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Item 7B Traffic Impact Analysis 5-17-16 TRAFFIC IMPACT ANALYSIS FOR THE ICD MIXED-USE DEVELOPMENT SOUTHLAKE, TEXAS DeShazo Project No.16007 Prepared for: Integrated Real Estate Group 3100 W.Southlake Boulevard Suite 120 Southlake,Texas 76092 Prepared by: DeShazo Group, Inc. Texas Registered Engineering Firm F-3199 400 South Houston Street, Suite 330 Dallas,Texas 75202 214.748.6740 �r Ages� � T'• " j�'i `P .a•1.........4....._6............ 11iS May 17, 2016 .��, cul •.' N L V5 DeShazo Group 35 *aaco af�! Traffic. Transportation Planning. Parking. Design. Traffic Impact Analysis for ICD Mixed-Use Development -Deshozo Project No. 16007- TABLE OF CONTENTS ExecutiveSummary ...................................................................................................i Introduction .............................................................................................................1 Proposed Development Characteristics ....................................................................1 Roadways and Accessibility ......................................................................................1 TrafficVolumes.........................................................................................................2 ExistingTraffic Volumes.............................................................................................................. 2 Future Background Traffic Volumes............................................................................................ 2 Site-Related Traffic Volumes....................................................................................................... 3 Trip Generation and Mode Split................................................................................................3 Trip Distribution and Assignment..............................................................................................3 TrafficVolumes.........................................................................................................................3 Background-plus-Site Traffic Volumes......................................................................................... 3 Access Assessment ...................................................................................................4 Access Point-to-Access Point Spacing.......................................................................................... 4 SightDistance Criteria................................................................................................................. 4 AuxiliaryLane Assessment.......................................................................................................... 4 TrafficImpact Analysis..............................................................................................5 AnalysisMethodology................................................................................................................. 5 Summaryof Results..................................................................................................................... 5 RoadwayLink Analysis..............................................................................................6 AnalysisMethodology................................................................................................................. 6 Summaryof Results..................................................................................................................... 9 Conclusions and Recommendations..........................................................................9 ICD Mixed-Use Development Traffic Impact Analysis Table of Contents LIST OF APPENDICES: Appendix A. Traffic Volumes Appendix B. Trip Generation Supplements Appendix C. Excerpts from TxDOT Access Management Manual Appendix D. Level of Service Definitions Appendix E. Detailed Intersection Capacity Analysis Results ICD Mixed-Use Development Traffic Impact Analysis Table of Contents DeShazo Group 35 Veao o f &xcdterace! Traffic. Transportation Planning. Parking. Design. EXECUTIVE SUMMARY The services of DeShazo Group, Inc. (DeShazo) were retained by Integrated Real Estate Group (the Client)to conduct a traffic impact analysis (TIA) for the ICD mixed-use development (the Project) located in Southlake, Texas. The Project is estimated to be fully built by year 2022 and is proposed to consist of 54,465 total SF for office buildings, 44,562 SF of medical office buildings, 233 units of independent living housing and 50 units of assisted living housing. The 20.501-acre site is currently vacant and zoned as AG (agriculture). A zoning change to S-P-1 (Senior Living and Office Development) is requested for which site plan approval is required. The purpose of this report is to summarize the traffic operational characteristics of the background conditions within a specific study area and to measure the projected incremental impact related to the Project as determined by standardized engineering analyses. The study parameters used in this TIA are based upon the requirements of the City of Southlake and TxDOT-Fort Worth and are consistent with standard industry practices used in similar studies. The following findings and recommendations are based upon proposed buildout of the development in accordance with the development scenario outlined in the Project Description section of this report. 1) The existing SH 114 frontage roads/Kimball Avenue intersections currently operate with an acceptable LOS C during the peak hours and are expected to operate at LOS D or better throughout the site buildout conditions. 2) The existing SH 114 frontage roads/Carroll Avenue intersections currently operate with an acceptable LOS C during the peak hours and with the exception of year 2027 background plus site-generated AM peak hours at the eastbound SH 114 frontage road/Carroll Avenue intersection, all are expected to operate at LOS D or better throughout the site buildout conditions. 3) The existing southbound leg of the intersection of Blessed Way with the SH 114 westbound frontage road currently operates at LOS A and LOS 8 during AM and PM peak hours, respectively, and will operate at LOS 8 for the year 2022 and 2027 scenarios. 4) Site Driveway 1 does not meet TxDOT's driveway spacing requirements and a right-turn deceleration lane is warranted. However, a right-turn deceleration lane is already planned to be provided at the Driveway 1/westbound SH 114 frontage road, which provides adequate storage for vehicles turning right into the site from the westbound SH 114 frontage road. 5) Driveway 2 meets the City of Southlake's access spacing requirements. 6) The overall projected site development will generate 243 trips during the AM and 258 PM trips during the peak hours. Trip volumes for the Sunday peak hour of the adjacent roadway network is 153 trips (76 trips in and 77 trips out)for the entire site. 7) Overall, the proposed mixed-use development, does not generate significant traffic volumes and therefore will have only a minimal impact in the vicinity of site. Also, since the mixed-use development only generate minimum traffic volumes at weekend, and some of the senior living residents will attend the services provided by the nearby Gateway Church across the Blessed Way, the proposed project is an ideal match for the existing Gateway Church across the Blessed Way. The existing roadway system can adequately accommodate the projected traffic generated by the proposed development. No mitigation measures are required. END ICD Mixed-Use Development Traffic Impact Analysis Pagei DeShazo Group 35 Veao of &x;cd teaceI Traffic. Transportation Planning. Parking. Design. Technical Memorandum To: Mr. Paul Milosevich Integrated Real Estate Group From: Jim Chin, P.E., PTOE DeShazo Group, Inc. Date: May 16, 2016 Re: A Traffic Impact Analysis for the ICD Mixed-Use Development in Southlake,Texas (DeShazo No. 16007) Introduction DeShazo Group, Inc., is an engineering consulting firm providing licensed engineers skilled in the field of traffic and transportation engineering. The services of DeShazo Group were retained by Integrated Real Estate Group to conduct a traffic impact analysis for the proposed ICD Mixed-Use Development to be located on the NE corner of the westbound SH 114 frontage road/Blessed Way intersection in Southlake,Texas (see Exhibit 1). This study examined the potential traffic generated by the proposed development plan and determined the general availability of access and roadway capacity available to serve it for the following scenarios. • Existing Conditions (2016) • Year 2022—no build condition • Year 2022—with Site Development • 2027 Horizon Year— with and without Site Development This report will be provided to the City of Southlake staff for their review and to fulfill the associated requirements of the local approval process. Proposed Development Characteristics This development is proposed to be located on a site containing approximately 20.501 acres and will consist of 54,465 SF of office buildings, 44,562 SF of medical buildings, 233 units for independent living housing and 50 beds of assisted living housing. The Project is planned to be fully built out by year 2022. Exhibit 2 offers a conceptual site plan and shows the proposed two driveway access points: one on the westbound SH 114 frontage road and one on Blessed Way. Roadways and Accessibility The following existing roadways will provide primary (direct) access to the subject site and are included in the study area. • Westbound SH 114 frontage road (TxDOT Roadway) ICD Mixed-Use Development Traffic Impact Analysis Pagel DeShazo Group, Inc. May 16, 2016 A 3-lane, one way roadway. The posted speed limit near the site is 45 mph. • Kimball Avenue (City of Southlake thoroughfare designation-A6D-124' ROW) A 6-lane, divided roadway north of Southlake Boulevard and south of SH 114. A 4-lane, divided roadway north of SH 114. The posted speed limit near the site is 35 mph. • Kirkwood Boulevard (City of Southlake thoroughfare designation-A4D-100' ROW) A 4-lane, divided roadway near Blessed Way; currently, a 2-lane, undivided roadway west of Kimball Avenue and east of Carroll Avenue. The posted speed limit near the site is 35 mph. • Blessed Way (City of Southlake thoroughfare designation-100' ROW) A 4-lane, divided roadway adjacent to the westbound SH 114 frontage road; a 4-lane, undivided roadway approximately 6,500 feet north of the westbound SH 114 frontage road to Kirkwood Boulevard. The posted speed limit near the site is 35 mph. The following intersections were also included in the impact analysis. • SH 114 frontage roads at Kimball Avenue: Traffic signal controlled • SH 114 frontage roads at Carroll Avenue: Traffic signal controlled • Westbound SH 114 frontage road at Blessed Way: STOP controlled on Blessed Way • Kirkwood Boulevard at Blessed Way: STOP controlled on Blessed Way Traffic Volumes The results presented in this report analyzed the operational conditions for the peak hours and study area as defined above using standardized analytical methodologies where applicable. It examined current traffic conditions, future background traffic conditions and future traffic conditions with the proposed Project fully developed and operational. Once