.
• SH -114 at Kirkwood Boulevard/Solana Boulevard (All -way STOP control)
• SH -114 at Dove Road (Existing traffic signal)
• Kirkwood Boulevard at T.W. King Road / Future Site Access Driveway (All -way STOP control)
• Kirkwood Boulevard at Dove Road (Two-way STOP control)
• Kirkwood Boulevard east/south of Sabre Driveway at three site driveways — Proposed site
driveways 1, 2 and 3 (Two-way STOP control)
Wilks Tract Development TIA
Page 2
DeShazo Group, Inc.
April 12, 2016
• Kirkwood Boulevard west of Sabre Driveway at T.W. King Road, one site driveway — Proposed site
Driveway 4 (All -way STOP control)
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 and projected future background traffic conditions, future traffic conditions with the proposed
project fully developed and operational, and a final scenario occurring five years after development is
complete. Once current traffic information was collected, future background volumes were developed 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. The resulting traffic impact to operational conditions can be assessed by
adding the site -generated traffic to the future background traffic from which mitigation measures may be
recommended.
Existing Traffic Volumes
Existing peak -hour traffic volumes were collected in the study area on April 7, 2015. Trips from the
development at One Kirkwood on the northeast corner of the Kirkwood Boulevard/SH-114, which was under
construction when the traffic data was collected, was added to the back ground traffic. These volumes are
shown in Exhibits 3A -3B. Detailed traffic counts can be found in Appendix A.
Future Background Traffic Volumes
The standard procedures for determining future background or non -site -related traffic involves three steps.
The first step is to determine an average annual growth rate for the roadways in the study area. The next 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. For this project, we
assumed a 2017 Phase I Buildout Year, 2027 Phase II Site Buildout Year, 2032 Phase III Site Buildout Year and
2037 Horizon Year.
An average annual growth rate of 3% was assumed per year and was applied each year for the next 17 years
for this project. This growth rate should account for unknown future development that may occur adjacent
or nearby the studied roadway network.
Also, the traffic generated by the other commercial developments, located in the southeast corner of
Kirkwood Boulevard/SH-114 intersection was added to the 2022 background traffic. Applying the growth
factors to the existing traffic volumes yields the 2017, 2022, 2027 and 2032 AM and PM background volumes
shown in Exhibits 4A, 4B, 5A, SB, 6A, 6B, 7A & 7B, respectively.
Site -Related Traffic Volumes
Trip Generation
Since the single tenant of the proposed site will be moving their current operation to the subject site,
employee numbers and trip patterns were provided by the tenant and those values were used as a basis of
trips in and out of the site. The tenant expects to employ 1,566 staff by the end of 2017, Phase I completion.
The tenant provided the expected staff to arrive and depart the site based upon employee work schedules.
Phase II is expected to begin at an unspecified time in the future at which time the number of staff reaches
the maximum expected capacity of 1,950. Phase II is estimated to permit the addition of 11000 employees.
Wilks Tract Development TIA
Page 3
DeShazo Group, Inc.
April 12, 2016
Likewise, when the number employees reaches the Phase II building capacity, Phase III will be constructed.
Phase III is estimated to permit 2,000 additional employees.
Since this is a single tenant, it was assumed employees arriving during the AM peak would be counted as
inbound only with no outbound trips to provide as an example of the highest expected concentration of
traffic to the site. Likewise, for the PM peak period, it was assumed employees departing would be counted
as outbound only with no inbound trips provided as an example of the highest expected concentration of
traffic exiting the site.
Trip generation for the hotel expected to be constructed near the subject site was calculated using the
Institute of Transportation Engineers (ITE) Trip Generation Manual (91" 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 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 site development is provided in Table 1. The
table of employee work schedules provided by the future site tenant, as well as the appropriate Trip
Generation Manual (91" Edition) excerpts for the expected hotel site traffic are provided in Appendix B.
TABLE 1
Wilks Tract plus Adjacent Tract Trip Generation
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 8A -8B, Exhibits 9A -9B and Exhibits 10A -10B illustrate the approach and
departure percentages assumed for site -generated traffic in this study during Phase I, Phase II and Phase III,
respectively.
Traffic Volumes
Determination of the traffic impact associated with the project is measured by comparing the change in
operational conditions before and after the 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
Wilks Tract Development TIA
Page 4
AM Peak
Phase
Daily
PM Peak Hour
Land Use
Quantity
Hour
Hour
Traffic
-----------
---------------r
In I Out
In
Out
TD Ameritrade
1,566
Phase I
3132
1007 0
0
1016
Single Tenant
Employees
TD Ameritrade
2,950
Phase II
Single Tenant
Employees
5900
1897 0
0
1915
(plus Phase 1)
310—Hotel
(by others)
250 Rooms
1,864
78 55
77
73
Phase III - Site Buildout
TD Ameritrade
4,950
(Phase I & II)
Single Tenant
Employees
9900
3183 0
0
3213
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 8A -8B, Exhibits 9A -9B and Exhibits 10A -10B illustrate the approach and
departure percentages assumed for site -generated traffic in this study during Phase I, Phase II and Phase III,
respectively.
Traffic Volumes
Determination of the traffic impact associated with the project is measured by comparing the change in
operational conditions before and after the 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
Wilks Tract Development TIA
Page 4
DeShazo Group, Inc.
April 12, 2016
traffic was calculated by multiplying the trip generation values (from Table 1) by the corresponding traffic
approach and departure orientations (Exhibits 8A -8B, 9A -9B and 10A -10B). The resulting AM and PM peak -
hour, site -generated traffic volumes for years 2017, 2027 and 2032 of the project are summarized in Exhibits
11A -11B, 12A -12B and 13A -13B, respectively.
Future Background plus Site Traffic Volumes
Adding the new site -related traffic volumes in Exhibits 11A through 13B to the 2017, 2027, 2032 and 2037
background traffic volumes shown in Exhibits 4A -4B, 5A -5B, 6A-613, respectively, yields the total AM and PM
peak periods traffic volumes at the project buildout years as shown in Exhibits 14A -14B, 15A -15B, 16A -16B
and 17A -17B, respectively.
Access Assessment
The access assessment portion of this study examines the following three major areas.
1) The spacing between the proposed driveways and adjacent driveways
2) The spacing between proposed driveways and 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
The City of Southlake controls the access spacing for most of Kirkwood Boulevard with the exception of
Kirkwood Boulevard east of T.W. King Road to Tyler Street North. The City has plans to acquire the ROW for
the entire stretch of Kirkwood Boulevard by end of 2016. The City's Driveway Ordinance (No. 634) requires
250 feet between access points on an arterial facility such as Kirkwood Boulevard in the area of the proposed
development. The site plan (see Exhibit 2) shows that:
• Site Driveway 1 is proposed to be located approximately 300 feet from Tyler Street North and 450
feet from the proposed Site Driveway 2,
• Site Driveway 2 is located approximately 600 feet from the proposed Site Driveway 3,
• Site Driveway 3 is located approximately 350 feet from the existing Sabre Driveway to the north and
will be constructed with Phase 3, final buildout phase of the site development, and
• Site Driveway 4 is located approximately 850 feet east of the SH -114 NB frontage road and lines up
with the SB approach of T.W. King Road.
Therefore, all driveway spacing distances meet the City's minimum driveway spacing requirements.
Sight Distance Criteria
DeShazo conducted a sight distance analysis based upon AASHTO's Design Standards for Horizontal Sight
Distance and Vertical Sight Distance near the project vicinity. The vertical sight distance was not performed
since a field visit to the Project site found that Kirkwood Boulevard and the locations of the site driveways
appear to be on level grade and therefore adequate. The horizontal sight distance analysis determined that
the conceptual site driveways appear to intersect Kirkwood Boulevard at 90 -degree angles to the horizontal
curvature.
All driveways appear to satisfy the AASHTO minimum horizontal sight distance requirements.
Wilks Tract Development TIA
Page 5
DeShazo Group, Inc.
April 12, 2016
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. The City of Southlake requires that auxiliary turn lanes be
provided if the right -turn ingress volume exceeds 50 vehicles in the design hour on an arterial street or if the
speed limit on the street exceeds 40 MPH and the right -turn ingress volume is at least 40 vehicles in the
design hour (Refer to Driveway Ordinance No. 634). Applying these volume threshold standards to the
proposed site traffic (Exhibits 11A through 13B) shows that:
1) The projected southbound, right -turn traffic volumes on Kirkwood Boulevard at Site Driveway 1
exceed the volume threshold for an auxiliary lane (right -turn lane is required);
2) The projected southbound, right -turn traffic volumes on Kirkwood Boulevard at Site Driveway 2
exceed the volume threshold for an auxiliary lane (right -turn lane is required);
3) The projected southbound, right -turn traffic volumes on Kirkwood Boulevard at Site Driveway 3
exceed the volume threshold for an auxiliary lane (right -turn lane is required);
4) The projected eastbound, right -turn traffic volumes on Kirkwood Boulevard at Site Driveway 4
exceed the volume threshold for an auxiliary lane. There is currently a right -turn lane that is striped
for non-use, which can be restriped to serve as a right -turn lane; and
5) Left -turn lanes are required to be built on Kirkwood Boulevard, a divided arterial street, at Site
Driveways 1, 2 and 3 (Refer to Driveway Ordinance No. 634).
Internal Storage (Stacking /Minimum Throat Length) Assessment
This portion of the study examines the site driveways for the internal storage criteria. The City of Southlake
Driveway Ordinance No. 634 (Table Two) states that the internal storage shall be based upon the average
number of parking spaces served per driveway (200+ category for Driveway 1, 2, 3, and 4) and the total
number of parking spaces (200+ category) for this project. Applying the parking threshold standard to the
proposed site plan shows that:
1) Site Driveway 1 as shown on the preliminary site plan on Exhibit 2 has an internal storage length
of approximately 128 feet from the curb and does not meet the City's required minimum storage
length of 150 feet;
2) Site Driveway 2 as shown on the preliminary site plan on Exhibit 2 has an internal storage length
of approximately 190 feet from the curb and meets the City's required minimum internal storage
length of 150 feet;
3) Site Driveway 3 as shown on the preliminary site plan on Exhibit 2 has an internal storage length
of approximately 510 feet from the curb and meets the City's required minimum internal storage
length of 150 feet;
4) Site Driveway 4 as shown on the preliminary site plan on Exhibits 2 has an internal storage
length of approximately 860 feet from the curb and meets the City's required minimum internal
storage length of 150 feet.
All the outbound approaches at the site driveways show a minimum required continuous curb up to the front
right-of-way line.
Parking
This portion of the study examines the proposed parking provided for the development program. Southlake
PD NR -PUD #8 requires one parking space per 300 SF of principal use floor area. The total principal use floor
area is 335,000 SF, so the total parking requirement for Phase I is 1,117 off-street parking spaces. The Phase I
Wilks Tract Development TIA
Page 6
DeShazo Group, Inc.
April 12, 2016
development site plan indicates that 2,111 parking spaces will be provided in both surface lots and a five -
level parking garage. Seventy-five (75) restricted handicap parking spaces will be provided in accordance
with the Texas Accessibility Standards. The site meets the off-street parking requirement established by
code.
Traffic Impact Analysis
Analysis Methodology
Traffic operational conditions for unsignalized and signalized roadway intersections are quantitatively
measured in terms of average delay through the intersection per vehicle in a one-hour period 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). 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 provides a summary of the intersection operational conditions during the peak periods
under the analysis conditions presented previously. Detailed software output can be provided in PDF format
upon request. The findings are as follows.
Existing (2015) Conditions
The following assumption was included as part of the existing conditions analysis.
• The traffic volumes collected April 7, 2015, are representative of average daily traffic levels.
As Table 2 indicates:
1) All signalized intersections operate acceptably during the AM and PM peak periods with 2015 traffic
volumes.
2) The Kirkwood Boulevard/SH-114 SB ramp interchange operates acceptably during the AM and only a
few approach movements operate with low LOS in the PM peak.
3) The Kirkwood Boulevard/SH-114 NB ramp interchange operates at acceptable LOS with the exception
of some approach movements that experience low LOS during the AM and PM peak hours.
Phase I (Year 2017) Background Conditions
The following assumptions were included as part of the future background conditions analysis.
• The traffic volumes collected April 7, 2015, were increased by 3% per year for two years to reflect the
normal growth in the study area and to represent average daily traffic levels for the year 2017.
As Table 2 indicates:
1) All signalized intersections will operate at LOS C or better during the AM and PM peak periods with
2017 traffic volumes.
Wilks Tract Development TIA
Page 7
DeShazo Group, Inc.
April 12, 2016
Phase I (Year 2017) Buildout Conditions
As Table 2 indicates:
1) A traffic signal at the Dove Road/Kirkwood Boulevard intersection will be required to operate at
acceptable LOS with the proposed development.
2) The Kirkwood Boulevard and SH -114 interchange will require traffic signal control to bring the
intersection operation within acceptable LOS, but the northbound off -ramp will still experience poor
LOS in the PM peak period.
3) T.W. King Road and Kirkwood Boulevard will begin to experience poor LOS in the PM peak period.
The construction of a traffic signal may improve this condition.
4) All other existing signalized intersections will operate at LOS C or better during the AM and PM peak
periods.
5) All other unsignalized intersections will operate at acceptable LOS during the AM and PM peak
periods with the proposed developments.