current traffic information was collected, future background volumes were projected by applying an annual growth rate to the existing count data. The traffic generated by the proposed development was then projected using the standard four-step approach: Trip Generation, Mode Split, Trip Distribution and Traffic Assignment. By adding the site-generated traffic to the future background traffic, the resulting traffic impact to operational conditions may be assessed from which mitigation measures may be recommended. Existing Traffic Volumes Existing weekday peak hour traffic volumes were collected in the study area on Tuesday, January 26, 2016. These volumes are shown in Exhibits 3 and 4. Detailed traffic counts can be found in Appendix A. Future Background Traffic Volumes The standard procedure for determining the future background (non-site-related) traffic involves several steps. The first is to determine an average annual growth rate for the roadways in the study area. The second is to determine a buildout or horizon year for the analysis. Finally, the existing traffic volumes are factored using the assumed annual growth rate for the selected number of growth years. After consultation with the City and their traffic consultant, an annual growth increase of 3%through the 2027 horizon buildout year was used for this study. Applying these factors to the existing traffic volumes yields the 2022 background volumes and 2027 background (Horizon)volumes shown in Exhibits 5, 6, 7 and 8. ICD Mixed-Use Development Traffic Impact Analysis Page 2 DeShazo Group, Inc. May 16, 2016 Site-Related Traffic Volumes Trip Generation and Mode Split Trip generation for the Project was calculated using the Institute of Transportation Engineers (ITE) Trip Generation Manual (91h Edition). The Trip Generation Manual is a compilation of actual traffic generation data by land use as collected over several decades by creditable sources across the country and it is accepted as the standard methodology to determine trip generation volumes for various land uses where sufficient data exists. A summary of the site-related trips calculated for the proposed building program is provided in Table 1 which shows the net trips added by the proposed development. The appropriate trip generation excerpts from trip generation software are provided in the Appendix B. TABLE 1 ICD Mixed-Use Development-Trip Generation AM Peak Hour PM Peak Hour Land Use Quantity Daily Total In Out Total In Out Traffic 252—Senior Adult Housing-Attached 233 DU 715 46 16 30 58 31 27 254—Assisted Living 50 Beds 193 7 5 2 11 5 6 710—General Office 54,465 SF 827 118 104 14 139 24 115 720—Medical/Dental Office 44,562 SF 1607 107 85 22 141 39 102 Totals 3,342 F278 210 68 349 99 250 Trip Distribution and Assignment Traffic generated by the proposed development at site buildout 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 9 and 10 illustrate the approach and departure percentages assumed for site-generated traffic. Traffic Volumes Determination of the traffic impact associated with the Project is measured by comparing the change in operational conditions before and after site-related traffic is added to the roadway system. This involves development of traffic volumes that include both background and site-related traffic. The site-generated traffic was calculated by multiplying the trip generation values (from Table 1) by the corresponding traffic approach and departure orientations (Exhibits 9 and 10). The resulting peak-hour, site-generated traffic volumes of the Project are summarized in Exhibits 11 and 12. Background-plus-Site Traffic Volumes Adding the new site-related traffic volumes from Exhibits 11 and 12 to the 2022 background traffic volumes (shown in Exhibits 5 and 6) and 2027 horizon traffic volumes (shown in Exhibits 7 and 8) yields the total peak period traffic volumes at Project buildout as shown in Exhibits 13, 14, 15 and 16. ICD Mixed-Use Development Traffic Impact Analysis Page 3 DeShazo Group, Inc. May 16, 2016 Access Assessment The access assessment portion of this study examined the location of driveways, need for a turn-lane and sight distance of the driveway with the existing roadway as described below. 1) The spacing between the proposed driveways and the adjacent property driveways. 2) The sight distance of the proposed driveways with the perspective of safety and visibility to and from access from Southlake Boulevard and the adjacent public street intersections. 3) The need for acceleration/deceleration lanes based upon the projected turning movements at the proposed driveways. Access Point-to-Access Point Spacing TxDOT controls access on the westbound SH 114 frontage road and the City of Southlake controls access on Blessed Way. The TxDOT Access Management Manual indicates: If the posted speed is equal to 45 mph, the minimum distance between access connections should be 360 feet (See TxDOT Table 2-2 in Appendix Q. The City of Southlake "Ordinance 634, Section 5.1 Design Standards — Table One" requires minimum centerline spacing of 150 feet between access points on a Commercial/Collector facility, which is the case for Blessed Way in the area of the proposed development (see also in Appendix Q. The site plan (Exhibit 2) shows that: • Driveway 1 is located approximately 300 feet from an existing driveway to the east and 550 feet from the westbound SH 114 frontage road/Blessed Way intersection to the west. • Driveway 2 is located approximately 440 feet from the Gateway Church's driveway to the north and approximately 216 feet from the westbound SH 114 frontage road/Blessed Way intersection to the south. Therefore, the proposed Driveway 1 distance is less than TxDOT's minimum separation requirements. The distance for Driveway 2 meets the City of Southlake's requirements. Sight Distance Criteria A field visit to the project location found that the westbound SH 114 frontage road, Blessed Way and the driveway locations appear to be on a relatively flat terrain. Driveways 1 and 2 appear to intersect the existing roadways at a 90-degree angle. The preliminary site plan shown on Exhibit 2 meets the minimum sight distance criteria requirements. Auxiliary Lane Assessment This portion of the report examines the need for auxiliary or turn lanes based upon the projected turning movements at the proposed access points. Table 2-3 from TxDOT's Access Management Manual requires right-turn lanes for roadways with speeds equal to 45 mph; the right-turn volumes are greater than 60 vehicles per hour on WB SH 114 frontage road. Regarding Blessed Way, the City of Southlake requires that auxiliary turn lanes be provided when the right-turning movements exceed 40 vehicles per hour on roadways with speeds of 40 mph or less (see Appendix Q. Applying these volume threshold standards to the proposed site traffic (Exhibits 11 and 12) shows that the projected right-turn traffic volumes on: 1) westbound SH 114 frontage road at the site Driveway 1 meets the volume threshold for a right-turn deceleration lane and 2) Blessed Way at site Driveway 2 does not meets the volume threshold for a right-turn deceleration lane. No right-turn deceleration lane is required. ICD Mixed-Use Development Traffic Impact Analysis Page 4 DeShazo Group, Inc. May 16, 2016 However, a right-turn deceleration lane is already planned to be provided at the Driveway 1/westbound SH 114 frontage road. No additional right-turn deceleration is needed. Internal Storage (Stacking/Minimum Throat Length)Assessment This portion of the study examines the internal storage criteria for the site driveways. The City of Southlake Driveway Ordinance No. 634 (Table One) states that the internal storage shall be based upon the average number of parking spaces served per driveway and the total number of parking spaces (200+ category) for this project. Applying the parking threshold standards 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 62 feet from the curb and does not meet the City's required minimum storage length of 200 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 does meet the City's required minimum internal storage length of 100 feet. All the outbound approaches at the site driveways provide a continuous curb up to the front right-of-way line and meets the minimum required. Driveway (Minimum Throat Width)Assessment This portion of the study examines the site driveways for the internal storage criteria. The City of Southlake Driveway Ordinance No. 634 (Table One) provides the requirements for the driveway throat width for this type of project. Applying the requirements to the proposed site plan shows that: 1) Site Driveway 1, as shown on the preliminary site plan on Exhibit 2, has a driveway throat width of 24 feet which does meet the City's required minimum width of 24-40 feet. 2) Site Driveway 2, as shown on the preliminary site plan on Exhibit 2, has a driveway throat width of 24 feet which does meet the City's required minimum width of 24-40 feet. All the outbound approaches at the site driveways provide a continuous curb up to the front right-of-way line. 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 and is presented in the 2010 Highway Capacity Manual (HCM). The HCM also qualitatively rates the overall delay conditions in terms of "level of service" (LOS) ranging from "A" (free-flowing conditions) to "F" (over-capacity conditions). LOS D or better is generally considered an acceptable condition for intersections in urban and suburban areas. A detailed description of HCM LOS for signalized intersections is provided in Appendix D. Summary of Results The intersection capacity analyses presented herein were performed using the Synchro 9 software package. Table 2 and Table 3 provide a summary of the intersection operational (signalized and unsignalized) conditions during the peak periods under the analysis conditions presented previously. Detailed software output is provided in ICD Mixed-Use Development Traffic Impact Analysis Page 5 DeShazo Group, Inc. May 16, 2016 Appendix E. The results of the existing and proposed intersection roadway geometry is shown in Exhibit 17 and Exhibit 18. A summary of the findings provided in Tables 2 and 3 is presented below. 1) The existing traffic-signal-controlled SH 114 frontage roads/Kimball Avenue intersections currently operate at LOS C during the peak hours and are expected to operate at LOS D or better throughout the site buildout conditions. 2) The existing SH 114 frontage roads/Carroll Avenue intersections currently operate at LOS C during the peak hours and, with the exception of the 2027 background-plus-site-generated AM peak hours at the eastbound SH 114 frontage road/Carroll Avenue intersection, are expected to operate at LOS D or better throughout the site buildout condition. 3) The existing STOP-controlled westbound SH 114 frontage road/Blessed Way intersection and Kirkwood Boulevard/Blessed Way intersection currently operate at LOS 8 during the peak hours and are expected to maintain this LOS throughout the site buildout conditions. 4) The proposed site Driveway 1 at SH 114 frontage road is shown to operate at an acceptable LOS during the AM and PM peak hours. Roadway Link Analysis Analysis Methodology Roadway link analysis is a comparison of actual or forecasted traffic volumes to the theoretically optimum roadway capacity and an evaluation technique used to validate the regional roadway network. Ideally, the comprehensive thoroughfare system is designed to provide adequate local and regional mobility while maintaining sufficient opportunities for property access without requiring excessive right-of-way. DeShazo applied planning parameters developed by the NCTCOG (parameters provided in Tables 4 and 5) for this study and used the projected 2022 peak period traffic volumes. ICD Mixed-Use Development Traffic Impact Analysis Page 6 N o � � o N � w � o v io m ti io o ` o v v m n In v v m N N v n n m o� m v Z Z c vlm o o V V vlm ¢ ¢ ¢ ¢ m ¢ m o ¢ Q + + o o - - K `o `o x io io n m x ._vl ti n r� I� W O vl of n vl N O O O O V V m m NO � n W N Ol N N v v W Q N Q D D D D N Q Q Q O Q V V m m Q lD lD I� N N I� V OJ V V Ol lD Ol Ifl V f+l N N I� n T OJ Ol ai D D V V Q Q Q Q Q Q m o o O O x x o V lD V I� o T V Ol OJ � � V c6 ui v v � � n W N lD Ol v6 0 O C; Q D D D D Q Q Q V Q V V m O of of V O Ul I� T N <D V <D V1 N N N N V1 n n T OJ of of v v W + a V V V o + a Q Q Q Q Q Q m m Q I , I N O O N O O y w o u N .� f+l lD _ 0 t� V I�' V .� a ? 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May 16, 2016 A suburban, residential-area type and the following roadway cross-sections and functional classifications were used in the analysis. • Westbound SH 114 frontage road: 3-lane, one-way facility • Blessed Way: 4-lane, divided Collector near the site A summary of the link capacity analysis is provided in Table 4. TABLE 4 Hourly Roadway Link Service Volumes(per lane) ####=Divided or One-Way Roads,(####)=Undivided Roads Functional Class Area Type principal minor----- G Frontage Arterial Arterial ollector Road 725 725 475 725 CBD (650) (650) (425) (650) Outer Business 775 775 500 775 District (725) 1 (725) (450) (725) 850 825 525 850 Urban Residential (775) (750) (475) (750) Suburban 925 900 575 900 Residential (875) 1 (825) (525) (825) 1,025 975600 975 Rural (925) (875) (550) (875) TABLE 5 Roadway Link Level-of-Service Guidelines (Derived from parameters used by North Central Texas Council of Governments) Level-of- NCTCOG Service Volume/Capacity Ratio A/B/C X<0.65 D/E 0.65<X<1 F X>1.0 ICD Mixed-Use Development Traffic Impact Analysis Page 8 DeShazo Group, Inc. May 16, 2016 TABLE 6 Roadway Link Analysis --------------------------------------------- Hourly Vo I u me-------------------------- ------------------------------------LOS Hourly ------------------------------------ Roadway Link Capacity AM PM AM PM per Lane Background Background Background Background Existing +Site Existing +Site Existing +Site Existing +Site WB SH 114 Frontage Road West of Kimball 900 162 420 422 814 0.06 0.16 0.16 0.30 Avenue(Near Site) (A/B/C) (A/B/C) (A/B/C) (A/B/C) Blessed Way North of WB SH 114 0.11 0.18 0.07 0.11 frontage road. 525 120 184 77 120 (Near Site) (A/B/C) (A/B/C) (A/B/C) (A/B/C) Summary of Results The roadway link analysis presented in Table 6 indicates the following. • Westbound SH 114 has ample capacity and is projected to operate at very acceptable levels of service. • Blessed Way is projected to experience below capacity volumes near the site and will operate very efficiently. Conclusions and Recommendations This report examined the access and traffic impact of the ICD mixed-use development on the adjacent roadway system. The findings are summarized below. 1) The existing SH 114 frontage roads/Kimball Avenue intersections currently operate with an acceptable LOS C during the peak hours and are expected to operate at LOS D or better throughout the site buildout conditions. 2) The existing SH 114 frontage roads/Carroll Avenue intersections currently operate with an acceptable LOS C during the peak hours and with the exception of year 2027 background plus site-generated AM peak hours at the eastbound SH 114 frontage road/Carroll Avenue intersection, all are expected to operate at LOS D or better throughout the site buildout conditions. 3) The existing southbound leg of the intersection of Blessed Way with the SH 114 westbound frontage road currently operates at LOS A and LOS 8 during AM and PM peak hours, respectively, and will operate at LOS 8 for the year 2022 and 2027 scenarios. 4) Site Driveway 1 does not meet TxDOT's driveway spacing requirements and a right-turn deceleration lane is warranted. However, a right-turn deceleration lane is already planned to be provided at the Driveway 1/westbound SH 114 frontage road, which provides adequate storage for vehicles turning right into the site from the westbound SH 114 frontage road. 5) Driveway 2 meets the City of Southlake's access spacing requirements. 6) The overall projected site development will generate 243 trips during the AM and 258 PM trips during the peak hours. Trip volumes for the Sunday peak hour of the adjacent roadway network is 153 trips (76 trips in and 77 trips out)for the entire site. ICD Mixed-Use Development Traffic Impact Analysis Page 9 DeShazo Group, Inc. May 16, 2016 7) Overall, the proposed mixed-use development, does not generate significant traffic volumes and therefore will have only a minimal impact in the vicinity of site. Also, since the mixed-use development only generate minimum traffic volumes at weekend, and some of the senior living residents will attend the services provided by the nearby Gateway Church across the Blessed Way, the proposed project is an ideal match for the existing Gateway Church across the Blessed Way. It should be noted that a future ramp reversal in the vicinity of site Driveway 1 may potentially be developed. An inquiry was made to the City staff and the TxDOT District Office for this information; however, no response has been received at this time. It is our current understanding that the ramp reversals, if planned, is still in the early planning stage by TxDOT and won't materialize before the development's horizon year(2027). The existing roadway system can adequately accommodate the projected traffic generated by the proposed development. No mitigation measures are required. NOTE: Recommendations for public improvements within the study area presented in this report reflect the opinion of DeShazo based solely upon technical analysis and professional judgment and are not intended to define, imply, or allocate funding sources nor required improvements. Applicable legal precedent indicates that the Owner of a Project should only be required to proportionately fund necessary infrastructure improvements that are directly attributable to implementation of the Project. Such requirements will depend upon the individual circumstances of each project that may be viewed differently by each particular agency/municipality. END OF MEMO ICD Mixed-Use Development Traffic Impact Analysis Page 10 z s. C� d F da z c cu I t 104, :l, - �a f /C /IeM passa18 ' - f • W -- _ sin ; 2 Imo_ .•i» '+ .^v' - - mN X J W 2f RA W � U �E Z ti - O ' O a� 0 o - s z p os 6mc c oom 9��goy90 J I to s ,I �,00rex,m II I ro, I _ , . I „ - ----- I I 1 11 Irl - - I � VIII R g � y 9�a �e W o ■� = a�� w_ II s _ g wg:g 'eW Qv n� # %a sgY S 2¢1=Ea 8 as m {I � �� I � m s qj \�.; El O p �Q � yp 1 ami � a // `ge �✓ � �& o o W �a� �� 2g- U a DeShazo Group, Inc. Job No. 16007 Exhibit Created on 03-15-2016 Exhibit 3. Existing AM Peak Hour Traffic Volumes North Not to Scale R29 4-124 1-3 y L r92 • q6 > 262 R T �f Kirkwood Blvd o Sy Norn CDCO U CI) Z sy 77V � t/> CO "C�. a N C\1 CO Z 01 M M O D ^pp CD �. R Q 7 R�38 a E z >>��; eOQ = vv `-107 Ai MCO -106 SH 114 VVBFR r438 0')8 8 MN y SH 114 EBFR 90-* T 275- 0 333 DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 4. Existing PM Peak Hour Traffic Volumes North Not to Scale �1 i L -37 • -11 < 2a 34-� R T � Kirkwood Blvd 2 2y r, � U C',r� Z sy 771, 0M Cr y 00 CO CO C\1Z v rnrn V N O CD R Q R36 a E sy ` ' Y >>Vt�; z eOQ = o� `-265 M -220 SH wgFR -547 114 RT WW 0 0 --I N N� - - - - - - - - - - - - y SH 114 EBFR 198• " ' �r 526- —� 199. DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 5. 2022 Background AM Peak Hour Traffic Volumes North Not to Scale R35 F148 y L x110 . . q7 > 51a 313 R T �f Kirkwood Blvd 0 6y Cv C� ,n U CD C\1 Z sy �7 T� o CO Q�6 N oo CO i Z , v o v 0 vv D ^cV CD �. R� Q R�6S a E z >>��; e�R �� X128 -127 SH 114 VVBFR ' 1523 CO 6) --ICT --j C:) y SH 114 EBFR 107. T 328- �N 398 DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 6. 2022 Background PM Peak Hour Traffic Volumes North Not to Scale �1 i L F44 • r13 < 2a 41- R T � Kirkwood Blvd 2 2y oo—M CD U Z sy 771, (3,�C* moo Z , v rnLO LOM O D tp CD t6J Q R�3J a E Z till , = v `-316 ao v -263 SH 114 wBFR i x653 co N ro- - - - - - - - - - - - - - CT y SH 114 EBFR 236- 628- 238-A 36-628-238 DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 7. 2027 Horizon Background AM Peak Hour Traffic Volumes North Not to Scale X40 F172 CD L x127 Q 6 363 - R T if Kirkwood 0 7y co 0 CI) U z 0/51 771, �N LO CO Jntrn CO LO 5r y Z � C N V LO O N ^� A' • N Q E z till = o 00 148 `22 F147 SN 114 WBF x606 R RT N W N o 00 W CO OT 110, - - - - - - - - - - - - - SH 114 EBFR 125-* T crn 381- w� 461 DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 8. 2027 Horizon Background PM Peak Hour Traffic Volumes North Not to Scale R1 i L -51 •, r15 Q 3-* — 47- - R T if Kirkwood Blvd 0 3-x LP � U 0/51 771, LO N LOM a y y �yqj MCO J O N Z N App (O V O D � CD • ZJ Q RSO, a E �7A z till r-CI) V-367 � F305 SN 114 WBF -757 R RT M o CO N 1110 - - - - - - - - - - - -- SH 114 EBFR 274. T,N 72&1 w 275y DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas m /1\ x rl x W H Z �F o OAy IlegwiN 'N or—%9 .— %9 U O CL o\ h O°Oo o N � aQ � k..%Ot CD o M passal8 m 41i a � L CO H �-%9 OAy IIOaaeo 'N %9—► %9- r X O\O X 10 4L h Y (6 O CO O d N Q N X X_ 0 U 0 a DeShazo Group. Inc. Job no. 16007 Exhibit Created on Oo-16-2016 � o m X W H Z O O any IlegwiN 'N ® ® W r o h a s� N G7 %S 00 /(eM pas sele ►�''%£ CO p1 CO � a a L � r M � � o\° Q o N�h O any Iloaaeo 'N 7X X 10 Y 7 O A � A /!AA C vl O d N N X X_ 0 U 0 a DeShazo Group, Inc. Job no. 16007 Exhibit Created on Oo-16-2016 Exhibit 11. Site Generated AM Peak Hour Traffic Volumes North Not to Scale R if Kirkwood Blvd 2 CO ITU Z sy 77 R�� 5�qj 74 \y Z r o / R _ 5 D CD ov- DrivewaY 2 Q 3 3m `6 a �°' E IC- 189 1-21z SH 114 WBFR -84 105a - - - - - - - - - SH 114 EBFR 3 DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 12. Site Generated PM Peak Hour Traffic Volumes North Not to Scale Q Kirkwood Blvd 2 OOCM U IT � Z sy 77R ", a C) «' o R2O D `�° Driveway 2 a, �R70 Q 23� 3m� a E S � OIC- Y A' 89 Z SH 114 WBFR -40 - - - _ - - - - - - - 50a 24-�- - - - - - - - - - - - - - - - - - - - - - - - SH 114 EBFR 13 „ car+ DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 13. 2022 Background Plus Site Generated AM Peak Hour Traffic Volumes North Not to Scale v-35 F148 i L x110 ., q7 Q 5 313- - R T if Kirkwood 0 6y co o v MC U C z 0/51 CO CO a LO y 't 00 Z v I-C.0 ^C° 0 5 D N • �1�. Driveway 2 Q) 3 �m E 189 Z �e -202'OR CO� v'128 r` -211 SN 114 WBFR x523 F �o - `S o rn C)O, �o 105- i L - - - - - - - - - - - - - SH 114 EBFR 105n T ! 107- �N 332 401 ► DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 14. 2022 Background Plus Site Generated PM Peak Hour Traffic Volumes North Not to Scale R1 i L -44 •, r13 < 2" — 41- i T if Kirkwood Blvd 2 2y cR— N U Z 0/51 RS2�7 M.O �a moo VN Z f N(�O LO ^� LOM O . 