Phase II Background Conditions (Year 2027 — without Site)
The following assumptions were included as part of the future background conditions analysis.
• The traffic volumes collected April 7, 2015, were increased by 3% per year for 12 years to reflect the
normal growth in the study area and to represent average daily traffic levels for the year 2027.
• A traffic signal at the SH-114/Kirkwood Boulevard interchange and at the T.W. King Road/Kirkwood
Boulevard intersection were assumed to be in place before completion of Phase II site development.
As Table 2 indicates:
1) The intersections with SH -114 at Dove Road and at Kirkwood Boulevard begin to show periods of
poor LOS, especially in the PM peak period.
2) All other existing and new traffic signalized intersections will operate at LOS D or better during the
AM and PM peak periods.
3) All other unsignalized intersections are shown to operate at acceptable LOS during the AM and PM
peak periods.
Phase II Site Buildout Condition (Year 2027)
As Table 2 indicates:
1) The intersections with SH -114 and both Dove Road and Kirkwood Boulevard are beginning show
significant periods of delay. Additional lanes may be required to serve the northbound and
eastbound approaches.
2) Kirkwood Boulevard/T.W. King Road -Site driveways 4 will operate with acceptable LOS during the AM
peak period, but may show excessive delay in the PM peak period.
Phase III Background Conditions (Year 2032 - without Site)
The following assumptions were included as part of the future background conditions analysis.
• The traffic volumes collected April 7, 2015, were increased by 3% per year for 12 years to reflect the
normal growth in the study area and to represent average daily traffic levels for the year 2032.
Wilks Tract Development TIA
Page 8
DeShazo Group, Inc.
April 12, 2016
As Table 2 indicates:
1) The SH-114/Dove Road interchange will operate acceptably during the AM peak period; however, it
will operate at a low level of service for the PM period with the additional 2032 background traffic
volumes,
2) The SH -114 and Kirkwood Boulevard will likewise show poor LOS in both AM and PM peak periods.
Intersection approach lane additions may be necessary to improve the model intersection delay.
3) Serious consideration should be given toward completion of the frontage network to provide
additional lanes through the SH -114 intersections.
4) The T.W. King Road and Kirkwood Boulevard will begin to show poor LOS in the PM peak period.
5) Site Driveways #5 and #6 and Kirkwood Boulevard may experience excessive delay in the AM peak
period.
Phase III Site Buildout Conditions (Year 2037)
(Note that this level of traffic modeling on a 22 -year horizon is for discussion purposes only. The tools used for this type
of site traffic engineering analysis are not appropriate for a 22 -year transportation planning analysis.)
As Table 2 indicates:
1) The SH -114 and Dove Road interchange will continue to show poor LOS during the AM and PM peak
periods with 2032 background -plus -site traffic volumes,
2) The SH -114 and Kirkwood Boulevard interchange will operate at LOS F during the AM and PM peak
periods,
3) All other signalized intersections will operate at LOS D or better during the AM and PM peak periods
with the recommended improvements (Refer to Exhibit 21 for details).
4) Site driveways 1, 2 and 3 are shown to experience brief delays during the peak periods due to high
through background volumes on Kirkwood Boulevard.
Projected Horizon Conditions without Site (Year 2037)
The following assumptions were included as part of the future background conditions analysis.
• The traffic volumes collected April 7, 2015, were increased by 3% per year for 22 years to reflect the
normal growth in the study area and to represent average daily traffic levels for the year 2037.
As Table 2 indicates:
1) The SH -114 intersections will continue to experience poor LOS particularly in the PM peak period.
Projected Horizon plus Site Conditions (Year 2037)
As Table 2 indicates:
1) All signalized intersections will operate start to show strain without additional roadway network
improvements.
Roadway Link Analysis
Analysis Methodology
Roadway link analysis is an evaluation technique used to validate the regional roadway network. It is a
comparison of actual or forecasted traffic volumes to the theoretically optimum roadway capacity. Ideally,
Wilks Tract Development TIA
Page 9
DeShazo Group, Inc.
April 12, 2016
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. For this
study, DeShazo applied planning parameters developed by the NCTCOG, which are provided in Table 3 and
Table 4.
The City of Southlake collected three days of road tube counts in various segments along Kirkwood Boulevard
adjacent to the site from April 6 through April 8, 2016. These volumes varied over the three-day period, so
the highest day volumes (Wednesday, April 6, 2016) was used as a starting point for this link capacity
analysis. The segment traffic data on Kirkwood Boulevard from Tyler Street to Round Hallow Road was used
adjacent to site. These volumes were grown by 3% for one year.
For the segment of Kirkwood Boulevard between SH -114 and T.W. King Road, the existing counts collected in
April 2015 were used as a base of data. The background traffic was grown at 3% per year to 2017 and the
projected One Kirkwood traffic was added to the background traffic as the basis for the link analysis.
The site traffic for Phase I was then added to the background link volumes and the ratio of projected volume
to NCTCOG's link service volumes was determined. A summary of the link capacity analysis is provided in
Table 5.
A suburban, residential -area type and minor arterial functional classifications were used in the analysis.
• Kirkwood Boulevard: 4 -lane, divided arterial (adjacent to the site - A4D)
• Kirkwood Boulevard: 6 -lane, undivided collector (between the SH -114 NB frontage road and T.W.
King Road)
Table 3
Hourly Roadway Link Service Volumes (per lane)
XXX = Divided or One -Way Roads, (XXX) = Undivided Roads
Wilks Tract Development TIA
Page 10
Functional Class
Area Type
Principal
Minor
Frontage
Arterial
Arterial
Collector
Road
725
725
475
725
CBD
(650)
(650)
(425)
(650)
Outer Business
775
775
500
775
District
(725)
(725)
(450)
(725)
850
825
525
850
Urban Residential
(775)
(750)
(475)
(750)
Suburban
925
900
575
900
Residential
(875)
(825)
(525)
(825)
1,025
975
600
975
Rural
(925)
1 (875)
(550)
1 (875)
Wilks Tract Development TIA
Page 10
DeShazo Group, Inc.
April 12, 2016
Table 4
Roadway Link level -of -Service Guidelines
(Derived from parameters used by North Central Texas Council of Governments)
Level of
Service
NCTCOG
Volume/Capacity Ratio
C or Better
X < 0.65
DorE
0.65<X=<1
F
X > 1.0
Table 5
Roadway Link Analysis
Summary of Roadway Link Analysis Results
The roadway Link analysis presented in Table 5 indicates the following.
• Kirkwood Boulevard to the east and adjacent to the site will operate well (below capacity) as a four -
lane, divided roadway near the site.
• Kirkwood Boulevard, between SH -114 NB frontage road and T.W. King Road, will operate below
capacity near the site.
SUMMARY OF FINDINGS AND RECOMMENDATIONS
This report examined the access and traffic impact on the adjacent roadway system of the Wilks Tract, a
proposed office development in Southlake, Texas. The findings and recommendations are summarized
below by proposed phase of development.
Phase I - Recommended Improvements
1) Traffic signals at the SH -114 and Kirkwood Boulevard frontage road intersections will be needed
concurrent with Phase I development of the project. In addition to the traffic signal, existing lane control
should be evaluated to consider providing dual left turn lanes for westbound -to -southbound, northbound -
to -westbound and southbound -to -eastbound by permitting left/through movements from the center lane
Wilks Tract Development TIA
Page 11
Hourly Volume
LOS
.......................................................................................................................................................................................................................................................................
AM PM
AM
PM
Roadway
Hourly
Year
Year
Link
Capacity
2017
2017
Year 2017
Yea 2017
per Lane
Plus Site
Plus Site
Existing
Plus Site
Existing
Plus Site
(C)
Existing(V) (V) Existing(V)
(V)
(V/Q
(V/Q
(V/Q
(V/Q
Kirkwood
Blvd.
900 (x 4)
0.09
0.33
0.31
0.49
322 1178 1111
1,772
(C or
(C or
(C or
Adjacent to
= 3,600
(C or better)
better)
better)
better)
site
Between
SH -114 NB
frontage
900 (x 6)
0.30
0.40
0.29
0.39
road &
= 5,400
1,591 2,145 1,568
2,126
(C or better)
(Cor
(Cor
(Cor
better)
better)
better)
T.W. King
Road
Summary of Roadway Link Analysis Results
The roadway Link analysis presented in Table 5 indicates the following.
• Kirkwood Boulevard to the east and adjacent to the site will operate well (below capacity) as a four -
lane, divided roadway near the site.
• Kirkwood Boulevard, between SH -114 NB frontage road and T.W. King Road, will operate below
capacity near the site.
SUMMARY OF FINDINGS AND RECOMMENDATIONS
This report examined the access and traffic impact on the adjacent roadway system of the Wilks Tract, a
proposed office development in Southlake, Texas. The findings and recommendations are summarized
below by proposed phase of development.
Phase I - Recommended Improvements
1) Traffic signals at the SH -114 and Kirkwood Boulevard frontage road intersections will be needed
concurrent with Phase I development of the project. In addition to the traffic signal, existing lane control
should be evaluated to consider providing dual left turn lanes for westbound -to -southbound, northbound -
to -westbound and southbound -to -eastbound by permitting left/through movements from the center lane
Wilks Tract Development TIA
Page 11
DeShazo Group, Inc.
April 12, 2016
with lane markings and signing. The developers of Solana Business Park, with the cities of Southlake and
Westlake along with TxDOT may need to coordinate to build the traffic signals.
2) A traffic signal at Dove Road and Kirkwood Boulevard will be needed with Phase I development by year
2017.
3) Site driveways #1 and #2 are full -access driveways and will require right -turn and left -turn deceleration
lanes.
4) Site driveways #1 and #2 will require two outbound lanes at the intersection approach with Kirkwood
Boulevard.
5) Site Driveway #4 lines up with TW King Road and will require two inbound and two outbound lanes.
6) A traffic signal warrant study should be conducted at Kirkwood Boulevard and T W King Road after the
completion of Phase I.
7) Restripe eastbound and westbound through lane control at SH -114 and Dove Road for shared through/left
turn movements.
Phase II- Recommended Improvements
Additional engineering evaluation should be completed on the following improvements.
1) SH -114 Northbound Off -Ramp at Kirkwood Blvd.:
- An additional northbound left -turn lane
- An exclusive northbound right -turn lane
2) T W King Road at Kirkwood Blvd.:
- An additional eastbound left -turn lane
- An additional southbound left -turn lane
3) SH -114 Northbound Off -Ramp at Dove Road:
- An additional northbound left -turn lane
- Convert the northbound shared left -through lane to separate through lane
- Convert the eastbound right shoulder to an additional eastbound through lane
- Restripe eastbound approach as exclusive left -turn lane, shared -left -through lane, and through lane
- An exclusive westbound right -turn lane
4) SH -114 Southbound Off -Ramp at Dove Road:
- Convert the westbound right shoulder to an additional westbound through lane
- Restripe westbound approach as exclusive left -turn lane, shared -left -through lane, and through lane
5) Dove Road at Kirkwood Blvd.:
- An additional eastbound left -turn lane
- An additional southbound right -turn lane
Phase III- Recommended Improvements
1) If TxDOT and the cities of Southlake and Westlake construct frontage roads by 2032 and reverse the NB
off -ramp for SH -114 near the site, the listed recommended improvements at SH-114/Dove Road and at
Kirkwood Boulevard/SH-114 may not be necessary.
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
Wilks Tract Development TIA
Page 12
DeShazo Group, Inc.
April 12, 2016
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
Wilks Tract Development TIA
Page 13
Table 2. Peak Hour Intersection Capacity Analysis Results
(Signalized Intersections)
A,8,CO3EF-Level-o)servimJorearli lnrerseeaan appmm6 Phase l: Phase ll: Phase ill:
o mor '5X-114 NB BB Ramp at Bove Road: 'SN� NB Off4Ump at Kirkvwod Blvd: �' W KIng Road at Kirk dBW.:
4 T, R1=zBfr�ro�1b 1Appmoorb Cumin orvment 6-ResNpetl an EO through -lane as zharetl-left-[hrougM1 lane -Atltletl an atltlitional NB leh-turn lane - A,d,d additional NB left -tum lane
AM -AM yr o)Aaiacem Ir - SB BHDove -Rampat R.Id: Added an extlusive NB dght-tum
lane
PM=ant Pevkry moJaa)orenzstreet i1Res MdI WB through -lave as zharetl-1-hmugh lane TW KIng Road at OU -Id Blvd.:
All d an additional EB leh-turn lane
-M,dM1 an ditional50I--
,144.
-tumSH314 NB-..pn Bove Rwd
Add ed an additlonal NB leh-turn lane
-Cony -d the NB 1-1d leh-through lane toseparate through lane
-Converted the EB dght shoultlerto an add,t._l BB through lane
stoped EB approach as exclusive leh-turn lane, shared-leH-through lane, and through lane
Added an exclusive WB dghtdnm lane
_114 SB -p At Dpsm Rwd
C.rted the WB dght shoulderm an add I-II WB through lane
-roach s aexclusive leh 1lane,shared-left-through lane, and through I-
-
ane
DovenRoad at Klrkwood Blvd.:
-Added additional EB left -turn lane
-Added additional SB right -turn lane
NOTE: SI0na112edlnterse woperational parameters and operational results were obtained df -1, from the .1mliedsaft output
and may dlffersUgh dyfrom -W ig,,10peratlops.
DeSF4zaGroup, Inc.
oaj2a7zws
Wdks Trnct Dew4rpmerct TlA
PpV 7
E"hg
sting
It..l
Phau
l
Phatt
11
PM1asa
111
Ph..
111
Hmizan
Xprhpn
5ignalizetl2017-
lnt
AM
AM
ound
aPM
AM27B
uPM
a
Backeround
AMz
PM
2,3A2Mack
iII
+SPM
3]
AM
PM
AM
im
pave Raotlae
sH u4 s BOH -Ramp
A (6.8) A (8.6)
A 7.4)
A (9.31
B (104)
B (13.2)
B (16.4)
F (1300)
B 70.0)
B (11.6/
F (1300)
B (19.81
C (34.1)
C 73.01
F (]00)
C 795)
0 (50.])
C 02.0
F I-)
D 14].91
D (3&0)
C 122.4)
F (1300)
C n&p
F (98.8)
E (686)
F (I-)
E /690.1
pa Pyo
nB off
SH 114 N Ramp
WXM1 Rwtlwav ImprovemenK
B. (14.,j c (12.$)
- - - -
a a3:e)
- -
c (24:6)
- -
B (1s.e)
- -
c 132.41
- -
C (Pa.)
- -
F hi0o)
- -
C 78.31
B (18.41
F (1100)
D 138.91
D !3072)
B (1951
E p]„1
E !69.91
f (3a1)
D (?5.9)
F IWA))
F 181.61
C 113.11
B (11.8)
E 1100)
E 7811
F (.I))
C 33.0)
F (3 )
F /1100)
Kirkwood Bou at
Dove Road WIM Traffic S"Q
WKM1 RIM-Improvemgnh
- - - -
- - - -
A 7.Y)
- -
B (10.2)
- -
B (14.8)
- -
B (11.2)
- -
C (25.1)
- -
B (11.5)
- -
F p1,o)
B 0651
E 72.2)
B (16.9)
F f»00)
B 118.61
F (86.91
C
F (1108)
C (31.6)
F (11W)
< 131.61
B (15.1)
A (9.6)
B (I15)
D (31.4)
F (1700)
0 (481)
F (1100)
D (41.91
sH ua sa OH Ram
- p Iwnh rraffX simm)
- - - -
c (I-)
B (s.3)
1722)
1. (1s.$)
C ..1
0 139.61D
fsa.al
D m.')
F I»6m)
C 130.9)
E I.
E (66.8)
F 6]001
E 161.91
P !11001
F !3105/
F I-)
E (68.0)
E 7a.e)
E (65.2)
F I-)
E 1.1)
F 11130)
F (.900)
F f-)
F 0-)
Kirkwood Boulevard at
SH 114 NB DH -Ramp (With Traffic Signal)
'Whh RIM.V Improvements
K'rkwaod BoulevaMat
T W King Road/Briveway4 (With Traffic S¢naB
'With Roadway Improvements
- - - -
- - - -
- - - -
C (213)
- -
C (31:4)
- -
C (30.31
- -
C 3374)
- -
E (75.9)
- -
F (e2.6J
- -
F(»W1
F (80.91
F p300j
D (145)
F (i.)
F (1100)
F 1»001
E (1251
F 1110,)
F pf00)
F (»00)
F (1100)
F (1130)
F (96.3)
F I-)
F (985)
f (-1
F (.90D)
F (11. )
F (1300)
- - - -
- - - -
(15.91 F lnlm)
- - - -
B (20.0) F p300j
B (16.9) F (90.0)
[ (37.0) F (1100j
C 118.0 F (1100)
F p1o0J F (1100)
E (65.1) F 0-)
B (10.7) F p300j
0 (13.6) C 130.1)
f (1100)
F (881)
F (13W)
F (1100)
A,8,CO3EF-Level-o)servimJorearli lnrerseeaan appmm6 Phase l: Phase ll: Phase ill:
o mor '5X-114 NB BB Ramp at Bove Road: 'SN� NB Off4Ump at Kirkvwod Blvd: �' W KIng Road at Kirk dBW.:
4 T, R1=zBfr�ro�1b 1Appmoorb Cumin orvment 6-ResNpetl an EO through -lane as zharetl-left-[hrougM1 lane -Atltletl an atltlitional NB leh-turn lane - A,d,d additional NB left -tum lane
AM -AM yr o)Aaiacem Ir - SB BHDove -Rampat R.Id: Added an extlusive NB dght-tum
lane
PM=ant Pevkry moJaa)orenzstreet i1Res MdI WB through -lave as zharetl-1-hmugh lane TW KIng Road at OU -Id Blvd.:
All d an additional EB leh-turn lane
-M,dM1 an ditional50I--
,144.
-tumSH314 NB-..pn Bove Rwd
Add ed an additlonal NB leh-turn lane
-Cony -d the NB 1-1d leh-through lane toseparate through lane
-Converted the EB dght shoultlerto an add,t._l BB through lane
stoped EB approach as exclusive leh-turn lane, shared-leH-through lane, and through lane
Added an exclusive WB dghtdnm lane
_114 SB -p At Dpsm Rwd
C.rted the WB dght shoulderm an add I-II WB through lane
-roach s aexclusive leh 1lane,shared-left-through lane, and through I-
-
ane
DovenRoad at Klrkwood Blvd.:
-Added additional EB left -turn lane
-Added additional SB right -turn lane
NOTE: SI0na112edlnterse woperational parameters and operational results were obtained df -1, from the .1mliedsaft output
and may dlffersUgh dyfrom -W ig,,10peratlops.
DeSF4zaGroup, Inc.
oaj2a7zws
Wdks Trnct Dew4rpmerct TlA
PpV 7
sting
Phau
l
Phatt
11
Ph..
111
Xprhpn
nallzed2017
ns
Movemeimffic nt
AM
PM
ou PM
Backerountl+Site
AM
PM
a
eountl+Site
PM
Back1-d
PM
ceountl+Sit
e
AM'B3 P.
A.
+61
.
Knkwood BoulevaM
EBL
A(9.1)
AM..])
A/9.31
A(8.8)
1116.21
AI881
--
--
--
--
--
--
--
--
-- --
---
--
eL
D. (33.6/
C(19.21
E (38.01
C (21.1)
F (1108)
D (2672)
��
--
--
--
-�
�-
- -
- - - -
- -
-
68R
8
131.6)
B (30.4)
8 (33.2)
B !10.81
E (49.01
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
-- - -
- -
- -
- -
-
KirIti III arcleva.d ar
sn u4 sBo Kamp Ear 3377 Bn221
E(19.31 8(13.4/
E (B&4) B (43.71
-- --
-- --
-- --
�- --
EBR
B 110.2)
D 78.1)
C !1].51
F (519)
0 (31.41
F (514)
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
- -
- -
w1L
c 19.1
F 151.7)
F 71.6)
F 71,
F (80.1)
F f-)
- -
--
--
--
--
--
�-
- -
- - - -
-
- -
WBT
C (18.01
B (13.1)
0 !3501
C !15.71
F (16.6)
C (1891-
set
B 132.7)
072.7/
C (2177)
B (13.91
F ln.0)
B (14.21
- -
- -
- - - -
- -
- -
SBLT
8 !12.71
B (1211
C 112.81
B 14.01
F !1101
B. 14.0
- -
- -
-.-
- -
- -
- -
- -
-.-
- - - -
- -
- -
B n0.e)
1 !33.81
B (u.2)
B (12.3)
1 (11.4)
- -
- -
- - - -
- -
- -
Kirkwood Soule yard al
SH 133 O1ff-Ramp
EBL
C (367)
F !84.91
F (60 9)
F (90.6)
F /66.81
F (93.51
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
- -
- -
EBr
c(aba/
B !14.21
0 136.51
c (16;61
F (32.91
c !3691
-
--
--
--
--
--
- -
- - - -
- -
- -
WBT
C !18.31
D 126.9)
E !3951
F (79.0)
E !4141
F 79.21
- -
- -
- -
- -
- -
- -
- - - -
- -
- -
waR
0.(9.31
C 119.3)
B (12.0)
D (28.21
B 1125)
F (6&01
- -
-
--
--
--
--
- -
- - - -
- -
- -
NIL
E !36.71
C 73.0)
F !15.41
D (30.51
F 11101
D (32.9)
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
- -
- -
NBIJD(31.71
F (70.7)
F7Aa1
E(36a)
F75.61
-
- -
- -
- -
- -
- -
-B
NBTB
E (46)
E (41.3)
F 70.61
F 70.51
F (7381
F 166.81
F (]4.9)
- -
- -
- -
Kir TW KI Boul -1 Site
T W King Road/Site Driveway 4
EBLA
19:51
B (9
F (619)
C (v.6)
C (18.0
B (14.3)
- -
- -
- -
- -
- -
EBT
C /16.8)
A (94)4)
0 (26.4)
B !11.61
F /65.51
B (12.]1
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
- -
EBTR-
8(11731
1(12.6)
--
--
-- --
--
--
-
8 !10.31
C !3821
B 00.41
F !66.21
- -
- -
- -
- -
-.-
- -
- -
- -
WBLT
-
B(12.0)
F(68.61
--
--
--
--
--
--
--
--
-- --
--
-B
B 00.61
B !12.4)
B /12.81
D (214)
B3231
F (67.51
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
- -
- -
rv1Lr
..
..
1lv.e)
c(19.71
--
-- --
.-
-.
-T--
--
8130.11
0(13.8)
--
--
--
--
--
--
--
--
-- --
--
--
B (10.6)
A (10.0)
8 (12.7)
B (123)
- -
- - - -
- -
- -
60LT
B )
0(12.]1
50R
B (10.01
B (10.4)
E (39.3)
f (66.1)
D /33.5)
F !6&SJ
- -
- -
- -
- -
- -
- -
- -
- -
- - - -
- -
-
Kirkwood Boulewrdot
Site udvewav 3
EBL
- -
- -
- -
- -
AC
C (20.])
A (0.01
E (43.4)
A (0.0)
F (»001
A (0.01
F (1100)
A 1001
F (»001
- -
A
F (»001
R
- -
- -
- -
- -
A (0.01
B 152.8)
A 10.01
B W.0)
A (0.0)
D (29.11
A (0.01
C (22.6)
A (0.0)
F N.)
- - - -
A (0.01
(1
F f'.)
A 781
A (0.01
A 7.71
A 10.01
A (821
A (0.01
A (8.2!
A (0.01
A /841
A (0.01
- - - -
A f84)
A 0.01
arBpweypmm
ste Ddveway z
111
EBL
-
- -
- -
- -
A (0.0)
a
A !0.0)
B !41.91
A (0.a)
F !13,61
A (0.31
F niDo)
A 10.01
F 111 )
- - - -
A (0.0)
F ('I
A (0.01
(B. )
A (9.81
A (0.0)
B (11.3)
A (0.01
C (156)
A (0.01
C (1581
A (11.
E (49.5)
- - - -
A /0.01
F (57.11
NBL
� -
- -
- -
� -
A (a.1)
A 10.01
A (&3)
A 10.01
B (10.1)
A (0.0)
B (10.3)
A 10.01
Cas.])
A 10.01
- - - -
C (ts.])
A (0.0)
Kirkwood Boulewrdot
Site Ddvewar3
Eat
--
--
--
--
--
--
--
--
--
--
--
--
0. (0.0)
FI»001
-- --
0.1001
F(»001
- -
A (0.d1
B (13.9)
- - - -
A(0.0)
1 (14.9)
A (0.01
- - - -
B 111.61
A (0.01
Kirks,Io V5(By Ite
DnyewaysIeV others)
w.
--
--
--
--
--
--
FW.41
0.(90.)
F75.81
0.(9.0/
F/9311
Al9.]I
f(11M)
A!9711
F (i1 W)
C 73.1F
(11.)
D (215)
F (»W)
D (30 8)
F (x1001
W
E (613)
- - - -
- -
- -
KlrDN I, 6Be rdot
Driveway IBY Others!
WBL
--
--
--
--
--
--
E(43.4)
A 19.21
F (]8.11
A (9.21
F (92.)1
A (9.31
F )
A (9.3)
-- --
--
--
NBLR-
F P]N.)
C (23.8)
F (A-)
D (1a. ])
F 117031
B (34.7)
F N (11.30]
F (54.81
- - - -
- -
- -
A,8,CO3EF-Level-o)servimJorearli lnrerseeaan appmm6 Phase l: Phase ll: Phase ill:
o mor '5X-114 NB BB Ramp at Bove Road: 'SN� NB Off4Ump at Kirkvwod Blvd: �' W KIng Road at Kirk dBW.:
4 T, R1=zBfr�ro�1b 1Appmoorb Cumin orvment 6-ResNpetl an EO through -lane as zharetl-left-[hrougM1 lane -Atltletl an atltlitional NB leh-turn lane - A,d,d additional NB left -tum lane
AM -AM yr o)Aaiacem Ir - SB BHDove -Rampat R.Id: Added an extlusive NB dght-tum
lane
PM=ant Pevkry moJaa)orenzstreet i1Res MdI WB through -lave as zharetl-1-hmugh lane TW KIng Road at OU -Id Blvd.:
All d an additional EB leh-turn lane
-M,dM1 an ditional50I--
,144.