2O D tp ' DrivewaY2 Q 3m� a E 89 z F o 8316 R M CO F302 SH 114 WBFR 1653 Fso C.0rn CO N �CT 50a y y SH 114 EBFR 236. '' T 641- „ C00 250 DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 15. 2027 Horizon Background Plus Site Generated AM Peak Hour Traffic Volumes North Not to Scale R40 F172 CD L x127 • r+8 > 363 - R T if Kirkwood Blvd 0 7y v o cR cn U Z sy 771, "tCO COM L LO CO X22 Q. M M F i \ �.7 Z v N N V LO / D R^,\ 5 `° Driveway 2 �p Q 3m 0 a E 4y189 Y F231 z �� ' F23g SH 114 WBFR _� 1606 o� - - - - - - - - - - - - C', w CO cn 1110 105a y L 12 SH 114 EBFR `�'r 384- 464� DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 16. 2027 Horizon Background Plus Site Generated PM Peak Hour Traffic Volumes North Not to Scale �1 i L -51 • r15 > 3-,r Q 47- - R T if Kirkwood Blvd 0 3yN 0 rn U �v Z sy 771, R6 � C\1 s a MCO J ON CO `M' Z O C.0 RO CD Driveway 2 a, 48 E Z89 "'r-594 F 8367 �n 4-344 SH 114 WBFR x757 iso vi - - - - - - - o CO rO 1110 50a COL SH 114 EBFR 274' T,N 288 ► DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 17. Existing Roadway Geometry North Not to Scale T • �C Kirkwood Blvd y7 57 1�1 z �� Y SH 114 VVBFR — _ - - - - - - - - - - - - - - _ SH 114 EBFR „ DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Exhibit 18. Analyzed Roadway Geometry North Not to Scale T • Kirkwood Blvd sy77 T T Z DrivewaY 2 CD ,qj a �c E 2z till SH 114 WBFR - - - - - SH 114 EBFR „ DeShazo Group TIA for ICD Mixed Use Development in Southlake, Texas Appendix A. Traffic Volumes ICD Mixed-Use Development Traffic Impact Analysis Appendix Page I of 6 Intersection Traffic Movements DeShazo Group,Inc. Location: SH 114 EB Frontage Road at Carroll Avenue City/State: Southlake, TX Data Collector(s): Camera Day/Date: Tuesday,January 26, 2016 Weather conditions: Mild/Normal Conditions Project-ID#: 16007-01 Traffic Control: Signalized Data Source: CJ Hensch Time of Northbound on Southbound on Eastbound on Westbound on Count Carroll Ave Carroll Ave SH 114 EBFR SH 114 EBFR Begin End U L T R U L T R U L T R U T L T R 7:00 AM 7:15 AM 0 0 47 77 0 33 49 0 0 27 38 39 0 0 0 0 7:15 AM 7:30 AM 0 0 54 94 0 42 96 0 0 33 53 46 0 0 0 0 7:30 AM 7:45 AM 0 0 94 99 0 48 119 0 0 48 117 53 0 0 0 0 7.45 AM 8:00 AM 0 0 99 98 0 71 143 0 0 113 119 102 0 0 0 0 8:00 AM 8:15 AM 0 0 73 115 0 42 108 0 0 80 120 84 0 0 0 0 8:15 AM 8:30 AM 0 0 75 61 0 45 107 0 0 84 61 66 0 0 0 0 8:30 AM 8:45 AM 0 0 65 74 0 32 113 0 0 66 60 58 0 0 0 0 845 AM 9:00 AM 0 0 100 75 0 28 117 0 0 42 59 80 0 1 0 0 0 Intersection PHV: 0 0 341 373 0 206 477 0 0 325 417 305 0 0 0 0 PHF: 0.00 0.00 0.86 0.81 0.00 0.73 0.83 0.00 0.00 0.72 0.87 0.75 0.00 0.00 0.00 0.00 Intersection Peak Hour: 7:30 AM-8:30 AM Intersection PHF:= Study Area PHV: 0 0 341 373 1 0 206 477 0 0 325 417 305 0 0 0 0 PHF: 0.00 0.00 0.86 0.81 0.00 0.73 0.83 0.00 0.00 0.72 0.87 0.76 0.00 0.00 0.00 0.00 Study Peak Hour: 7:30 AM -8:30 AM Study Area PHF: 0.82 4:30 PM 4:45 PM 0 0 123 77 0 52 154 0 0 14 87 86 0 0 0 0 4:45 PM 5:00 PM 0 0 110 70 0 56 153 0 0 27 83 107 0 0 0 0 5:00 PM 5:15 PM 0 0 130 89 0 73 178 0 0 21 86 77 0 0 0 0 5:15 PM 5:30 PM 0 0 108 66 0 63 171 0 0 21 88 99 0 0 0 0 5:30 PM 5:45 PM 0 0 119 60 0 48 153 0 0 30 100 113 0 0 0 0 5:45 PM 6:00 PM 2 0 142 78 0 49 184 0 0 34 104 87 0 0 0 0 6:00 PM 6:15 PM 0 0 114 69 0 68 151 0 0 25 89 86 0 0 0 0 6:15 PM 6:30 PM 0 1 0 113 54 0 1 46 162 0 0 1 21 68 64 0 1 0 0 0 Intersection PHV: 2 0 499 293 0 233 686 0 0 106 378 376 0 0 0 0 PHF: 0.25 0.00 0.88 0.82 0.00 0.80 0.93 0.00 0.00 0.78 0.91 0.83 0.00 0.00 0.00 0.00 Intersection Peak Hour: 5:00 PM-6:00 PM Intersection PHF: 0.95 Study Area PHV: 2 0 499 293 1 0 233 686 0 0 106 378 376 0 0 0 0 PHF: 0.26 0.00 0.88 0.82 0.00 0.80 0.93 0.00 0.00 0.78 0.91 0.83 0.00 0.00 0.00 0.00 Study Peak Hour: 5:00 PM -6:00 PM Study Area PHF: 0.95 Observations: De5hazo Gi C. File:C2X3HRS-4L&I2 , Fed-,ALS Page 2 of 6 Intersection Traffic Movements DeShazo Group,Inc. Location: SH 114 WB Frontage Road at Carroll Avenue City/State: Southlake, TX Data Collector(s): Camera Day/Date: Tuesday,January 26, 2016 Weather conditions: Mild/Normal Conditions Project-ID#: 16007-02 Traffic Control: Signalized Data Source: CJ Hensch Time of Northbound on Southbound on Eastbound on Westbound on Count Carroll Ave Carroll Ave SH 114 WBFR SH 114 WBFR 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 36 36 0 0 0 45 7 0 0 0 0 0 38 18 23 7:15 AM 7:30 AM 0 48 41 0 0 0 68 5 0 0 0 0 0 68 21 28 7:30 AM 7.45 AM 0 78 65 0 0 0 94 10 0 0 0 0 0 76 20 47 7.45 AM 8:00 AM 0 69 135 0 0 0 116 22 0 0 0 0 0 97 27 52 8:00 AM 8:15 AM 0 56 100 0 0 0 75 9 0 0 0 0 0 75 56 37 8:15 AM 8:30 AM 0 68 92 0 0 0 71 12 0 0 0 0 0 87 52 43 8:30 AM 8:45 AM 0 59 76 0 0 0 71 9 0 0 0 0 0 80 39 42 845 AM 9:00 AM 0 59 78 0 0 0 55 2 0 0 0 0 0 97 35 53 Intersection PHV: 0 271 392 0 0 0 356 53 0 0 0 0 0 335 155 179 PHF: 0.00 0.87 0.73 0.00 0.00 0.00 0.77 0.60 0.00 0.00 0.00 0.00 0.00 0.86 0.69 0.86 Intersection Peak Hour: 7:30 AM-8:30 AM Intersection PHF:= Study Area�PHV: 0 271 392 0 0 0 366 63 0 0 0 0 0 336 166 179 F: 0.00 0.87 0.73 0.00 0.00 0.00 0.77 0.60 0.00 0.00 0.00 0.00 0.00 0.86 0.69 0.86 Study Peak Hour: 7:30 AM -8:30 AM Study Area PHF: 0.84 4:30 PM 4:45 PM 0 100 35 0 0 0 88 9 0 0 0 0 0 125 38 43 4:45 PM 5:00 PM 0 89 52 0 0 0 82 17 0 0 0 0 0 116 44 51 5:00 PM 5:15 PM 0 107 40 0 0 0 120 12 0 0 0 0 0 139 76 38 5:15 PM 5:30 PM 0 97 32 0 0 0 89 2 0 0 0 0 0 136 142 49 5:30 PM 5:45 PM 0 79 70 0 0 0 63 5 0 0 0 0 0 141 75 53 5:45 PM 6:00 PM 0 85 81 0 0 0 85 10 0 0 0 0 0 149 55 49 6:00 PM 6:15 PM 0 94 55 0 0 0 120 9 0 0 0 0 0 113 23 49 6:15 PM 6:30 PM 0 1 94 39 0 0 1 0 65 9 0 1 0 0 0 0 1 133 25 30 Intersection PHV: 0 368 223 0 0 0 357 29 0 0 0 0 0 565 348 189 PHF: 0.00 0.86 0.69 0.00 0.00 0.00 0.74 0.60 0.00 0.00 0.00 0.00 0.00 0.95 0.61 0.89 Intersection Peak Hour: 5:00 PM-6:00 PM Intersection PHF: 0.95 Study Area PHV: 0 368 223 0 0 0 367 29 0 0 0 0 0 666 348 189 PHF: 0.00 0.86 0.69 0.00 0.00 0.00 0.74 0.60 0.00 0.00 0.00 0.00 0.00 0.96 0.61 0.89 Study Peak Hour: 5:00 PM -6:00 PM Study Area PHF: 0.95 Observations: De5hazo GiC. File:C2X3HRS-4L&I2 , Fed-,ALS Page 3 of 6 Intersection Traffic Movements DeShazo Group,Inc. Location: Blessed Way at SH 114 WB Frontage Road City/State: Southlake, TX Data Collector(s): Camera Day/Date: Tuesday,January 26, 2016 Weather conditions: Mild/Normal Conditions Project-ID#: 16007-03 Traffic Control: Unsignalized Data Source: CJ Hensch Description: Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Blessed Way Blessed Way SH 114 WBFR SH 114 WBFR Begin End U T L T R U -LT R U L T R U -LT R 7:00 AM 7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 0 0 25 5 7:15 AM 7:30 AM 0 0 0 0 0 0 0 3 0 0 0 0 0 0 28 4 7:30 AM 7.45 AM 0 0 0 0 0 0 0 5 0 0 0 0 0 0 30 4 7.45 AM 8:00 AM 0 0 0 0 0 0 0 14 0 0 0 0 0 0 29 5 8:00 AM 8:15 AM 0 0 0 0 0 0 0 52 0 0 0 0 0 0 42 1 8:15 AM 8:30 AM 0 0 0 0 0 0 0 35 0 0 0 0 0 0 37 4 8:30 AM 8:45 AM 0 0 0 0 0 0 0 29 0 0 0 0 0 0 34 6 845 AM 9:00 AM 0 1 0 0 0 0 1 0 0 2 0 0 0 0 0 0 43 8 Intersection PHV: 0 0 0 0 0 0 0 118 0 0 0 0 0 0 156 19 PHF: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.57 0.00 0.00 0.00 0.00 0.00 0.00 0.91 0.59 Intersection Peak Hour: 8:00 AM-9:00 AM Intersection PHF: 0.77 Study Area�PHV: 0 0 0 0 0 0 0 106 0 0 0 0 0 0 138 14 F: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.51 0.00 0.00 0.00 0.00 0.00 0.00 0.82 0.70 Study Peak Hour: 8:00 AM -9:00 AM Study Area PHF: 0.68 4:30 PM 4:45 PM 0 0 0 0 0 0 0 9 0 0 0 0 0 0 75 8 4:45 PM 5:00 PM 0 0 0 0 0 0 0 11 0 0 0 0 0 0 72 5 5:00 PM 5:15 PM 0 0 0 0 0 0 0 8 0 0 0 0 0 0 105 16 5:15 PM 5:30 PM 0 0 0 0 0 0 0 4 0 0 0 0 0 0 106 7 5:30 PM 5:45 PM 0 0 0 0 0 0 0 4 0 0 0 0 0 0 82 10 5:45 PM 6:00 PM 0 0 0 0 0 0 0 5 0 0 0 0 0 0 73 23 6:00 PM 6:15 PM 0 0 0 0 0 0 0 8 0 0 0 0 0 0 47 16 6:15 PM 6:30 PM 0 1 0 0 0 0 1 0 0 4 0 1 0 0 0 0 1 0 59 25 Intersection PHV: 0 0 0 0 0 0 0 21 0 0 0 0 0 0 366 56 PHF: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.66 0.00 0.00 0.00 0.00 0.00 0.00 0.86 0.61 Intersection Peak Hour: 5:00 PM-6:00 PM Intersection PHF: 0.86 Study Area PHV: 0 0 0 0 0 0 0 21 0 0 0 0 0 0 366 56 PHF: 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.66 0.00 0.00 0.00 0.00 0.00 0.00 0.86 0.61 Study Peak Hour: 5:00 PM -6:00 PM Study Area PHF: 0.86 Observations: De5hazo Grol. File:C2X3HRS-4L&12Mv Feds.XLS Page 4 of 6 Intersection Traffic Movements DeShazo Group,Inc. Location: Kirkwood Boulevard at Blessed Way City/State: Southlake, TX Data Collector(s): Camera Day/Date: Tuesday,January 26, 2016 Weather conditions: Mild/Normal Conditions Project-ID#: 16007-04 Traffic Control: Unsignalized Data Source: CJ Hensch Description: Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count Kirkwood Blvd Kirkwood Blvd Blessed Way Blessed Way Begin End U L T R U L T R U I L T R U L T R 7:00 AM 7:15 AM 0 0 1 0 0 0 0 0 0 1 10 0 0 0 8 3 7:15 AM 7:30 AM 0 1 0 1 0 0 0 0 0 2 4 0 0 4 4 2 7:30 AM 7.45 AM 0 2 0 1 0 3 0 0 0 8 15 1 0 5 11 9 7.45 AM 8:00 AM 0 0 0 5 0 0 0 1 0 21 91 1 2 18 34 12 8:00 AM 8:15 AM 0 0 0 1 0 1 5 1 0 8 72 0 3 40 46 7 8:15 AM 8:30 AM 0 0 0 2 0 7 2 1 0 6 84 3 1 29 33 1 8:30 AM 8:45 AM 0 0 0 1 0 4 0 2 0 3 37 0 2 20 31 0 845 AM 9:00 AM 0 1 0 3 0 0 0 0 0 1 0 6 3 0 1 8 0 Intersection PHV: 0 0 0 9 0 12 7 5 0 38 284 4 8 107 144 20 PHF: 0.00 0.00 0.00 0.45 0.00 0.43 0.35 0.63 0.00 0.45 0.78 0.33 0.67 0.67 0.78 0.42 Intersection Peak Hour: 7:45 AM-8:45 AM Intersection PHF: 0.86 Study Area�PHV: 0 2 0 9 011 7 3 0 43 262 5 6 92 124 29 F: 0.00 0.25 0.00 0.45 0.00 0.39 0.35 0.75 0.00 0.51 0.72 0.42 0.50 0.58 0.67 0.60 Study Peak Hour: 7:45 AM -8:45 AM Study Area PHF: 0.80 4:30 PM 4:45 PM 0 1 0 2 0 2 5 4 0 0 11 0 0 2 15 0 4:45 PM 5:00 PM 0 1 0 2 0 1 3 1 0 0 25 2 1 9 23 0 5:00 PM 5:15 PM 0 1 0 5 0 4 2 1 0 0 15 0 0 6 21 0 5:15 PM 5:30 PM 0 1 0 1 0 3 0 2 0 0 7 0 0 0 4 0 5:30 PM 5:45 PM 0 2 0 2 0 1 0 0 0 0 6 0 0 2 3 0 5:45 PM 6:00 PM 0 3 1 3 0 0 1 0 0 2 6 2 0 3 9 1 6:00 PM 6:15 PM 0 3 0 5 0 2 1 1 0 0 1 3 0 5 12 0 6:15 PM 6:30 PM 0 1 0 0 2 0 1 0 0 0 0 1 0 4 0 0 1 4 5 0 Intersection PHV: 0 4 0 10 0 10 10 8 0 0 58 2 1 17 63 0 PHF: 0.00 1.00 0.00 0.50 0.00 0.63 0.50 0.50 0.00 0.00 0.58 0.25 0.25 0.47 0.68 0.00 Intersection Peak Hour: 4:30 PM-5:30 PM Intersection PHF: 0.68 Study Area PHV: 0 7 1 11 0 8 3 3 0 2 34 2 0 11 37 1 PHF: 0.00 0.58 0.25 0.55 0.00 0.50 0.38 0.38 0.00 0.25 0.57 0.25 0.00 0.46 0.44 0.25 Study Peak Hour: 5:00 PM -6:00 PM Study Area PHF: 0.55 Observations: De5hazo Gi C. File:C2X3HRS-4L&I2 , Fed-,ALS Page 5 of 6 Intersection Traffic Movements DeShazo Group,Inc. Location: SH 114 EB Frontage Road at Kimball Avenue City/State: Southlake, TX Data Collector(s): Camera Day/Date: Tuesday,January 26, 2016 Weather conditions: Mild/Normal Conditions Project-ID#: 16007-05 Traffic Control: Signalized Data Source: CJ Hensch Time of Northbound on Southbound on Eastbound on Westbound on Count Kimball Ave Kimball Ave SH 114 EBFR SH 114 EBFR Begin End U L T R U L T R U L T R U T L T R 7:00 AM 7:15 AM 0 0 44 105 0 85 121 0 0 3 33 48 0 0 0 0 7:15 AM 7:30 AM 0 0 59 93 0 99 116 0 0 3 52 67 0 0 0 0 7:30 AM 7:45 AM 0 0 62 105 0 102 174 0 0 21 76 70 0 0 0 0 7.45 AM 8:00 AM 0 0 60 103 0 99 172 0 0 25 71 95 0 0 0 0 8:00 AM 8:15 AM 0 0 89 107 0 128 157 0 0 18 67 90 0 0 0 0 8:15 AM 8:30 AM 0 0 80 89 0 94 143 0 0 26 61 78 0 0 0 0 8:30 AM 8:45 AM 0 0 