-tumSH314 NB-..pn Bove Rwd
Add ed an additlonal NB leh-turn lane
-Cony -d the NB 1-1d leh-through lane toseparate through lane
-Converted the EB dght shoultlerto an add,t._l BB through lane
stoped EB approach as exclusive leh-turn lane, shared-leH-through lane, and through lane
Added an exclusive WB dghtdnm lane
_114 SB -p At Dpsm Rwd
C.rted the WB dght shoulderm an add I-II WB through lane
-roach s aexclusive leh 1lane,shared-left-through lane, and through I-
-
ane
DovenRoad at Klrkwood Blvd.:
-Added additional EB left -turn lane
-Added additional SB right -turn lane
NOTE: SI0na112edlnterse woperational parameters and operational results were obtained df -1, from the .1mliedsaft output
and may dlffersUgh dyfrom -W ig,,10peratlops.
DeSF4zaGroup, Inc.
oaj2a7zws
Wdks Trnct Dew4rpmerct TlA
PpV 7
4 e
M1:l
SITE LOCATION
Not
to
Scale
3] bV]HinoS ie a I o
LIDO a((t/�aalU sndINVO MAI 30VUiIU3VYV 01 N cv
Wr ESE Et 4C GEtBAB [[tt8t" e 5 1 I
3 ' 9 Asx
�
g
I / �QQ9 I HIE € S53
»3
-H [.Ym2
l.. �i$.Ia8 I t Btl3^ E Kw
q" ■
Yil EFA
AS PIER�a
Gs
i )
ap
Vi
Yw E 69 � ill
:3 p I4fiS4im�si3lfi
5599351 95959 ii 3959559
4— -3 $9� t93s:�
i9,!� ^aa ., `�``.Q81`e9'vs �e•`��gq€p�!': I &?8 /%i g etIs g �"
9
DeShazo Croup, Inc. Job No. 15140 Exhibit Created on 04-11-2016
fr
N
O
0
4-001
rozz
N co
N O M
to m
N
r-- co
y NN
171- T r SH 114 SB -Ramp duae�{ 8S bl L HS L
58y N N 113-> � �
v 52-4 co co
m
m
N
O
CLCO
M�
Oo
L N
o O
O
N Iq
m
s
as
0
Q co
H2
d
E
M
0
w
ca
L
F
L
O
a
a
c
N
x
W
m
M
s
x
LU
fr
CD0
0
RL6
*-096
r09L
Lb Lb
(chi v R ?
co o
mm
yc� N
i1 O (.O
115 �� SH 114 SB -Ramp dwe�j SS t7 L HS L
43y (:' ' 124-> v
a 108-A M N
m
co
N
O
CLCO
M�
Oo
L N
o O
O
N Iq
m
s
as
0
Q
as
ca
s
O
O
N
C
Q co
H2
fr
N
O
0
*-906
r££Z
N.4,co
%
M
O O
cNpN
W �1 t co
423' T if SH 114 SB -Ramp dwgj SS bl L HS + L
62-* N N 120 t if
MOD
55y Mto
m
m
C
f0
O
CLCO
M�
Oo
L N
� O
O
N Iq
m
s
CO)
as
0
Q co
H2
a�
E
0
ca
L
L
O
2
Y
O
a
r -
a
O
L
0
Y
V
cv
m
ti
r
Co
CN
m
s �
xs
LU IL
fr
CD0
0
Cl) LO
Lf) (O
y O co
166' T if SH 114 SB -Ramp dwgj SS bl L HSCO
L
46y N �' 132- LOm
v 115-A v N
m
fo
C
f0
O
CLCO
M�
Oo
L N
o O
O
N Iq
m
s
CO)
as
0
Q
a�
Y
s
7
O
N
_
Q co
H2
E66£ EOZV iJ
0106 rZ0£
RTr
273
21-
46a
R T
201-
252-
135-
TooLS
MO
dwe�j SS 17 L HS + L
Dwy 5
CO N
161-
N
3
O
Z�;rn
co
LO
R1
s
r8Z
v
Dwy 6
m
M
O
N
0
0
R£b6
to U')
L+
F 105
0
3
Y
r£9L
0.
Pb 6UN M 1 W y�� Dwy 4
91a
RTr
0-
507-
LO
RZ
rgz
MO
dwe�j SS 17 L HS + L
Dwy 5
f� M
161-
d1
O
Z�;rn
co
LO
R1
s
r8Z
Dwy 6
M
O
N
on
R£b6
to U')
L+
F 105
r£9L
vi + SH 114 NB -Ramp
M �O
coco
co
0 00
i
931-
SH 114 SB -Ramp
83-
M
m
(0
C
m
0
U)
v
0
0
M.— RZ8b
duie� 8N 17 HS ,! y E£b6
Ob1£
CLCO
M�
Oo
L N
� O
O
N Iq
m
s
CO)
Cu
0
Q
s
7
O
N
Q co
H2
co
MO
dwe�j SS 17 L HS + L
161-
cc)-
80-
Z�;rn
CLCO
M�
Oo
L N
� O
O
N Iq
m
s
CO)
Cu
0
Q
s
7
O
N
Q co
H2
JLO
E£98 ECJCJ£
R8£ L
397
R j, 499
R e 178-
738-*
R T
53a
0 0
N
� 0
N M
v N
N
N
RZ
N
AIN
� Dwy 5
00 M
3
110
00
y
177'
�
O
" Cl)
N rn Duvy 6
M
N
LO C14
00
m-�I-
EO£ZL
r98£
0
0
o v
0
3
Y
C=)
co
O O
R8£ L
� M
EL6£6
Pb 6UIN M 1 � i
rZ96 Dwy 4
R T
53a
801-*
L
v
LA
N N
RZ
N
AIN
� Dwy 5
00 M
co
110
00
y
177'
ocD
ALS
" Cl)
N rn Duvy 6
M
N
LO C14
-2L
m-�I-
EO£ZL
r98£
vo SH 114 NB -Ramp
o v
LO
C=)
co
253-
SH 114 SB -Ramp
c-4
61-*
Moo
m
m
C
m
0
v
a�
0
0
co M
R8£ L
EL6£6
duie�I 8N KL HS VI
rb80 L
RT
Cl) CN
N
ll M
dwgj SS V L L HS + 11
110
177'
ocD
161-*
" Cl)
CLCO
M�
Oo
L N
� O
O
N Iq
m
s
4)
0
Q
s
7
O
N
C
Q co
H2
-69£ -64L
r+J
M rL6V
T
442
24�
52-fR
f
436-*
417-*
157-*
201010"
M N
N
CO
dwe�jdwe�j 9S V66 HS y L
N
M
(D
CO N
R�
L
r8Z
m
-4
coo
� m 6
0
0
Dwy
Lo M
CO
0
3
Y
N
o
*-6L06
04
p�{ 5ul�i M l� i J� Dwy 4
199 -*R
T
19->
(.0 o
572n,
o
°O "'
m
coN
RZ
+
rSZ
Dwy 5
"M
CO
dwe�jdwe�j 9S V66 HS y L
N
M
(D
CO N
R�
L
r8Z
91-4
-4
coo
� m 6
Dwy
Lo M
CO
N
o
*-6L06
7T
F9Z9
rb88
M� SH 114 NB -Ramp
MCO
coU'>
CC) -:I-
TIC
T if SH 114 SB -Ramp
1326'
2-
96y
M DO
CO `l)
-0
m
m
C
m
0
U)
rn
*-899
dwe�j 9N V HS 'o i
F59 6
rb9£
co
dwe�jdwe�j 9S V66 HS y L
310-
f if
187 -P
c.00
91-4
-4
coo
CLCo
M�
Oo
L N
� r
O
N
m
s
CO)
as
0
Q
s
7
O
N
Q co
H2
04
��
M
6ui -U
P2l � M 1 � i rL8Z Dwy 4
55�
R T
460
R 843
--�J*
R 243
R f
a'o
oo 1113-
coo
y£
V M
CO co
N
N
co O
N
Q)
O
R�
Q
rL£
186-
C" v
o A Dwy 6
,4- M
N
m
R8Z4
—`R
F94b4
0
r9bb
O
0o SH 114 NB -Ramp
o�
O
M
3
Y
N M
SH 114 SB -Ramp
04
��
M
6ui -U
P2l � M 1 � i rL8Z Dwy 4
55�
R T
dwe�j 9N b44 HS � i
FOZ94
828-
r95Z 4
N N
RZ
y£
Dwy 5
O
co O
N
Q)
O
R�
N N
rL£
186-
C" v
o A Dwy 6
,4- M
N
r' CO
R8Z4
—`R
F94b4
A, +
r9bb
0o SH 114 NB -Ramp
o�
M
N M
SH 114 SB -Ramp
276-0
3-
ti M
m
m
C
m
0
U)
v
N
O
0
CLCo
M�
Oo
L N
� r
O
N
m
s
a)
0
1
s
7
O
N
C
Q co
H2
'o94
dwe�j 9N b44 HS � i
FOZ94
r95Z 4
v +
co
N
co O
OO M
dwe�j 9S t44 HS y
127
f
205-
M N
186-
C" v
CLCo
M�
Oo
L N
� r
O
N
m
s
a)
0
1
s
7
O
N
C
Q co
H2
s
O
Z
N
O
E
0
V
ca
L
L
0
2
ca
O
Ca
G
Q
C
O
L
0
Y
V
cv
00
ti
M
Co
CN
Q
I-
7 s
x
LU
N OO
M to
60-0
182y
� M
04
com
PH 6u'){ M 1 A
120
647
N
A*-Z
Ar5Z
C:)
Dwy 5
to Cl)
I --N *-L
+ 14 A8Z
v m Dwy 6
m M
N *-6606
rn� F9SS
r5Z06 co CC) *-Z6b
dwe�j 9N t, HS ; i rZZb
�
N SH 114 NB -Ramp
M� M r
N Lo
O
N 1110
y o CC)i
dwe�j 9S V66 HS y L
613' N� SH 114 SB -Ramp
111y Lv 240-
Ln 17- co
105-* `o
m
m
C
m
0
U)
Q Co
7
00
L N
� r
O
N
m
s
CO)
Cu
0
Q
s
7
O
N
Q co
H2
v
m
0
0
0
3
Y
M
O O
r- N_
PH 6UN M 1 � �
57-0
858-* co
CO COM
rn
Dwy 5
N M
N
m
MR�
N N
o rn Dwy 6
co Cl)
N{
co 01) RVO
Nd' F6L�J6
�; rM
�
N SH 114 NB -Ramp
ccoo `r
O
� N
3071 T it SH 114 SB -Ramp
4- N a
82n, v o
m
m
C
m
0
U)
co1—
co M
Cl)
1
170
514-x a,M
�
o F8L8 L
i
CLCO
M�
Oo
L N
� r
O
N
m
s
CO)
as
0
Q
s
7
O
N
C
Q co
H2
dwe�j 8N b4l HS it
r95b6
�CD
M N
M
M C
dwe�j 9S V66 HS TV
148-
f
238 -co
214-
C"�
CLCO
M�
Oo
L N
� r
O
N
m
s
CO)
as
0
Q
s
7
O
N
C
Q co
H2
SOL, thi�4ie'Pe' - r r vs.�J•yy aaap{al,��
n
� U
J
fI �. � 11 •
y_
_ P% S-IDOL, S•0I1t,M-N
`—JO-E1Gll�aoiS�
jjp
- VJ
r
Q
0
}
�> � a"a� tl �•L� uta-
In
tlllw �
4
t•d
-JF-
IK
=3� :fi r►
P f9 iade�-a�iM hJ
DOES-%,.
W (Y
w 0
Ix
a
G
—C "aYdford• G-1-�
A2� I00gDS- Lues
Y y71-Y-]-E)U:J:
L, �I.�-
`r7 Sauth'at ,e�
z 11
4
'• 1`i�'—`S'ES Cee �'
req
b
k
5�eN
,,ewFO d.c.y—
WIN
a
50-0 I �v `?v
R05
FO
SH 114 NB -Ramp
Lo0
403' T SH 114 SB -Ramp
0
a
00
m
C
f6
0
U)
N
Lo
M
m
0
0
dwey 8N t L L HS 4-0
FO
T
0
N
dwe�j 9S t66 HS
101- f
0
CLCo
M r
Oo
L N
r
O
N
m
s
as
0
C
Q co
H2
N
O
E
_M
O
V
ca
L
L
O
ca
O
a
r -
a
as
L
O
d
cn
ti
r
N
m
r
r
s R
xs
LU am
0]
0
0
0
3
Y
M
PH6ui}{ M 1 y J� r154 Dwy 4
Co "I I
O LO
SH 114 NB -Ramp
N
O �
SH 114 SB -Ramp
a
m
m
C
f6
0
U)
-VSZ
R ?(
102
R r
0o
N
LLOo
N m
N
3
51-0
356-*
o�
dwe�j 9N b44 HS it i
O �
dwe�j 9S t44 HS y L
v
m
0
0
CLCO
M r
O C
L N
� r
O
N
m
s
as
0
s
O
N
_
Q cn
H2
a
95 -* T j, v
19-)' U"; co
r—"
M Dwy 5
v
0
M Dwy 6
v
0
R56
FO
SH 114 NB -Ramp
w
759'* o SH 114 SB -Ramp
rn
a
00
m
C
f6
0
U)
N
O
0
dwey 9N t L L HS R58Z
FO
T
M
dwe�j 9S t66 HS
190 f
0
rn
CLCo
M r
Oo
L N
r
O
N
m
s
as
0
C
Q co
H2
N
O
E
_M
O
V
L
H
L
O
ca
O
a
r -
a
as
L
c
O
d
cn
I-
04 N
CDN
m
N
r
s R
xs
LU am
v
m
0
0
0
3
Y
M
O
QUI rn--6L
PH >i M 1 " ArLBZ Dwy 4
M
O
i
Dwy 5
M
O
Dwy 6
O 00
(.0 00
f.- N
SH 114 NB -Ramp
N
O O
SH 114 SB -Ramp
a
m
m
C
f6
0
U)
-c9c
R ?f
383->
R ?f
6)M
MM
r-- O
V M
CoO
CO co
N
r)
0
96"
670y
04 M
dwe�I 8N b44 HS it
�co
dwe�j 9S X44 HS y
v
m
0
0
CLCO
M r
O C
L N
� r
O
N
m
s
as
0
s
O
N
_
-69L E -96L !P o
r69 L r1E9 rLLV ol +
955 477-->'0-,.