84 88 0 87 130 0 0 21 65 54 0 0 0 0 845 AM 9:00 AM 0 0 64 49 0 72 149 0 0 11 69 70 0 1 0 0 0 Intersection PHV: 0 0 291 404 0 423 646 0 0 90 275 333 0 0 0 0 PHF: 0.00 0.00 0.82 0.94 0.00 0.83 0.93 0.00 0.00 0.87 0.90 0.88 0.00 0.00 0.00 0.00 Intersection Peak Hour: 7:30 AM-8:30 AM Intersection PHF:= Study Area�PHV: 0 0 291 404 0 423 646 0 0 90 275 333 0 0 0 0 F: 0.00 0.00 0.82 0.94 0.00 0.83 0.93 0.00 0.00 0.87 0.90 0.88 0.00 0.00 0.00 0.00 Study Peak Hour: 7:30 AM -8:30 AM Study Area PHF: 0.94 4:30 PM 4:45 PM 0 0 125 46 0 68 153 0 0 50 96 62 0 0 0 0 4:45 PM 5:00 PM 0 0 131 48 0 66 183 0 0 45 121 40 0 0 0 0 5:00 PM 5:15 PM 0 0 162 53 0 47 161 0 0 56 141 50 0 0 0 0 5:15 PM 5:30 PM 0 0 152 49 0 44 191 0 0 47 151 52 0 0 0 0 5:30 PM 5:45 PM 0 0 119 38 0 66 195 0 0 43 110 50 0 0 0 0 6:46 PM 6:00 PM 0 0 140 34 0 66 176 0 0 62 124 47 0 0 0 0 6:00 PM 6:15 PM 0 0 149 43 0 28 181 0 0 41 138 55 0 0 0 0 6:15 PM 6:30 PM 0 1 0 128 46 0 1 53 166 0 0 1 41 123 37 0 1 0 0 0 Intersection PHV: 0 0 564 188 0 223 730 0 0 191 523 192 0 0 0 0 PHF: 0.00 0.00 0.87 0.89 0.00 0.84 0.94 0.00 0.00 0.85 0.87 0.92 0.00 0.00 0.00 0.00 Intersection Peak Hour: 4:45 PM-5:45 PM Intersection PHF: 0.95 Study Area PHV: 0 0 673 174 1 0 212 722 0 0 198 626 199 0 0 0 0 PHF: 0.00 0.00 0.88 0.82 0.00 0.80 0.93 0.00 0.00 0.88 0.87 0.96 0.00 0.00 0.00 0.00 Study Peak Hour: 5:00 PM -6:00 PM Study Area PHF: 0.95 Observations: De5hazo Gi C. File:C2X3HRS-4L&I2 , Fed-,ALS Page 6 of'6 Intersection Traffic Movements DeShazo Group,Inc. Location: SH 114 WB Frontage Road at Kimball Avenue City/State: Southlake, TX Data Collector(s): Camera Day/Date: Tuesday,January 26, 2016 Weather conditions: Mild/Normal Conditions Project-ID#: 16007-06 Traffic Control: Signalized Data Source: CJ Hensch Time of Northbound on Southbound on Eastbound on Westbound on Count Kimball Ave Kimball Ave SH 114 WBFR SH 114 WBFR 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 33 17 0 0 0 135 9 0 0 0 0 0 69 26 20 7:15 AM 7:30 AM 0 37 24 0 0 0 151 31 0 0 0 0 0 68 25 16 7:30 AM 7:45 AM 0 32 47 0 0 0 143 39 0 0 0 0 0 112 31 18 7.45 AM 8:00 AM 0 31 55 0 0 0 172 27 0 0 0 0 0 116 27 23 8:00 AM 8:15 AM 0 54 69 0 0 0 177 10 0 0 0 0 0 106 26 33 8:15 AM 8:30 AM 0 48 48 0 0 0 157 18 0 0 0 0 0 104 22 33 8:30 AM 8:45 AM 0 40 55 0 0 0 129 13 0 0 0 0 0 89 32 32 845 AM 9:00 AM 0 46 42 0 0 0 110 16 0 0 0 0 0 1 108 19 36 Intersection PHV: 0 165 219 0 0 0 649 94 0 0 0 0 0 438 106 107 PHF: 0.00 0.76 0.79 0.00 0.00 0.00 0.92 0.60 0.00 0.00 0.00 0.00 0.00 0.94 0.85 0.81 Intersection Peak Hour: 7:30 AM-8:30 AM Intersection PHF:= Study Area�PHV: 0 165 219 0 0 0 649 94 0 0 0 0 0 438 106 107 F: 0.00 0.76 0.79 0.00 0.00 0.00 0.92 0.60 0.00 0.00 0.00 0.00 0.00 0.94 0.85 0.81 Study Peak Hour: 7:30 AM -8:30 AM Study Area PHF: 0.94 4:30 PM 4:45 PM 0 91 93 0 0 0 92 26 0 0 0 0 0 131 45 76 4:45 PM 5:00 PM 0 80 105 0 0 0 120 30 0 0 0 0 0 126 42 69 5:00 PM 5:15 PM 0 111 103 0 0 0 77 17 0 0 0 0 0 130 44 73 5:15 PM 5:30 PM 0 92 89 0 0 0 96 19 0 0 0 0 0 138 73 73 5:30 PM 5:45 PM 1 84 100 0 0 0 94 10 0 0 0 0 0 141 61 59 5:45 PM 6:00 PM 1 93 98 0 0 0 118 24 0 0 0 0 0 138 42 60 6:00 PM 6:15 PM 1 81 109 0 0 0 69 21 0 0 0 0 0 135 32 61 6:15 PM 6:30 PM 1 1 82 93 0 0 1 0 91 12 0 1 0 0 0 0 1 119 41 57 Intersection PHV: 0 374 390 0 0 0 385 92 0 0 0 0 0 525 204 291 PHF: 0.00 0.84 0.93 0.00 0.00 0.00 0.80 0.77 0.00 0.00 0.00 0.00 0.00 0.95 0.70 0.96 Intersection Peak Hour: 4:30 PM-5:30 PM Intersection PHF: 0.97 Study Area PHV: 0 380 390 0 0 0 385 70 0 0 0 0 547 220 265 PHF: 0.00 0.86 0.95 0.00 0.00 0.00 0.82 0.73 0.00 0.00 0.00 :0:0: 0.00 0.97 0.75 0.91 Study Peak Hour: 5:00 PM -6:00 PM Study Area PHF: 0.97 Observations: De5haxo GiC. File:C2X3HRS-4L&I2 , Fed-,ALS DeShazo Group, Inc. December 22,2015 Appendix B. Trip Generation Supplement 7-Eleven Development-Corinth Traffic Impact Analysis Appendix Trip Generation Summary-Alternative 1 Average Weekday Driveway Volumes Project: 16007 Open Date: 3/29/2016 Alternative: Alternative 1 Analysis 3/29/2016 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 252 SENIORATTACHED 1 358 357 715 16 30 46 31 27 58 233 Dwelling Units 254 ASSISTLIVE 1 97 96 193 5 2 7 5 6 11 50 Beds 710 OFFICEGENERAL 1 652 651 1303 167 23 190 32 157 189 99.03 Gross Floor Area 1000 SF Unadjusted Driveway Volume 1107 1104 2211 188 55 243 68 190 258 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 1107 1104 2211 188 55 243 68 190 258 Adjusted Pass-By Trips 0 0 0 0 0 0 0 0 0 Adjusted Volume Added to Adjacent Streets 1107 1104 2211 188 55 243 68 190 258 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 Land Use: 710 General Office Building Description A general office building houses multiple tenants; it is a location where affairs of businesses, commercial or industrial organizations, or professional persons or firms are conducted. An office building or buildings may contain a mixture of tenants including professional services, insurance companies, investment brokers and tenant services, such as a bank or savings and loan institution, a restaurant or cafeteria and service retail facilities. Corporate headquarters building (Land Use 714), single tenant office building (Land Use 715), office park (Land Use 750), research and development center (Land Use 760) and business park (Land Use 770) are related uses. If information is known about individual buildings, it is suggested that the general office building category be used rather than office parks when estimating trip generation for one or more office buildings in a single development. The office park category is more general and should be used when a breakdown of individual or different uses is not known. If the general office building category is used and if additional buildings, such as banks, restaurants, or retail stores, are included in the development, the development should be treated as a multiuse project. On the other hand, if the office park category is used, internal trips are already reflected in the data and do not need to be considered. When the buildings are interrelated (defined by shared parking facilities or the ability to easily walk between buildings) or house one tenant, it is suggested that the total area or employment of all the buildings be used for calculating the trip generation. When the individual buildings are isolated and not related to one another, it is suggested that trip generation be calculated for each building separately and then summed. Additional Data Average weekday transit trip ends— Transit service was either nonexistent or negligible at the majority of the sites surveyed in this land use. Users may wish to modify trip generation rates presented in this land use to reflect the presence of public transit, carpools and other transportation demand management (TDM) strategies. Information has not been analyzed to document the impacts of TDM measures on the total trip generation of a site. See the ITE Trip Generation Handbook, Second Edition for additional information on this topic. The average building occupancy varied considerably within the studies for which occupancy data were provided. For buildings with occupancy rates repotted, the average occupied gross leasable area was 88 percent. Some of the regression curves plotted for this land use may produce illogical trip-end estimates for small office buildings. When the proposed site size is significantly smaller than the average-sized facility published in this report, caution should be used when applying these statistics. For more information, please refer to Chapter 3, "Guidelines for Estimating Trip Generation," of the ITE Trip Generation Handbook, Second Edition. 1250 Trip Generation, 9th Edition * Institute of Transportation Engineers Page A9 In some regions, peaking may occur earlier or later and may last somewhat longer than the traditional 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. peak period time frames. The sites were surveyed between the 1960s and the 2000s throughout the United States. Trip Characteristics The trip generation for the A.M. and P.M. peak hours of the generator typically coincided with the peak hours of the adjacent street traffic; therefore, only one A.M. peak hour and one P.M. peak hour, which represent both the peak hour of the generator and the peak hour of the adjacent street traffic, are shown for general office buildings. Source Numbers 2, 5, 20, 21, 51, 53, 54, 72, 88, 89, 92, 95, 98, 100, 159, 161, 172, 175, 178, 183, 184, 185, 189, 193, 207, 212, 217, 247, 253, 257, 260, 262, 279, 295, 297, 298, 300, 301, 302, 303, 304, 321, 322, 323, 324, 327, 404, 407, 408, 418, 419, 423, 562, 734 Trip Generation, 9th Edition•Institute of Transportation Engineers 1251 Page AI O General Office Building (710) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday Number of Studies: 79 Average 1000 Sq. Feet GFA: 197 Directional Distribution: 50% entering, 50% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 11.03 3.58 - 28.80 6.15 Data Plot and Equation 15,000 — 14,000 ; . . . - X_. . . _ . . . 13,000 _ . _ _ . . 12,000 . . . . . . . . . . . - - - - - 11,000 . . . . . - - - - - - - . . . . . . . ... . . . . .', r'. . . 10,000 .. . . . . . . . . . . .. . . . - - - - - - - - - - - - - w CL 9,000 . . . . . . . . . _ X _w 8,000 . . . . . . . . . . . . . . . 7,000 - - - - -. - - - - m 6,000 - - - -.- - - X - - - - -.- . . . . II `_- - � - - - - X -X - _ . . - - - - - - - - - - - - - - 5,000 - x X 4,000 -X- : . . X - - - - --- - - - - - - - - -.- - - - X X, - 3,000 - -X . . x : X. 2,000 X7xf� x "x X 1,000 x . . . . . ... . - 0 0 100 200 300 400 500 600 700 Boo 900 1000 1100 1200 1300 X= 1000 Sq. Feet Gross Floor Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T)=0.76 Ln(X)+3.68 R2=0.81 Trip Generation,9th Edition• Institute of Transportation Engineers 1259 Page Al l General Office Building (71 0) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday, A.M. Peak Hour Number of Studies: 218 Average 1000 Sq. Feet GFA: 222 Directional Distribution: 88% entering, 12% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 1,56 0.60 - 5.98 1.40 Data Plot and Equation 4,000 — 3,000 - - - - - - - - - - - - - - - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a LU ; .2- A?? V L j2000 . . . . . - - _ _ _ . .�. �. . . . . - - - - - - - - - - - - - - - X . . . . . . . . co i (D Q �x II X X 1,000 - - - - - - x . . . . - - - - - - - - - - - - - - - - - - - - - - - . . . . . . . . . . . . - - - - - - - - XX.' X X X � : X X XX>oc X x X X X XXX X 0 0 1000 2000 3000 X= 1000 Sq. Feet Gross Floor Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T)=0.80 Ln(X)+1.57 R2=0.83 1260 Trip Generation, 9th Edition • Institute of Transportation Engineers Page Al2 General Office Building (710) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday, P.M. Peak Hour Number of Studies: 236 Average 1000 Sq. Feet GFA: 215 Directional Distribution: 17% entering, 83% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 1.49 0.49 - 6.39 1.37 Data Plot and Equation 4,000 �...__. X 3,000 - - - - - - - - - - - - m C W Q_ - - - - - - - - - - - - - - - H (A j 2.000 " " " cu N Q � II X X XX X 1,000 . . . . .X, .X-! - - - - - - - - - - - - >X(X X XX X X X XX X x Esc 0 0 1000 2000 3000 X 1000 Sq. Feet Gross Floor Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: T= 1.12(X)+78.45 R2=0.82 Trip Generation, 9th Edition• Institute of Transportation Engineers 1281 Page A13 Land Use: 720 Medical-Dental Office Building Description I A medical-dental office building is a facility that provides diagnoses and outpatient i l 9 p care on a routine basis but is unable to provide prolonged in-house medical and surgical care. One or more private physicians or dentists generally operate this type of facility. Clinic (Land Use 630) is a related use. I a Additional Data The average vehicle occupancy for the six studies for which information was submitted was approximately 1.37 persons per automobile. The vehicle occupancy rates ranged from 1.32 to 1.44 persons per automobile. The sites were surveyed between the 1980s and the 2000s throughout the United States. i Source Numbers 8, 19, 98, 104, 109, 120, 157, 184, 209, 211, 253, 287, 294, 295, 304, 357, 384, 404, 407, 423, 444, 509, 601, 715 i t F s E i 3 1284 Trip Generation, 9th Edition • Institute of Transportation Engineers Medical-Dental Office Building (720) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday �I Number of Studies: 10 Average 1000 Sq. Feet GFA: 45 Directional Distribution: 50% entering, 50% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 36.13 23.16 50.51 10.18 Data Plot and Equation 4,000 . . . . LU Q X 3,000 U CU 0 2,000 X Q ; X 1,000 . . r/ XX- - - . . . . - . . . . .. . . . . . ... . . . . . . . , X : 0 10 20 30 40 50 60 70 80 90 100 i10 120 X- 1000 5q. Feet Gross Floor Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: T 40.89(X)-214.97 R2=0.90 1294 Trip Generation, 9th Edition 9 Institute of Transportation Engineers Medical-Dental Office Building (720) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 23 Average 1000 Sq. Feet GFA; 41 Directional Distribution: 79% entering, 21% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate RAnge of Rates _ Standard Deviation 2.39 0.85 - 4.79 1.89 Data Plot and Equation i 300 X : 200 . . . . . . . . . . . x LLJ X X cts "XX u 100 . . : X 'X X X X XX"-" X X X X X a 0 10 20 30 40 50 60 70 80 90 100 110 120 X 1000 Sq. Feet Gross Floor Area X Actual Data Points ----- Average Rate Fitted Curve Equation: Not given R2=* * Trip Generation, 9th Edition•Institute of Transportation Engineers 1295 Medical-Dental Office Building (720) f Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Floor Area i On a: Weekday, i Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 43 Average 1000 Sq. Feet GFA: 31 Directional Distribution: 28% entering, 72% exiting Trip Generation per 1000 Sq. Feet Gross Floor Area Average Rate Range of Rates Standard Deviation 3.57 0.97 8.86 2.47 Data Plot and Equation 400 X X 300 LU X Q .X X a� 200 . . . . . . . . . . . . . 7 X f' X )C ¢' X n X ~ X : x X X X X ' XX X x : X x : X X XX X X X X a 0 10 20 30 40 50 60 70 80 90 100 110 120 X = 1000 Sq. Feet Gross Floor Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T)=0.90 Ln(X)+ 1.53 R2=0.77 I I I 1296 Trip Generation, 9th Edition * Institute of Transportation Engineers i i i Land Use: 252 Senior Adult Housing—Attached Description Senior adult housing consists of attached independent living developments, including retirement communities, age-restricted housing and active adult communities. These developments may in- clude limited social or recreational services. However, they generally lack centralized dining and on- site medical facilities. Residents in these communities live independently, are typically active (requir- ing little to no medical supervision) and may or may not be retired. Senior adult housing—detached (Land Use 251), congregate care facility (Land Use 253) and continuing care retirement community (Land Use 255) are related uses. Additional Data The peak hour of the generator typically did not coincide with the peak hour of the adjacent street traffic. The A.M. peak hour of the generator typically ranged from 8:30 a.m. to 12:00 p.m. and the P.M. peak hour of the generator typically ranged from 1:00 p.m. to 6:00 p.m. It should also be not- ed that in some cases, because of the limited sample size and variation in the data received, the projected trip generation estimate for the independent variable "dwelling units" exceeds the trip generation estimate for the independent variable "occupied dwelling units". By defini- tion, this is impossible; therefore, knowledge of the project site and engineering judgment should be used to select the appropriate trip generation approximation. The sites were surveyed between the 1980s and the 2000s in California, Illinois, Maryland, New Hampshire, New Jersey, Pennsylvania and Canada. Source Numbers 237, 272, 501, 576, 602, 703, 734, 741 488 Trip Generation, 9th Edition 0 Institute of Transportation Engineers Senior Adult Housing - Attached (252) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday Number of Studies: 5 Avg. Number of Dwelling Units: 46 Directional Distribution: 50% entering, 50% exiting Trip Generation per Dwelling Unit Average Rate Rangp of Rates Standard Deviation 3.44 2.59 - 4.79 1.93 Data Plot and Equation Caution-Use Carefully-Small Sample Size 240 -- - X 220 . . . . . . . ... . . . . . - - . . . . . .,. . 210 . . . . . . . . . . . . . . . . . . . . :. r. . 260 . . . . . . . . . . . . . . . . . . . . . . Ea Lc190 . . . . . . . . . .. . . . . . . . . . . - - . . . . . . - - - - u Q 180 - - - - - - - - - - - - - .. . . . . - - - - . . . . . . . . . . . . . . ... . .. . . . . . . . . . . . . . 170 . . . . . . . . . - - - . . . . . . . . . . . . . . . . . . . . . j (D 160 . . . . . . . . . . . ... . . . . . . . . . . - '- - - - - . . . . . . . . - . . . - - - - m150 . - - - - - - - - - - ,. . . . . . . . . .... . . . . . . . . - - . . . . Q ; II 140 . . . . . . X 130 . . . . . . . . . . . . . . ... . -- 120 - - - - - - - - - - - . . . . . . . . . - - - - - - - x 110 - - - - - - - - - - - . . . ... . . . . . . . . . . . . . .:. . . . . . . . . . . 106 - - - - - - - - - - - - - - - - - - --- - - - - - - - 90 - -r 26 30 46 50 66 70 X=Number of Dweiling Units X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: T=2.98(X)+21.05 R2=0.81 Trip Generation,9th Edition • Institute of Transportation Engineers 489 Senior Adult Housing - Attached (252) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 10 Avg. Number of Dwelling Units: 138 Directional Distribution: 34% entering, 66% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.20 0.06 - 0.27 0.45 Data Plot and Equation 140 130 . . . . . . . : . . . . . . . . . . ... . . . . . . . . . .. . . . . . . . - - 120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .' . . . . . . 110 :. . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - . - 100 . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . . uJ90 - - - - - - - - - - - - - - - - - - - - - - - - - - - . . . . . . . -,- - . . . . . . Q 80 . . . . . . .. - . . . . . . . . . . . . . . V L . ro 60 Q50 - - - - - - - - . . . ' - - - . - - 40 . . - - . . . . . . . . . . . . . 30 - - - . . :,. X. . . . . . . . . . . . . . . . . . . . : . . . . . . . X 20 - - - - - - - X X X 0 100 200 300 400 500 600 700 X= Number of Dwelling Units X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: T=0.20(X)-0.13 R2=0.98 490 Trip Generation, 9th Edition • Institute of Transportation Engineers Senior Adult Housing - Attached (252) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 10 Avg. Number of Dwelling Units: 138 Directional Distribution: 54% entering, 46% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.25 0.08 0.43 0.50 Data Plot and Equation 170 . . ; 160 150 140 . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . .: . . . . . . 130 . _ . . . . . . . . . - 120 W 9110 -.- - . . . . . . . . . . . . . . . . . . -2 100 U_ L > ; E30 .. . . . . . . . . . . . . . _ . - _ . . - . 70 . . . . . . .. . . . . . . 60 50 x . . . . . . . . . 40 x 10 }< X 0 t 0 100 200 300 400 500 600 700 X = Number of Dwelling Units X Actual Data Points Fitted Curve ------ Average Rate Fitted Cure Equation: T=0.24(X)+1.64 R2=0.96 Trip Generation, 9th Edition • Institute of Transportation Engineers 491 Land Use: 254 Assisted Living Description Assisted living complexes are residential settings that provide either routine general protective oversight or assistance with activities necessary for independent living to mentally or physically limited persons. They commonly have separate living quarters for residents, and services include dining, housekeeping, social and physical activities, medication administration and transportation. Alzheimer's and ALS care are commonly offered by these facilities, though the living quarters for these patients may be located separately from the other residents. Assisted care commonly bridges the gap between independent living and nursing homes. In some areas of the country, assisted living residences may be called personal care, residential care, or domiciliary care. Staff may be available at an assisted care facility 24 hours a day, but skilled medical care—which is limited in nature—is not required. Continuing care retirement community (Land Use 255) and nursing home (Land Use 620) are related uses. Additional Data The rooms in these facilities may be private or shared accommodations, consisting of either a single room or a small apartment-style unit with a kitchenette and living space. One study reported that according to national and local data, less than 5 percent of the residents owned cars, which were rarely driven. Employees, visitors and delivery trucks make most of the trips to these facilities. Truck traffic was captured for some studies in this land use and is presented in the following table. Although truck traffic was very low overall, most trips occurred during the mid-day period on a weekday. The peak hour of the generator did not coincide with the peak hour of the adjacent street traffic for several sites included in this land use, primarily because of the shifts of the employees. For the data collected at those sites, shifts typically began at 7:00 a.m., 3:00 p.m. and 11:00 p.m. For all sites, the A.M. peak hour of the generator typically ranged from 6`.00 a.m. to 9:00 a.m., while the P.M. peak hour of the generator typically ranged from 3:00 p.m. and 5:00 p.m. 518 Trip Generation, 9th Edition 9 Institute of Transportation Engineers Assisted Living (254) Average Vehicle Trip Ends vs: Beds On a: Weekday Number of Studies: 16 Average Number of Beds: 121 Directional Distribution: 50% entering, 50% exiting Trip Generation per Bed Average Rate Range of Rates Standard Deviation 2.66 1.86 4.14 1.74 Data Plot and Equation 600 -- 500 1. . . LU CL F- 400 i ,- . . . _ '. . X X X X x 300 . . . . 200 -x' ; X 100 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 X= Number of Beds X Actual Data Points Fitted Curve ----- Average Rate Fitted Curve Equation: Ln(T)=0.56 Ln(X)+3.07 R2=OM Trip Generation, 9th Edition 9 Institute of Transportation Engineers 529 Assisted Living (254) Average Vehicle Trip Ends vs: Beds On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. Number of Studies: 7 Average Number of Beds: 121 Directional Distribution: 65% entering, 35% exiting Trip Generation per Bed Average Rate Range of Rates Standard Deviation 0.14 0.08 - 0.28 0.37 Data Plot and Equation 26 - -- - 25 . . ... . _ _ . . . . ... . - - - 24 - - - - - - - - - - - - 23 -X- - - - 22 . . . . . . . . . . . . . . . . . . P1 X- 161 a X 20 . . . . . . . 