477-* 477-* 477-k
M N
3 3 3
� o �
v
m
0
0
0
3
Y
M
PH 6u!y{ M 1 I I Dwy 4
—059-0T
M 1—
N �
T Dwy 5
T Dwy 6
R69 L
F0
N SH 114 NB -Ramp
m
L
1273'* + SH 114 SB -Ramp
M
m
m
C
f6
0
U)
N
O
0
XLLV
dwey 8N t L L HS 4-0
FO
T
ti
CO
co
dwe�j 9S t L HS
318- f
M
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
C
Q co
H2
N
O
E
_M
O
V
ca
L
L
O
O
a
r -
a
as
L
c
O
d
cn
N
M
CDN
m
Cl)
-_
s Ri
xs
LU a.
v
m
0
0
0
3
Y
M
Lo
PH 6uiy{ M 1 'i i �cc) � ,Z8b Dwy 4
ti
Dwy 5
Dwy 6
Ln
00 N
r 00
SH 114 NB -Ramp
Cl)
SH 114 SB -Ramp
a
m
m
C
f6
0
U)
if
321
if
803-
vi ?f
�NWW
co 000
'T co
��
V0
LOV
Cl)
N
3
�
�
161-0
1125y
co
N O
dwe�I 9N t4 6 HS i i
N coo
dwe�j 9S t66 HS y L
CLCO
M r
O C
L N
� r
O
N
m
s
as
0
_
Q U)
H2
FvEZ FSEE y
x606 rZ0£
RL6E
266
14-)'
32-
R f
201-*
252-*
101
��
� O
L�
O O
N
Nf--
178-
�� SH 114 SB -Ramp
826'
J-).
62 -11
M'.4-
v62- M N
0]
0
0
m
0
3
Y
f6
M
N CO
p2i 6uiy{ M 1 � i
120-0
402 4
v 0
Dwy 4
MR6LL
RL6E
,,
F69b
+
x895
R T
N T SH 114 NB -Ramp
� O
N 07
O O
Nf--
178-
�� SH 114 SB -Ramp
826'
J-).
62 -11
M'.4-
v62- M N
m
m
C
f6
0
U)
N
0
0
ao
RL6E
dwaej 9N b66 HS Al i
F906
r£EZ
R T
� r
� O
dwe�j 9S V66 HS 7'!4
178-
f if
120
o m
55y
v C0
CLCO
MTm-
Oo
L- N
� r
O
N
m
s
as
0
Q co
H2
W
O
E
M
O
V
ca
L
L
O
a
m
a
as
ca
L
O
m
cn
N
a
_
O
L
of
v
«s
m
ti
N
m
r
0
s t0
x
LU IL
E-565
F69Z
293
*i f
394
Vi?f
R SH 114 NB -Ramp
CV
N co
co
N
Lo
�o
if SH 114 SB -Ramp
166'*
2-
82-
46y
M
"`o
v cn
115-►
mac"
m
m
0]
f6
0
U)
0
0
0
3
Y
M
PH 6uiy{ M 1 A?i l l rZS 6 Dwy 4
50-0
759 -*M
M
R98
ti
F6£6
+
r90Z
R SH 114 NB -Ramp
M
co
Lo
�o
if SH 114 SB -Ramp
166'*
2-
82-
46y
M
"`o
v cn
115-►
mac"
m
m
C
f6
0
U)
143-
640-x o
m
0
0
v �
R£0 l
6' �
dwe�{ 8N b66 HS
L
FObOx908
R T
�t CC)
dwe�j 9S V66 HS y
82-
T if
132-
v cn
115-►
mac"
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
c
O
of
v
«3
m
I-
04
CDN
Q
Lo
r
W
s �
xs
LU IL
F66£ E-099 � y�
rM rL6b
R T jo
439
21
46-
R f
436-*
417-k
135-*
a' Lc.:'
+
rSZ
m N
N
rn o
CO M
dwe�j 9S V66 HS y L
N
O
f ?f
co
I
R 6
0]
r8Z
0
0
Dwy 6
O) M
0
3
Y
N
M
p2i 6u!y{ M 1 Al y J Dwy 4
186
R T jo
507
r-00co
ol
tt co
W N
RZ
+
rSZ
M M
Dwy 5
rn o
CO M
dwe�j 9S V66 HS y L
N
O
f ?f
co
I
R 6
y
r8Z
Dwy 6
O) M
N
RL86
toU,
F609
r£9L
v 4 SH 114 NB -Ramp
M L(�
rl- U'>
MOO
+v SH 114 SB -Ramp
1288'
1-).
83y
ISM
`o Cn
m
m
C
f6
0
U)
N
O
0
CLCo
M -r-
0 CD
L- N
� r
O
N
m
s
as
0
Q co
H2
``569
0 0
duae�{ 8N b66 HS i
F£ti6
ol
rb6£
R T
M M
rn o
dwe�j 9S V66 HS y L
294
f ?f
161
once,
80'x
co m
CLCo
M -r-
0 CD
L- N
� r
O
N
m
s
as
0
Q co
H2
W
O
E
M
O
V
ca
L
L
O
ca
a
C
G
a
O
ca
L
O
O
cn
N
a
_
O
L
of
v
m
I-
04
CDN
m
Lo
r
s �
x
LU CL
F8£L FSS£ yJ
rn Dwy 5
39F>'*i
f 780
R 223
R T
00O
a' 00
1052-*
v N
00
1-4'M
co000
MM
N
N
M m
N
� CN to
mac2
FOEZ6
+
rS8£
177
cel
0
161-*
vi SH 114 NB -Ramp
o
o v
L
0]
Lo N_
f
+ SH 114 SB -Ramp
250'
3-
61y
0
0
0
m
3
Y
C
M
PH 6uiy{ M 1� i rL8Z Dwy 4
53-0 1 801-*I��N
O
N N RZ
y r££
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
rn Dwy 5
corn
O M
dwe�j 9N V HS W i
FL6E6
rb80 L
00O
r. -
C111 N
RL
tiv
+ Dwy 6
Cl)
M m
N
� CN to
mac2
FOEZ6
+
rS8£
177
cel
0
161-*
vi SH 114 NB -Ramp
o
o v
L
0) N
Lo N_
f
+ SH 114 SB -Ramp
250'
3-
61y
N o
CJOO
m
m
C
f6
0
U)
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
R8E
corn
L
dwe�j 9N V HS W i
FL6E6
rb80 L
R T
tiv
N
M m
�co
dwe�j 9S V66 HS y L
110-
f if
177
cel
0
161-*
o
NM
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
<-69£ F8Z5 -9%6 6 N M
x656 rL£9 rLLV Al
979 502-->'24� 52- R f
477- 47N 47N 15N a' 1030)
N
M N
3 3 3
� o �
v
m
0
0
0
3
Y
M
Ln O
PH 6u!y{ M 1 � � Dwy 4
264
R T jo
572
o r-
co
".4-N�
O
RZ
coNN
+
rSZ
O N
ct Ln Dwy 5
N M
dwe�j 9S V66 HS y L
Cl)
M
M
f
Ln
CO N
R6
y
r8Z
rn Dwy 6
Cl)
Co Cl)
Cl)
Cl)
oRbb
6 6
F9ZS
rb88
M+ SH 114 NB -Ramp
v Ln
M N
N
co U7
co -:r
C
�� SH 114 SB -Ramp
1841
2-
96y
Ln co
'- Cl)
a
m
c
m
0
U)
N
O
0
rn�
R698
ua
de�{ 8 HN b66 S it i
-996
rb9£
O N
dwe�j 9S V66 HS y L
439-
f
187-
o �
91y
oo0
CLCO
M -r-
0 CD
L- N
� r
O
N
m
s
as
0
Q co
H2
W
O
E
M
0
V
ca
L
L
O
2
ca
a
C
G
a
yd
L
O
0
O
cn
N
a
_
O
L
of
v
«s
m
N
M
CDN
m
s O
xs
LU IL
v
m
0
0
0
3
Y
M
PH6uiy{ M 1 i rZ8b Dwy 4
�-
M M
F6£b6 FLS6 -OLV
460
781-->'1263-�
828
M
OD
NN
Coco
CO
M N
d' co
coN
V
00
LO V
Cl)
N
C3
MLO
3
3
Co
C,4)
R�
205-
rL£
186-4
C" v
55�
R T
828
M
co
Cl)
CO
M N
RZ
c�
Dwy 5
C3
MLO
N
N
Co
C,4)
R�
205-
rL£
186-4
C" v
o A Dwy 6
,4-M
Colo) co
R8Z l
°O°O
F9LK
A, i
r9bb
0o SH 114 NB -Ramp
w Ln
Ln
00
LOr--
--276'*v
+ itSH 114 SB -Ramp
276-*
3-
M
71y
ti
m0')
m
m
C
f6
0
U)
308
1568y N
� M
R09 L
FFOZ9
dwe�I 9N t46 HS i
6
r9SZ6
c�
N
MLO
rn �
dwe�j 9S t66 HS y L
127
f
205-
M N
186-4
C" v
CLCO
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
s
O
Z
a,
CO
FLZV FL89 -CMN �
r656 r1E9 rLLV Al
983 505-)-'28-1- 60� R f
477-* 477-* 477-* 182y M M
L() M
M N
3 3 3
� o �
v
m
0
0
0
3
Y
M
O O
PH 6u!y{ M 1 Al Dwy 4
279
R T jo
647
co M
r-
".4- �
N
1- N
RZ
+
rSZ
dwe�j 9S V66 HS y L
T Dwy 5
M
L[)
458
Cl)
217-
cD-
nN
RL
+ 14
r8Z
M 6
Lo Dwy
V M
Lo
Cl)
N
ROSZ6
rn
Fggg
rSZ06
� SH 114 NB -Ramp
M
I.- co
M M
N
O
N CO
1886'*
T � SH 114 SB -Ramp
2->
111y
N v
Cl)
m
m
C
f6
0
U)
N
O
0
Q co
H2
RZZ6
`�)
dwe�j 9N V HS iI i
FZ6 L
rZZV
N Co
U')CC)
dwe�j 9S V66 HS y L
458
f
217-
cD-
105-*
O°
Q co
H2
W
O
E
M
0
V
ca
L
L
O
ca
a
C
G
a
yd
L
i
O
O
cn
N
a
_
O
L
of
V
«s
m
ti
M
N
m
r
s
x
LU
v
m
0
0
0
3
Y
M
00
PH6uiy{ M 1 i rZ8tDwy 4
co1—
co Cl)
7 y Cl)
-£056 -2M <-9LV Al
532
854-
1336 -
c? M
dwe�j 9N b66 HS i
OD
NN
(oco
N
d' co
coN
1-4-V
00
Lo V
y£
Cl)
N
Dwy 5
(gyp Lo
3
�
�
co
148-
f if
MN
R6
+
rL£
57�
R T
858-*
c? M
dwe�j 9N b66 HS i
r95b6
co
N
R T
co N
RZ
y£
M
Dwy 5
(gyp Lo
N M
dwe�j 9S V66 HS y
N
co
148-
f if
MN
R6
+
rL£
o A Dwy 6
C.0Cl)
Moo
Rig
rnrn
-6156
A' +
rLLS
SH 114 NB -Ramp
00+
co
co
N 0O
M t
307
�M SH 114 SB -Ramp
4->
82n,
(-- a)
v o
m
m
C
f6
0
U)
331
1638 -*a, M
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
R98 6
ao coo
co
-818 6
dwe�j 9N b66 HS i
r95b6
R T
m N
M
(gyp Lo
dwe�j 9S V66 HS y
148-
f if
238-
�
214y
("�
CLCo
MTm-
Oo
L N
� r
O
N
m
s
as
0
_
Q co
H2
CLCO
M r
Oo
L N
r
O
N
m
s
a)
0
Q
s
O
U)
Q co
H2
M
r
s
x
LU
C
Co
0
U)
dwe�j 8N 11 L HS7
SH 114 SB Ramp T
TTI
CLCO
M TM -
0 CD Oo
L N
0 r
O
N
M
s
as
0
C
Q co
H2
Dwy 5
,,, Dwy 6
F- STT
E-
� v �
SH 114 NB -Ramp
u I
O
N
s
x
LU
CLCO
M�
Oo
L N
� r
O
N
M
T
CO)
d
D
I
N
I
FS
I
I
I
�
I
,
I
I
I
I
I
I,
,
,
,
>
I
I
I
I
O
I
,
,
,
I,
I
I
I
,
,
,
I
- - - -
duae� 8N VL L HS "
�� T
`O
C
u
C
O
O
SH 114 SB Ramp
T —3
��
H
y
L
Q N
H2
I0
I
I I Y
I
I
Dwy 4
Dwy5
TTS'
Dwy6
TTS'
F- STT
� v �
SH 114 NB -Ramp
u I
�,d„�J�I� dweb-8Str66 HS
- - -
II �
C
f9
0
U)
T-
04
s
x
LU
T
I
Cl)
T
I
Q
>
0
I
m
�
o
I0
I
I I Y
I
I
Dwy 4
Dwy5
TTS'
Dwy6
TTS'
F- STT
� v �
SH 114 NB -Ramp
u I
�,d„�J�I� dweb-8Str66 HS
- - -
II �
C
f9
0
U)
T-
04
s
x
LU
T
dwe�j SN I'LL HS
SH 114 SB Ramp T
CLCO
M�
Oo
L N
� r
O
N
M
M
a)
0
Q
4)
s
O
Cl)
C
Q co
H2
N
0
0
I ,
I ,
I I
I,
I ,
I ,
I,
IX
>
O
I I
I ,
I ,
I ,
II
I ,
I ,
I ,
I ,
I
I
dwe�j SN I'LL HS
SH 114 SB Ramp T
CLCO
M�
Oo
L N
� r
O
N
M
M
a)
0
Q
4)
s
O
Cl)
C
Q co
H2
APPENDIX A. Traffic Volume Exhibits
Page I q f 6
Intersection Traffic Movements
4:45 PM
0
0
16
DeShazo Group, Inc.
Location:
SH 114 SBFR at Dove Road
35
48
0
79 234
4:45 PM
5:00 PM
• City/State:
Southlake, Texas
-
Data Collector(s):
20
Camera
27
0
Day/Date:
Tuesday, April 7, 2015
0
78 238
Weather Conditions:
5:00 PM
Mild/Normal Conditions
0
Project -ID #:
15035-01
-
0
16
Traffic
Control:
Signalized
33
61
Data Source:
CJ Hensch
5:15 PM
5:30 PM
0
-
0
15
Time of Northbound on Southbound on Eastbound on Westbound on
Count
SH 114 SBFR
SH 114 SBFR
60
0
Dove Road
5:30 PM
Dove Road
Begin End
U
L T R
U
I L
T
R
U
L T
R
U -F
L T R
7:00 AM 7:15 AM
0
0
16
24
3
0
35
95
0
18 33
7:15 AM 7:30 AM
0
0
17
21
11
0
51
161
0
12 82
7:30 AM 7:45 AM
0
0
0
17
23
15
0
101
158
0
13 129
7:45 AM 8:00 AM
0
-
0
18
26
17
0
106
187
0
15 177
8:00 AM 8:15 AM
0
-
0
17
24
16
0
74
180
0
19 88
8:15 AM 8:30 AM
0
-
0
21
41
8
0
53
163
0
20 90
8:30 AM 8:45 AM
0
0
17
22
11
0
54
128
0
18 65
8:45 AM 9:00 AM
0
Intersection Peak Hour:
0
1 11
41
7
0
41
114
0
1 17 64
Intersection PHV:
0 0 0
Study Area PHV:
73
114
56
0 334
688
108
67 484 0
PHF:
0.00 0.00 0.00
254
0.87
0.70
0.82
0.00 0.79
0.92
0.00
0.84 0.68 0.00
Intersection Peak Hour.' 7:30 AM - 8:30 AM
0.91
0.82
0.00
0.82
Intersection PHF.' 0.83
Study Area PHV:
0 0 0
0.00
73
113
52
0 287
658
72 420 0
PHF:
0.00 0.00 0.00
Observations:
0.87
0.69
0.76
0.00 0.68
0.88
0.90 0.59 0.00
Study Peak Hour: 7:45 AM - 8:45 AM
Study Area PHF: 0.77
4:30 PM
4:45 PM
0
0
16
30
22
0
35
48
0
79 234
4:45 PM
5:00 PM
0
-
0
20
29
27
0
25
58
0
78 238
5:00 PM
5:15 PM
0
-
0
16
32
23
0
33
61
0
73 256
5:15 PM
5:30 PM
0
-
0
15
34
33
0
37
60
0
67 247
5:30 PM
5:45 PM
0
0
26
29
25
0
42
75
0
50 271
5:45 PM
6:00 PM
0
0
19
17
12
0
33
50
0
39 268
6:00 PM
6:15 PM
0
0
16
15
17
0
32
45
0
37 257
6:15 PM
6:30 PM
0
0
1 14
28
33
0
28
54
0
1 42 169
Intersection PHV.,
0
0
0
77
124
108
0
137
254
268 1,012
0
PHF:
0.00
0.00
0.00
0.74
0.91
0.82
0.00
0.82
0.85
0.86 0.93
0.00
Intersection Peak Hour:
4:45 PM
- 5:45 PM
Intersection PHF:
0.96
Study Area PHV:
0
0
0�=774
124
108
F-
0
137
254
268 1,0120PHF:
0.00
0.00
0.00
0.91
0.82
0.00
0.82
0.85
0.86 0.93
0.00
Study Peak Hour: 4:45 PM - 5:45 PM
Study Area PHF: 0.96
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 2 q f 6
Intersection Traffic Movements
0
183
217
24
0
DeShazo Group, Inc.
Location:
SH 114 NBFR at Dove Road
0
14
40
0
127
• City/State:
Southlake, Texas
0
177
Data Collector(s):
Camera
0
-
Day/Date:
Tuesday, April 7, 2015
35
Weather Conditions:
Mild/Normal Conditions
24
5:00 PM 5:15 PM
Project -ID #:
15035-02
265
19
Traffic Control:
Signalized
0
9
Data Source:
CJ Hensch
0
- 131
18
5:15 PM 5:30 PM
0
184
248
25
Time of Northbound on Southbound on Eastbound on Westbound on
Count
SH 114 NBFR
0
SH 114 NBFR
Dove Road
0
Dove Road
27
Begin End
U
I L T
R
U
L T R
U -F
L T
R
U -F
L T
R
7:00 AM 7:15 AM
0
21 17
26
0
0
0
6 43
21
0
32
22
7:15 AM 7:30 AM
0
42 14
35
0
0
0
13 57
6:00 PM 6:15 PM
0
50
17
7:30 AM 7:45 AM
0
38 22
40
0
0
0
18 97
0
101
19
7:45 AM 8:00 AM
0
64 24
49
0
0
0
19 102
0
134
29
8:00 AM 8:15 AM
0
51 30
54
0
0
16 74
84
0
50
15
8:15 AM 8:30 AM
0
57 21
72
0
0
12 61
PHF:
0
61
14
8:30 AM 8:45 AM
0
48 25
57
0
0
13 56
0.00
0
36
14
8:45 AM 9:00 AM
01
47 21
55
1 0
0
7 45
0
34
13
Intersection PHV:
210 97
215F
980
0 0 0
65 334
0
0
0 346
77
PHF:
0.82 0.81
0.75
0 504
0.00 0.00 0.00
PHF:
0.86 0.82
0.00
0.92
0.00 0.65
0.66
Intersection Peak Hour.' 7:30 AM -
8:30 AM
0.00
0.82
Intersection PHF.
0.80
Study Area PHV:220
100
232�=O
Study Peak Hour: 4:45 PM - 5:45 PM
0 0
60 293
0
0 281
72
PHF:
0.86 0.83
0.81
0.00 0.00
0.79 0.72
0.00
0.00 0.52
0.62
Study Peak Hour: 7:45 AM - 8:45 AM
Study Area PHF: 0.75
4:30 PM 4:45 PM
0
183
217
24
0
0
14
40
0
127
16
4:45 PM 5:00 PM
0
177
224
34
0
-
0
12
35
0
133
24
5:00 PM 5:15 PM
0
194
265
19
0
0
9
37
0
- 131
18
5:15 PM 5:30 PM
0
184
248
25
0
0
11
47
0
- 126
27
5:30 PM 5:45 PM
0
205
243
19
0
0
14
51
0
- 114
18
5:45 PM 6:00 PM
0
202
281
21
0
0
8
48
0
92
18
6:00 PM 6:15 PM
0
222
217
37
0
0
12
34
0
91
15
6:15 PM 6:30 PM
01
118
79
17
0
0
8
36
0
91
14
Intersection PHV.,
785
1,037
84
0
0
0
42
183
0
0 463
81
PHF:
0.96
0.92
0.84
0.00
0.00
0.00
0.75
0.90
0.00
0.00 0.88
0.75
Intersection Peak Hour:
5:00 PM
- 6:00 PM
Intersection PHF:
0.99
Study Area PHV:=0.93
760
980
97
0
0
0
46
170
0
0 504
87
PHF:
0.92
0.71F
0.00
0.00
0.00
0.82
0.83
0.00
0.00 0.95
0.81
Study Peak Hour: 4:45 PM - 5:45 PM
Study Area PHF: 0.98
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 3 q f 6
Intersection Traffic Movements
0
0
27
DeShazo Group, Inc.
Location:
SH 114 SBFR at Kirkwood Blvd
49
132
6
80 55
• City/State:
Southlake, Texas
Data Collector(s):
Camera
26
1
Day/Date:
Tuesday, April 7, 2015
-
46
Weather Conditions:
Mild/Normal Conditions
Project -ID #:
15035-03
5:00 PM 5:15 PM
0
Traffic Control:
Unsiynalized
0
30
Data Source:
CJ Hensch
0
-
67
Description:
Minor -Street STOP
Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count
SH 114 SBFR
SH 114 SBFR
Kirkwood Blvd
0
Kirkwood Blvd
Begin End
U
L T R
U
L
T
R
U
L T
R
U
L T R
7:00 AM 7:15 AM
0
0
0
19
1
11
0
23
32
0
64 99
7:15 AM 7:30 AM
0
0
0
17
0
10
0
41
78
0
69 118
7:30 AM 7:45 AM
0
18
0
29
1
15
0
44
68
0
91 109
7:45 AM 8:00 AM
0
-
0
36
1
11
0
59
76
0
83 137
8:00 AM 8:15 AM
0
-
0
39
0
12
0
57
52
0
60 127
8:15 AM 8:30 AM
0
0
0
51
0
15
0
64
59
0
66 166
8:30 AM 8:45 AM
0
386 285
0
45
0
20
0
53
47
0
59 148
8:45 AM 9:00 AM
0
0.81
0
36
1
17
0
43
53
0
48 126
Intersection PHV:
0 0 0
171
1
58
0.87
0 233
234
268 578 0
PHF:
0.00 0.00 0.00
115
0.84
0.25
0.73
0
0.00 0.91
0.77
0.81 0.87 0.00
Intersection Peak Hour.' 7:45 AM - 8:45 AM
0
PHF:F
0.00
0.00
0.00
Intersection PHF.' 0.92
Study Area PHV:
0 0 0
0.72
171
1
58
0.77
0 233
234
268 578 0
PHF:
0.00 0.00 0.00
0.84
0.25
0.73
0.00 0.91
0.77
0.81 0.87 0.00
Study Peak Hour: 7:45 AM - 8:45 AM
Study Area PHF: 0.92
4:30 PM 4:45 PM
0
0
27
4
13
0
49
132
6
80 55
4:45 PM 5:00 PM
0
0
26
1
10
0
-
46
111
11
94 80
5:00 PM 5:15 PM
0
-
0
30
1
15
0
-
67
184
12
94 83
5:15 PM 5:30 PM
0
-
0
34
0
4
0
-
54
167
13
118 67
5:30 PM 5:45 PM
0
0
25
0
14
0
47
103
15
84 63
5:45 PM 6:00 PM
0
0
36
0
10
0
41
101
18
68 79
6:00 PM 6:15 PM
0
0
21
1
5
0
41
126
9
62 89
6:15 PM 6:30 PM
0
0
1 30
0
9
0
27
93
4
1 62 87
Intersection PHV.,
0
0
0
117
6
42
0
216
594
386 285
0
PHF:
0.00
0.00
0.00
0.86
0.38
0.70
0.00
0.81
0.81
0.82 0.86
0.00
Intersection Peak Hour:
4:30 PM
- 5:30 PM
Intersection PHF:
0.87
Study Area PHV:
0
0
0
115
2
43
0
214
565
390 293
0
PHF:F
0.00
0.00
0.00
0.85
0.50
0.72
0.00
0.80
0.77
0.83 0.88
0.00
Study Peak Hour: 4:45 PM - 5:45 PM
Study Area PHF: 0.86
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 4 q f 6
Intersection Traffic Movements
0
48
230
6
DeShazo Group, Inc.