19 . ... . . . . . . . 18 . . . . . . . . . . . - - - - - --- - - - - . . - . . . . . . . . . 6r 17 . . . . a' II - . . . . . . . .:. . . . . . _ . . . . - - - .- - - - . . 15 X . . . . . . . . i . . 14 13 X . . . . . . . . . . . ... . - - - 12 . . . - - . . . . . . . . . . . . . X 11 1 80 90 100 110 120 130 140 150 160 170 180 190 X= Number of Beds X Actual Data Points ------ Average Rate Fitted Curve Equation: Not given R2 530 Trip Generation,9th Edition • Institute of Transportation Engineers Assisted Living X254} Average Vehicle Trip Ends vs: Beds On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 7 Average Number of Beds: 121 Directional Distribution: 44% entering, 56% exiting Trip Generation per Bed Average Rate Range of Rates Standard Deviation 0.22 0.11 - 0.30 0.47 Data Plot and Equation So x 40 h LU Q H „ O ' j 30 -- ¢ x x . x 20 - .-- x X 10 —1 80 90 100 110 120 130 140 150 160 170 180 190 X T Number of Beds X Actual Data Points ------ Average Rate Fitted Curve Equation: Not given R2=**** Trip Generation, 9th Edition • Institute of Transportation Engineers 531 DeShazo Group,Inc. March 17,2016 Appendix C. Excerpts from TxDOT Access Management Manual. ICD Mixed-Use Development Traffic Impact Analysis Appendix Chapter 2 Access Management Standards Section 3 Number Location, and Spacing ofAccess Connections Table 2-1:Frontage Road Connection Spacing Criteria Minimum Connection Spacing Criteria for Frontage Roads(1)(2) Minimum Connection Spacing(feet) Posted Speed(mph) One-Way Frontage Roads Two-Way Frontage Roads <30 200 200 35 250 300 40 305 360 45 360 435 >50 425 510 (1)Distances are for passenger cars on level grade.These distances may be adjusted for downgrades and/or signifi- cant truck traffic.Where present or projected traffic operations indicate specific needs,consideration may be given to intersection sight distance and operational gap acceptance measurement adjustments. (2)When these values are not attainable,refer to the variance process as described in Chapter 2,Section 5. Other State System Highways This section applies to all state highway system routes that are not new highways on new align- ments, freeway mainlanes, or frontage roads. Table 2-2 provides minimum connection spacing criteria for other state system highways. How- ever, a lesser connection spacing than set forth in this document may be allowed without variance in the situations described in Chapter 2, Section 5. Table 2-2 does not apply to rural highways outside of metropolitan planning organization boundar- ies where there is little, if any, potential for development with current ADT volumes below 2000. For those highways, access location and design will be evaluated based on safety and traffic opera- tion considerations. Such considerations may include traffic volumes,posted speed, turning volumes, presence or absence of shoulders, and roadway geometrics. Access Management Manual 2-12 TxDOT 07/2011 Chapter 2 Access Management Standards Section 3 Number Location, and Spacing ofAccess Connections Table 2-2:Other State Highways Connection Spacing Criteria Other State Highways Minimum Connection Spacing(1)(2)(3) Posted Speed(mph) Distance(ft) <30 200 35 250 40 305 45 360 >50 425 (1)Distances are for passenger cars on level grade.These distances may be adjusted for downgrades and/or significant truck traffic.Where present or projected traffic operations indicate specific needs,consideration may be given to intersection sight distance and operational gap acceptance measure- ment adjustments. (2)When these values are not attainable,refer to the variance process as described in Chapter 2,Section 5. (3)Access spacing values shown in this table do not apply to rural highways outside of metropolitan planning organization boundaries where there is little, if any,potential for development with current ADT levels below 2000. Access connection spacing below the values shown in this table may be approved based on safety and operational considerations as determined by TxDOT. Corner clearance refers to the separation of access connections from roadway intersections. Table 2-2 provides minimum corner clearance criteria. Where adequate access connection spacing cannot be achieved,the permitting authority may allow for a lesser spacing when shared access is established with an abutting property. Where no other alternatives exist, construction of an access connection may be allowed along the property line far- thest from the intersection. To provide reasonable access under these conditions but also provide the safest operation, consideration should be given to designing the driveway connection to allow only the right-in turning movement or only the right-in/right out turning movements if feasible. Auxiliary Lanes This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux- iliary lanes consist of left-turn and right-turn movements, deceleration, acceleration, and their associated transitions and storage requirements. Left-turn movements may pose challenges at driveways and street intersections. They may increase conflicts, delays, and crashes and often com- plicate traffic signal timing. These problems are especially acute at major highway intersections Access Management Manual 2-13 RDOT 07/2011 Chapter 2 Access Management Standards Section 3 Number Location, and Spacing ofAccess Connections where heavy left-turn movements take place, but also occur where left-turn movements enter or leave driveways serving adjacent land development. As with left-turn movements,right-turn move- ments pose problems at both driveways and street intersections. Right-turn movements increase conflicts, delays, and crashes, particularly where a speed differential of 10 mph or more exists between the speed of through traffic and the vehicles that are turning right. Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual, Chapter 3, for proper acceleration and deceleration lengths. Table 2-3:Auxiliary Lane Thresholds Right Turn to or from Property(5) Median Type Left Turn to or from Property Acceleration Deceleration Acceleration Deceleration Non-Traversable (2) All Right turn egress> ♦ >45 mph where right (Raised Median) 200 vph(4) turn volume is>50 vph(3) ♦ <45 where right tum volume is>60 vph(3) Traversable(Undi- (2) (1) Same as above Same as Above vided Road) (1)Refer to Table 3-11,TxDOT Roadway Design Manual,for alternative left-turn-bay operational considerations. (2)A left-turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road- way.A left-turn acceleration lane would interfere with the left-turn ingress movements to any other access connection. (3)Additional right-tum considerations: ♦ Conditions for providing an exclusive right-turn lane when the right-turn traffic volume projections are less than indicated in Table 2-3: • High crash experience • Heavier than normal peak flow movements on the main roadway • Large volume of truck traffic • Highways where sight distance is limited ♦ Conditions for NOT requiring a right-turn lane where right-turn volumes are more than indicated in Table 2-3: • Dense or built-out corridor where space is limited • Where queues of stopped vehicles would block the access to the right turn lane • Where sufficient length of property width is not available for the appropriate design (4)The acceleration lane should not interfere with any downstream access connection. ♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection should be equal to or greater than the distances found in Table 2-2. ♦ Additionally,if the next access connection is signalized,the distance from the end of the acceleration lane taper to the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2. (5)Continuous right-tum lanes can provide mobility benefits both for through movements and for the turning vehi- cles.a Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2- 2.However,when combined with crossing left in movements,a continuous right-turn lane can introduce additional operational conflicts. Access Management Manual 2-14 TxDOT 07/2011 DeShazo Group, Inc. December 22,2015 Appendix D. LOS Definitions ICD Mixed-Use Development Traffic Impact Analysis Appendix DeShazo Group,Inc. ROADWAY INTERSECTIONS [Excerpts from the Highway Capacity Manual Transportation Research Board.] CAPACITY AND LEVEL OF SERVICE CONCEPTS LEVEL OF SERVICE Quality of service requires quantitative measures to characterize operational conditions within a traffic stream. Level of service (LOS) is a quality measure describing operational conditions within a traffic stream, generally in terms of such service measures as speed and travel time,freedom to maneuver,traffic interruptions,and comfort and convenience. Six LOS are defined for each type of facility that has analysis procedures available. Letters designate each level, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Each level of service represents a range of operating conditions and the driver's perception of those conditions. Safety is not included in the measures that establish service levels. SERVICE FLOW RATES The analytical methods in this manual attempt to establish or predict the maximum flow rate for various facilities at each level of service—except LOS F, for which the flows are unstable or the vehicle delay is high. Thus, each facility has five service flow rates, one for each level of service (A through E). For LOS F, it is difficult to predict flow due to stop-and- start conditions. The service flow rate is the maximum hourly rate at which persons or vehicles reasonably can be expected to traverse a point or uniform segment of a lane or roadway during a given period under prevailing roadway, traffic, and control conditions while maintaining a designated level of service. The service flow rates are generally based upon a 15-minute period. Typically,the hourly flow rate is defined as four times the peak 15-minute volume. Note that service flow rates are discrete values, whereas levels of service represent a range of conditions. Because the service flow rates are defined as maximums for each level of service,they effectively define flow boundaries between levels of service. Most design or planning efforts typically use service flow rates at LOS C or D, to ensure an acceptable operating service for facility users. SERVICE MEASURES For each type of facility type, one or more or the stated performance measures serves as the primary determinant of levels of service. This LOS-determining parameter is called the service measure or sometimes the measure of effectiveness (MOE) for each facility type. Appendix DeShazo Group,Inc. SIGNALIZED INTERSECTIONS SCOPE OF THE METHODOLOGY This chapter contains a methodology for analyzing the capacity and level of service (LOS) of signalized intersections. The analysis must consider a wide variety of prevailing conditions, including the amount and distribution of traffic movements, traffic composition, geometric characteristics, and details of intersection signalization. The methodology focuses on the determination of LOS for known or projected conditions. The methodology addresses the capacity, LOS, and other performance measures for lane groups and intersection approaches and the LOS for the intersection as a