Location:
SH 114 NBFR at Kirkwood Blvd
0
77
6
• City/State:
Southlake, Texas
100
57
Data Collector(s):
Camera
73
211
Day/Date:
Tuesday, April 7, 2015
Weather Conditions:
Mild/Normal Conditions
75
Project -ID #:
15035-04
0
108
Traffic Control:
Unsignalized
0
72
Data Source:
CJ Hensch
0
Description:
Minor -Street STOP
Controlled
88
Time of Northbound on Southbound on Eastbound on Westbound on
Count
SH 114 NBFR
- 123
65
SH 114 NBFR Kirkwood Blvd
Kirkwood Blvd
69
Begin End
U
L T
R
U
L T R
U -F
L T R
U
F L T
R
7:00 AM 7:15 AM
0
89 18
27
0
212
0
13 29
0
72
4
7:15 AM 7:30 AM
0
105 11
39
0
- 100
0
26 32
0
81
2
7:30 AM 7:45 AM
0
103 27
66
0
0
0
26 47
0
111
2
7:45 AM 8:00 AM
0
122 27
79
0
9
0
26 70
0
90
2
8:00 AM 8:15 AM
0
127 32
95
0
57
0
38 61
0
68
0
8:15 AM 8:30 AM
0
152 31
110
0
1 56
0
25 87
0
79
1
8:30 AM 8:45 AM
0
134 24
122
0
0
31 67
0
75
3
8:45 AM 9:00 AM
0
121 29
100
0
PHF:
0
21 60
0
56
3
Intersection PHV:
535 114
406
0 0 0
0.73
120 285 0
0 312
6
PHF:
0.88 0.89
0.83
- 6:00 PM
0.00 0.00 0.00
0.79 0.82 0.00
0.00 0.87
0.50
Intersection Peak Hour.' 7:45 AM -
8:45 AM
Intersection PHF:
=5
Intersection PHF. 0.92
Study Area PHV:
535 114
406�=O
32
0 0
0
120 285 0
0 312
6
PHF:
0.88 0.89
0.83
0.00 0.00
285
0.79 0.82 0.00
0.00 0.87
0.50
Study Peak Hour: 7:45 AM - 8:45 AM
0.73
Study Area PHF: 0.92
4:30 PM 4:45 PM
0
48
230
6
0
0
77
6
0
100
57
4:45 PM 5:00 PM
0
73
211
10
0
-
0
75
8
0
108
62
5:00 PM 5:15 PM
0
72
199
11
0
0
88
16
0
- 123
65
5:15 PM 5:30 PM
0
69
198
7
0
0
92
16
0
- 126
85
5:30 PM 5:45 PM
0
56
212
4
0
0
80
5
0
- 100
73
5:45 PM 6:00 PM
0
71
214
3
0
0
86
10
0
93
73
6:00 PM 6:15 PM
0
87
244
9
0
0
68
8
0
76
57
6:15 PM 6:30 PM
01
71
248
9
0
0
1 56
7
0
78
16
Intersection PHV.,
268
823
25
0
0
0
346
47
0
0 442
296
PHF:
0.93
0.96
0.57
0.00
0.00
0.00
0.94
0.73
0.00
0.00 0.88
0.87
Intersection Peak Hour:
5:00 PM
- 6:00 PM
Intersection PHF:
=5
Study Area PHV:=0.92
270
820
32
0
0
0
335
45
0
0 457
285
PHF:
0.97
0.73
0.00
0.00
0.00
0.91
0.70
0.00
0.00 0.91
0.84
Study Peak Hour: 4:45 PM - 5:45 PM
Study Area PHF: 0.95
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 5 q f 6
Intersection Traffic Movements
0
DeShazo Group, Inc.
Location:
Kirkwood Blvd at Dove Road
60
0
27
37
0
• City/State:
Southlake, Texas
4:45 PM 5:00 PM
0
Data Collector(s):
Camera
-
0
Day/Date:
Tuesday, April 7, 2015
68
0
Weather Conditions:
Mild/Normal Conditions
Project -ID #:
15035-05
31
5:00 PM 5:15 PM
Traffic Control:
Unsignalized
-
Data Source:
CJ Hensch
73
Description:
Minor -Street STOP
Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count
Kirkwood Blvd
Kirkwood Blvd
Dove Road
Dove Road
Begin End
U
L T R
U
L
T R
U -F
L T R
U -F
L T
R
7:00 AM 7:15 AM
0
0
3
12
0
17 25
0
25
3
7:15 AM 7:30 AM
0
- 65
69
0
7
21
0
24 43
0
43
8
7:30 AM 7:45 AM
0
25
38
0
18
20
0
26 81
0
104
14
7:45 AM 8:00 AM
0
-
0
13
29
0
46 62
0
126
32
8:00 AM 8:15 AM
0
-
0
10
18
0
52 43
0
40
12
8:15 AM 8:30 AM
0
-
11
0
4
28
0
65 39
0
51
14
8:30 AM 8:45 AM
0
159
0
0
3
20
0
58 31
0
22
9
8:45 AM 9:00 AM
0
0.92
0
3
17
0
1 45 30
0
22
8
Intersection PHV:
0 0 0
45
0 95
189 225 0
0 321
72
PHF:
0.00 0.00 0.00
0
0
0.63
0.00 0.82
0
0.73 0.69 0.00
0.00 0.64
0.56
Intersection Peak Hour.' 7:30 AM - 8:30 AM
0F
0 228
190
Intersection PHF.'
0.77
Study Area PHV:
0 0 0
0.87
30
0 95
221 175
0239
67
PHF:L
0.00 0.00 0.00
0.69
Study Peak Hour: 4:45 PM - 5:45 PM
0.58
0.00 0.82
00
0.85 0.71 ::0
0.00 0.47
0.52
Study Peak Hour: 7:45 AM - 8:45 AM
Study Area PHF: 0.90
Observations:
Study Area PHF: 0.67
4:30 PM 4:45 PM
0
0
15
60
0
27
37
0
32
20
4:45 PM 5:00 PM
0
-
0
25
68
0
33
34
0
- 47
31
5:00 PM 5:15 PM
0
-
0
15
73
0
22
40
0
- 49
36
5:15 PM 5:30 PM
0
-
0
25
69
0
23
35
0
- 67
54
5:30 PM 5:45 PM
0
0
22
-
58
0
23
50
0
- 65
69
5:45 PM 6:00 PM
0
0
12
39
0
25
38
0
55
62
6:00 PM 6:15 PM
0
0
6
48
0
33
32
0
65
24
6:15 PM 6:30 PM
0
0
10
32
0
1 22
26
0
44
11
Intersection PHV.,
0
0
0
87
0
268
101
159
0
0 228
190
PHF:
0.00
0.00
0.00
0.87
0.00
0.92
0.77
0.80
0.00
0.00 0.85
0.69
Intersection Peak Hour:
4:45 PM
- 5:45 PM
Intersection PHF:
0.90
Study Area PHV:
0
0
0
87
0
268�F-
101
159
0F
0 228
190
PHF:
0.00
0.00
0.00
0.87
0.00
0.92
0.77
0.80
0.00
0.00 0.85
0.69
Study Peak Hour: 4:45 PM - 5:45 PM
Study Area PHF: 0.90
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 6 of 6
Intersection Traffic Movements
0
DeShazo Group, Inc.
Location:
TW King Road at Kirkwood Blvd
24
0
8
6
• City/State:
Southlake, Texas
139
20
Data Collector(s):
Camera
Day/Date:
Tuesday, April 7, 2015
0
2
Weather Conditions:
Mild/Normal Conditions
Project -ID #:
15035-06
8
Traffic Control:
Unsignalized
23
Data Source:
CJ Hensch
Description:
All -Way STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count
TW King Road
TW King Road Kirkwood Blvd
Kirkwood Blvd
Begin End
U__F
L T R
U
L
T R
U
I L T R
U
L T R
7:00 AM 7:15 AM
0
0
7
69
0
6 52
0
9 1
7:15 AM 7:30 AM
0
0
0
8
79
0
7 63
0
3 1
7:30 AM 7:45 AM
0
1
0
16
110
0
2 112
0
5 2
7:45 AM 8:00 AM
0
0
0
19
82
0
8 137
0
9 2
8:00 AM 8:15 AM
0
22
0
12
62
0
9 148
0
4 1
8:15 AM 8:30 AM
0
0
0
17
72
0
6 188
0
10 0
8:30 AM 8:45 AM
0
0
11
70
0
4 183
0
11 1
8:45 AM 9:00 AM
0
0
0
5
49
0
1 7 140
0
8 0
Intersection PHV:
0 0 0
116
59
0 286
18
27 656 0
0 34 4
PHF:
0.00 0.00 0.00
PHF:
0.78
0.00 0.87
0.00
0.75 0.87 0.00
0.00 0.77 0.50
Intersection Peak Hour.' 7:45 AM - 8:45 AM
0.91
0.69
Intersection PHF.' 0.91
Study Area PHV:
0 0 0
0.00 0.88
59
0 286
4:45 PM
27 656
0 34 4
PHF:
0.00 0.00 0.00
0.78
0.00 0.87
00
0.75 0.87::0
0.00 0.77 0.50
Study Peak Hour: 7:45 AM - 8:45 AM
0
0
0�=8
Study Area PHF: 0.91
4:30 PM 4:45 PM
0
0
2
24
0
8
6
0
139
20
4:45 PM 5:00 PM
0
-
0
2
31
0
8
8
0
- 135
23
5:00 PM 5:15 PM
0
-
0
0
23
0
20
6
0
- 166
27
5:15 PM 5:30 PM
0
-
0
2
32
0
19
3
0
- 177
28
5:30 PM 5:45 PM
0
0
4
30
0
8
1
0
- 147
27
5:45 PM 6:00 PM
0
0
0
29
0
6
5
0
129
22
6:00 PM 6:15 PM
0
0
1
21
0
17
4
0
114
19
6:15 PM 6:30 PM
0
0
2
28
0
1 13
2
0
62
8
Intersection PHV.,
0
0
0
8
0
116
55
18
0
0 625
105
PHF:
0.00
0.00
0.00
0.50
0.00
0.91
0.69
0.56
0.00
0.00 0.88
0.94
Intersection Peak Hour:
4:45 PM
- 5:45 PM
Intersection PHF:
0.89
Study Area PHV:
0
0
0�=8
0
116
55
18
0F
0 625
105
PHF:F
0.00
0.00
0.00
0.00
0.91
0.69
0.56
0.00
0.00 0.88
0.94
Study Peak Hour: 4:45 PM - 5:45 PM
Study Area PHF: 0.89
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Date Began:
4/7/2015
250
200
150
W
2
D
J
0
100
50
0
NB Kirkwood Boulevard South of Site
TIME 0:00 0:15 0:30 0:45 TOTAL
TOTAL: 1078
AM Peak Hour
221
AM Peak Hour
246
00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00
TIME
Date Began:
4/7/2015
300
250
200
SB Kirkwood Boulevard South of Site
TIME 0:00 0:15 0:30 0:45 TOTAL
TOTAL: 920
AM Peak Hour
13
PM Peak Hour
276
100
50
0
00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00 00
TIME
24 -Hour Volumes on Kirkwood Boulevard
Collected Wednesday, April 6, 2016
Total Daily Directional Volumes:
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
Collected Thursday, April 7, 2016
Total Daily Directional Volumes:
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
Overall Study Area Peak Hours:
Collected Wednesday, April 6, 2016
AM Peak Hour: 7:30 AM — 8:30 AM (PM Peak Hour: 5:15 PM — 6:15 PM)
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
Overall Study Area Peak Hours:
Collected Thursday, April 7, 2016
AM Peak Hour: 7:30 AM — 8:30 AM (PM Peak Hour: 5:15 PM — 6:15 PM)
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
Overall Study Area Peak Hours:
Collected Friday, April 8, 2016
AM Peak Hour: 7:30 AM — 8:30 AM (PM Peak Hour: 5:15 PM — 6:15 PM)
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
Location
Direction
Total Daily Volume
AM Peak
PM Peak
Wed
Thurs
Fri
Wed
Thurs
Fri
Wed
Thurs
Fri
Dove Rd to Stockton Dr
NB
5B
Both
2,923
1,939
4,862
2,402
1,920
4,322
2,577
1,998
4,575
316
157
456
314
148
280
157
792
530
415
898
660
386
1015
412
1151
428
402
Stockton Dr to Orchard Hill Dr
NB
5B
2,722
1,773
2,206
1,781
2,416
1,847
313
127
295
281
784
401
513
402
640
380
117
128
Both
4,495
3,987
4,263
405
403
371
1134
867
995
Orchard Hill Dr to Tyler St
NB
2,629
2,134
2,302
303
295
256
777
515
644
5B
1,684
1,702
1,766
106
100
114
403
400
382
Both
4,313
3,836
4,068
372
391
333
1125
860
978
Tyler St to Round Hollow Dr
NB
2,296
1,761
1,924
276
262
211
761
476
616
5B
1,297
1,285
1,347
62
58
60
368
342
339
Both
3,593
3,046
3,271
313
311
242
1079
764
925
North of Round Hollow Dr
NB
2,095
1,556
1,716258
251
199
732
457
591
5B
1,112
1,130
1,158
34
34
29
354
330
325
Both
3,207
2,686
2,874
282
275
221
1031
735
894
250 Dove to Stockton
200 1nio,4ro A-
150
a
100
50
0
¢ a a a o o a¢ a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 n 0 0 0 0 0 0 0 0 ,-+
QNB SSB
250 Dove to Stockton
200 Thursday
150
a
100 -
50
0
¢ Q a a a a a¢ Q a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 n 0 0 0 0 0
QNB SSB
250 Dove to Stockton
200 Friday
150 -
a
100
50 A -
0
¢ Q a a a a a¢ Q a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
m a �n n oo m o ry m 0
0 v 0 0 p 0 m o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB SSB
250 Stockton to Orchard Hill
200
150
a
100
50
0
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 ry m v 0 n W m o� I 0 0 o o o m o a m o
0 ti
0 0 0 0 0 0 0 0 0 0 0 0 0 ao 0 0
QNB SSB
250 Stockton to Orchard Hill
200 Thursday
150
a
100
50
0
¢¢ a¢ a a a¢ a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB SSB
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
250
Stockton to Orchard Hill
Friday
200
150
AN-
a
100
-
50
- -
0
¢ ¢ a ¢ a ¢ ¢ ¢ a a a ¢
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0
n ao m o .�
QNB SSB
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
2S0 Orchard Hill to Tyler
200
150
x
d
loo
so
0
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 Orchard Hill to Tyler
200 Thursday
150
x
d
100
so
a a a a a a a a a a a a
............
0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 Orchard Hill to Tyler
200 Friday –
150
x
d
loo
so
0
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 Tyler to Round Hollow
200 Wednesday
lso —
x
d
loo
so
0 —
<<<<< aa a a a a a a a a a a
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 o a o 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 Tyler to Round Hollow
200 Thursday
lso
x
a
100
so
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 Tyler to Round Hollow
200 Friday
lso AA
x
d
loo
so
0
<<<<<< aa a a a a a a a a a a
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 North of Round Hollow
200 Wednesday
150
x
d
loo
so
0 --
<<<<<<<< aa a a a a a a a a a a
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 North of Round Hollow
200 Thursday
lso –
x
a
100 -
so
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
250 North of Round Hollow
200 Friday
150
x
d
loo
so
0
a a a a a a a a a a
a a a a a a a a a a a a
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
QNB -5B
PRELIMINARY COUNT DATA - SUBJECT TO CHANGE
LEE ENGINEERING LLC
4/11/2016
APPENDIX B. Trip Generation
Trip Generation Summary - Alternative 1
Average Weekday Driveway Volumes
Project: 15140 Wilks Tract
Open Date:
1/26/2016
Alternative: Alternative 1
Analysis
1/26/2016
AM
Peak Hour
PM Peak Hour
Average Daily
Trips
Adjacent Street Traffic
Adjacent Street Traffic
ITE Land Use Enter
Exit
Total
Enter
Exit
Total
Enter
Exit Total
310 HOTEL 1
932
932
1864
78
55
133
77
73 150
250 Rooms
Unadjusted Driveway Volume
932
932
1864
78
55
133
77
73 150
Unadjusted Pass -By Trips
0
0
0
0
0
0
0
0 0
Internal Capture Trips
0
0
0
0
0
0
0
0 0
Adjusted Driveway Volume
932
932
1864
78
55
133
77
73 150
Adjusted Pass -By Trips
0
0
0
0
0
0
0
0 0
Adjusted Volume Added to Adjacent Streets
932
932
1864
78
55
133
77
73 150
Total AM Peak Hour Internal Capture = 0 Percent
Total PM Peak Hour Internal Capture = 0 Percent
Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012
TRIP GENERATION 2013, TRAFFICWARE, LLC 1
Traffic Estimates TD Ameritrade Site, Southlake, Texas
Year: 2017 Employee Headcount
Shift
Days
Retail
Institutional Operations
Support
Total
6:00 AM - 2:30 PM
Mon - Fri
6
Institutional Operations
Support
6
6:30 AM - 5:00 PM
Mon - Fri
2
0
0
2
7:00 AM - 3:30 PM
Mon - Fri
30
2
0
30
7:00 AM - 4:00 PM
Mon - Fri
7:00 AM - 3:30 PM
222 127
32
349
7:30 AM - 4:00 PM
Mon - Fri
29
7:00 AM - 4:00 PM
Mon - Fri
29
7:30 AM - 4:30 PM
Mon - Fri
0
175
0
175
8:00 AM - 5:00 PM
Mon - Fri
0
127
195
322
8:00 AM - 4:30 PM
Mon - Fri
481
0
0
481
8:30 AM - 5:00 PM
Mon - Fri
37
0
133
37
9:00 AM - 5:30 PM
Mon - Fri
23
505
0
23
9:30 AM - 6:00 PM
Mon - Fri
18
Mon - Fri
39
18
10:30 AM - 7:00 PM
Mon - Fri
27
9:00 AM - 5:30 PM
Mon - Fri
27
11:30 AM - 8:00 PM
Mon - Fri
9
24
9:30 AM - 6:00 PM
9
12:30 PM - 9:00 PM
Mon - Fri
4
0
19
4
1:30 PM - 10:00 PM
Mon - Fri
11
0
0
11
8:30 PM -7:00 AM
Mon -Thu
11
0
0
11
7:00 PM - 7:00 AM
Fri - Sun
10
4
0
10
7:00 AM - 7:00 PM
Sat - Mon
10
Mon - Fri
12
10
8:30 AM - 9:00 PM
Sat - Mon
12
8:30 PM -7:00 AM
Mon -Thu
12
Total 720 397 254 195 1566
Year: 2018
204
Sam
803
Employee Headcount
1007
Shift
Days
Retail
Institutional Operations
Support
Total
6:00 AM - 2:30 PM
Mon - Fri
6
0
0
0
6
6:30 AM - 5:00 PM
Mon - Fri
2
0
0
0
2
7:00 AM - 3:30 PM
Mon - Fri
32
0
0
0
32
7:00 AM - 4:00 PM
Mon - Fri
0
233
133
0
366
7:30 AM - 4:00 PM
Mon - Fri
30
0
0
0
30
7:30 AM - 4:30 PM
Mon - Fri
0
184
0
0
184
8:00 AM - 5:00 PM
Mon - Fri
0
0
133
205
338
8:00 AM - 4:30 PM
Mon - Fri
505
0
0
0
505
8:30 AM - 5:00 PM
Mon - Fri
39
0
0
0
39
9:00 AM - 5:30 PM
Mon - Fri
24
0
0
0
24
9:30 AM - 6:00 PM
Mon - Fri
19
0
0
0
19
10:30 AM - 7:00 PM
Mon - Fri
28
0
0
0
28
11:30 AM - 8:00 PM
Mon - Fri
9
0
0
0
9
12:30 PM - 9:00 PM
Mon - Fri
4
0
0
0
4
1:30 PM - 10:00 PM
Mon - Fri
12
0
0
0
12
8:30 PM -7:00 AM
Mon -Thu
12
0
0
0
12
7:00 PM - 7:00 AM
Fri - Sun
11
0
0
0
11
7:00 AM - 7:00 PM
Sat - Mon
11
0
0
0
11
8:30 AM - 9:00 PM
Sat - Mon
13
0
0
0
13
Total 756 417 267 205 1644
Arriving: 100%
7:30am
204
Sam
803
Total 7am-gam
1007
Sam
64.3%
Departing:
1057
4:30pm
656
5pm
361
Total 4pm-5pm
1017
5pm
64.9%
Notes:
Retail- 340 assoc. in Investor Services- shift breakdown provided by workforce mgmt.
Remainder classified as 1st shift 8-4:30pm.
Institutional- do not have detailed shift info. Put Advisor Relations at 7am
and remainder at 7:30am per 1/5 email from Nick and WFM.
Brokerage Ops: do not have detailed shift info. Split 50/50 between 7am and Sam.
1.05
Arriving:
100%
7:30am
214
Sam
843
Total 7am-gam
1057
64.3%
Departing:
4:30pm
689
5pm
379
Total 4pm-5pm
1068
64.9%
Year: 2019 Employee Headcount
Shift
Days
Retail
Institutional Operations
Support
Total
6:00 AM - 2:30 PM
Mon - Fri
7
0
0
0
7
6:30 AM - 5:00 PM
Mon - Fri
2
0
0
0
2
7:00 AM - 3:30 PM
Mon - Fri
33
0
0
0
33
7:00 AM - 4:00 PM
Mon - Fri
0
245
140
0
385
7:30 AM - 4:00 PM
Mon - Fri
32
0
0
0
32
7:30 AM - 4:30 PM
Mon - Fri
0
193
0
0
193
8:00 AM - 5:00 PM
Mon - Fri
0
0
140
215
355
8:00 AM - 4:30 PM
Mon - Fri
530
0
0
0
530
8:30 AM - 5:00 PM
Mon - Fri
41
0
0
0
41
9:00 AM - 5:30 PM
Mon - Fri
25
0
0
0
25
9:30 AM - 6:00 PM
Mon - Fri
20
0
0
0
20
10:30 AM - 7:00 PM
Mon - Fri
30
0
0
0
30
11:30 AM - 8:00 PM
Mon - Fri
10
0
0
0
10
12:30 PM - 9:00 PM
Mon - Fri
4
0
0
0
4
1:30 PM - 10:00 PM
Mon - Fri
12
0
0
0
12
8:30 PM -7:00 AM
Mon - Thu
12
0
0
0
12
7:00 PM - 7:00 AM
Fri - Sun
11
0
0
0
11
7:00 AM -7:00 PM
Sat - Mon
11
0
0
0
11
8:30 AM -9:00 PM
Sat - Mon
13
0
0
0
13
Total 794 438 280 215 1727
Year: 2020
Arriving:
100%
Employee Headcount
225
Shift
Days
Retail
Institutional Operations
Support
Total
6:00 AM - 2:30 PM
Mon - Fri
7
0
0
0
7
6:30 AM - 5:00 PM
Mon - Fri
2
0
0
0
2
7:00 AM - 3:30 PM
Mon - Fri
35
0
0
0
35
7:00 AM - 4:00 PM
Mon - Fri
0
257
147
0
404
7:30 AM - 4:00 PM
Mon - Fri
34
0
0
0
34
7:30 AM - 4:30 PM
Mon - Fri
0
203
0
0
203
8:00 AM - 5:00 PM
Mon - Fri
0
0
147
226
373
8:00 AM - 4:30 PM
Mon - Fri
557
0
0
0
557
8:30 AM - 5:00 PM
Mon - Fri
43
0
0
0
43
9:00 AM - 5:30 PM
Mon - Fri
27
0
0
0
27
9:30 AM - 6:00 PM
Mon - Fri
21
0
0
0
21
10:30 AM - 7:00 PM
Mon - Fri
31
0
0
0
31
11:30 AM -8:00 PM
Mon - Fri
10
0
0
0
10
12:30 PM - 9:00 PM
Mon - Fri
5
0
0
0
5
1:30 PM - 10:00 PM
Mon - Fri
13
0
0
0
13
8:30 PM -7:00 AM
Mon -Thu
13
0
0
0
13
7:00 PM - 7:00 AM
Fri - Sun
12
0
0
0
12
7:00 AM - 7:00 PM
Sat - Mon
12
0
0
0
12
8:30 AM - 9:00 PM
Sat - Mon
14
0
0
0
14
Total 833 460 294 226 1813
1.05
Arriving:
100%
7:30am
225
8am
885
Total 7am-8am
1110
64.3%
Departing:
4:30pm
723
5pm
398
Total 4pm-5pm
1121
64.9%
1.05
Arriving:
100%
7:30am
236
Sam
930
Total 7am-8am
1166
64.3%
Departing:
4:30pm
759
5pm
418
Total 4pm-5pm
1177
64.9%
Year: 2021 Employee Headcount
Shift
Days
Retail
Institutional Operations
Support
Total
6:00 AM - 2:30 PM
Mon - Fri
7
0
0
0
7
6:30 AM - 5:00 PM
Mon - Fri
2
0
0
0
2
7:00 AM - 3:30 PM
Mon - Fri
36
0
0
0
36
7:00 AM - 4:00 PM
Mon - Fri
0
270
154
0
424
7:30 AM - 4:00 PM
Mon - Fri
35
0
0
0
35
7:30 AM - 4:30 PM
Mon - Fri
0
213
0
0
213
8:00 AM - 5:00 PM
Mon - Fri
0
0
154
237
391
8:00 AM - 4:30 PM
Mon - Fri
585
0
0
0
585
8:30 AM - 5:00 PM
Mon - Fri
45
0
0
0
45
9:00 AM - 5:30 PM
Mon - Fri
28
0
0
0
28
9:30 AM - 6:00 PM
Mon - Fri
22
0
0
0
22
10:30 AM - 7:00 PM
Mon - Fri
33
0
0
0
33
11:30 AM - 8:00 PM
Mon - Fri
11
0
0
0
11
12:30 PM - 9:00 PM
Mon - Fri
5
0
0
0
5
1:30 PM - 10:00 PM
Mon - Fri
13
0
0
0
13
8:30 PM -7:00 AM
Mon - Thu
13
0
0
0
13
7:00 PM - 7:00 AM
Fri - Sun
12
0
0
0
12
7:00 AM - 7:00 PM
Sat - Mon
12
0
0
0
12
8:30 AM - 9:00 PM
Sat - Mon
15
0
0
0
15
Total 875 483 309 237 1903
1.05
Arriving:
100%
7:30am
248
8am
976
Total 7am-8am
1224
64.3%
Departing:
4:30pm
797
5pm
439
Total 4pm-Spm
1236
64.9%