whole. Capacity is evaluated in terms of the ratio of demand flow rate to capacity (v/c ratio), whereas LOS is evaluated on the basis of control delay per vehicle (in seconds per vehicle). Control delay is the portion of the total delay attributed to traffic signal operation for signalized intersections. Control delay includes initial deceleration delay, queue move-up time, stopped delay,and final acceleration delay. METHODOLOGY The primary output of the method is level of service (LOS). This methodology covers a wide range of operational configurations, including combinations of phase plans, lane utilization, and left-turn treatment alternatives. It is important to note that some of these configurations may be considered unacceptable by some operating agencies from a safety point of view. The safety aspect of signalized intersections cannot be ignored, and the provision in this chapter of a capacity and LOS analysis methodology for a specific operational configuration does not imply an endorsement of the suitability for application of such a configuration. LEVEL-OF-SERVICE The average control delay per vehicle is estimated for each lane group and aggregated for each approach and for the intersection as a whole. LOS is directly related to the control delay value. The criteria are listed in Exhibit 16-2. Appendix DeShazo Group,Inc. Exhibit 16-2. LOS CRITERIA FOR SIGNALIZED INTERSECTIONS LOS CONTROL DELAY PER VEHICLE (s/veh) A 10 B >10-20 C >20-35 D >35-55 E >55-80 F >80 INPUT PARAMETERS This information forms the basis for selecting computational values and procedures in the modules that follow. The data needed are detailed and varied and fall into three main categories: geometric,traffic,and signalization. INTERPRETATION OF RESULTS The computations discussed in the previous section result in an estimation of the average delay per vehicle in each lane group for each approach and for the intersection as a whole. LOS is directly related to delay values and is assigned on that basis. LOS is a measure of the acceptability of delay levels to motorists at a given intersection. When delays are unacceptable,the causes of delay should be carefully examined. Although discussion below is clearly not exhaustive,some of the more common situations are as follows. 1. LOS is an indication of the general acceptability of delay to drivers. It should be noted that this is somewhat subjective: what might be acceptable in a large city is not necessarily acceptable in a smaller city or rural area. 2. When delay levels are acceptable for the intersection as a whole but are unacceptable for certain lane groups, the phase plan, allocation of green time, or both might be examined to provide for more efficient handling of the disadvantaged movement or movements. 3. When delay levels are unacceptable but v/c ratios are relatively low, the cycle length may be too long for prevailing conditions, the phase plan may be inefficient, or both. It should be noted, however, that when signals are part of a coordinated system, the cycle length at individual intersections is determined by system considerations, and alterations at isolated locations may not be practical. 4. When both delay levels and v/c ratios are unacceptable,the situation is critical. Delay is already high, and demand is near or over capacity. In such situations, the delay may increase rapidly with small changes in demand. The full range of potential geometric and signal design improvements should be considered in the search for improvements. Appendix DeShazo Group,Inc. The following point must be emphasized: unacceptable delay can exist where capacity is a problem as well as in cases in which it is adequate. Further, acceptable delay levels do not automatically ensure that capacity is sufficient. Delay and LOS, like capacity, are complex variables influenced by a wide range of traffic, roadway, and signalization conditions. The operational analysis techniques presented here are useful in estimating the performance characteristics of the intersection and in providing basic insights into probably causal factors. The determination of LOS is based on average control delay. It is possible, however, for average delay to decrease with increasing volumes if the volume increased occur in movements with less than the average delay. Even with increases in more than one movement on an approach, the net effect can still be a decrease in average delay if the movements with less than average delay increase sufficiently. One way to avoid this anomaly is to consider the change in mean delay on a lane-group-by- lane-group basis rather than by averaging delay over the entire intersections. Adding traffic to a particular lane group will always increase the delay for that lane group (as long as all other factors remain unchanged). These procedures do not, however, account for all possible conditions. The influences of such characteristics as specific curb-corner radii, intersection angle, combinations of grades on various approaches, odd geometric features (offset intersections, narrowing on the departure lanes, etc.), and other unusual site-specific conditions are not addressed in the methodology. The capacity of an intersection is complex variable depending on a large number of prevailing traffic, roadway, and signalization conditions. Suggestions on interpretation are not meant to be exhaustive or complete but merely to point out some of the more common problems that can be identified from the Capacity and LOS Worksheet results. UNSIGNALIZED INTERSECTIONS OVERVIEW The procedures in this chapter can be used to analyze the capacity and level of service,lane requirements, and effects of traffic and design features of two-way stop-controlled (TWSC) and all-way stop-controlled (AWSC) intersections. In addition, a procedure for estimating capacity of roundabouts is presented. Appendix DeShazo Group,Inc. LIMITATIONS OF THE METHODOLOGY This chapter does not include a detailed method for estimating delay for yield sign- controlled intersections. However, with appropriate changes in the values of key parameters,the analyst could apply the TWSC method to yield-controlled intersections. All of the methods are for steady-state conditions (i.e., the demand and capacity conditions are constant during the analysis period); the methods are not designed to evaluate how fast or how often the facility transitions from one demand/capacity state to another. Analysts interested in that kind of information should consider applying simulation models. PART A. TWO-WAY STOP-CONTROLLED INTERSECTIONS II. METHODOLOGY — PART A Capacity analysis at TWSC intersections depends on a clear description and understanding of the interaction of drivers on the minor or stop-controlled approach with drivers on the major street. Both gap acceptance and empirical models have been developed to describe this interaction. Procedures described in this chapter rely on a gap acceptance model developed and refined in Germany. LEVEL-OF-SERVICE CRITERIA Level of service (LOS) for a TWSC intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS is not defined for the intersection as a whole. LOS criteria are given in Exhibit 17-2. TABLE 17-2. LOS CRITERIA FOR TWSC INTERSECTIONS Level of Service Average Control Delay (s/veh) A 0-10 B >10-15 C >15-25 D >25-35 E >35-50 F >50 The LOS criteria for TWSC intersections are somewhat different from the criteria used in Chapter 16 for signalized intersections primarily because different transportation facilities create different driver perceptions. The expectation is that a signalized intersection is designed to carry higher traffic volumes and experience greater delay than an unsignalized intersection. Appendix DeShazo Group,Inc. INPUT DATA REQUIREMENTS Data requirements for the TWSC intersection methodology are similar to those for other capacity analysis techniques. Detailed descriptions of the geometrics, control, and volumes at the intersection are needed. Key geometric factors include number and use of lanes, channelization, two-way left-turn lane (TWLTL) or raised or striped median storage (or both), approach grade, and existence of flared approaches on the minor street. The number and use of lanes are critical factors. Vehicles in adjacent lanes can use the same gap in the traffic street simultaneously (unless impeded by a conflicting user of the gap). When movements share lanes, only one vehicle from those movements can use each gap. A TWLTL or a raised or striped median (or both) allows a minor-stream vehicle to cross one major traffic stream at a time. The grade of the approach has a direct and measurable effect on the capacity of each minor movement. Compared with a level approach, downgrades increase capacity and upgrades decrease capacity. A flared approach on the minor street increases the capacity by allowing more vehicles to be served simultaneously. Volumes must be specified by movement. For the analysis to reflect conditions during the peak 15 min., the analyst must divide the full hour volumes by the peak-hour factor (PHF) before beginning computations. If the analyst has peak 15-min flow rates, they can be entered directly with the PHF set to 1.0. The presence of traffic signals upstream from the intersection on the major street will produce nonrandom flows and affect the capacity of the minor-street approaches if the signal is within 0.25 mile of the intersection. The basic capacity model assumes that the headways on the major street are exponentially distributed. To assess the effect on capacity, a separate analysis is provided that requires the signalized intersection data (cycle length, green time),the saturation flow rate,and information on platooned flow. INTERPRETING RESULTS Shared Lanes A movement,most often a left-turn movement,can sometimes have a poorer level of service if it is given a separate lane than if it shares a lane with another movement (usually a through movement). This is not inconsistent in terms of the stated criteria. Left-turn movements will generally experience longer control delays than other movements because of the nature and priority of the movement. If left turns are placed in a shared lane, the control delay for vehicles in that lane may indeed be less than the control delay for left turns in a separate lane. However, if delay for all vehicles is considered, providing separate lanes will result in lower total delay. Appendix DeShazo Group,Inc. Performance Measures LOS F occurs when there are not enough gaps of suitable size to allow a minor-street demand to safely cross through traffic on the major street. This is typically evident from extremely long control delays experienced by minor-street traffic and by queuing on the minor approaches. The method,however,is based on a constant critical gap size. LOS F may also appear in the form of drivers on the minor street selecting smaller than usual gaps. In such cases, safety may be a problem, and some disruption to the major traffic stream may result. Note that LOS F may not always result in long queues but in adjustments to normal gap acceptance behavior. At TWSC intersections the critical movement, often the minor-street left turn, may control the overall performance of the intersection. The lower threshold for LOS F is set at 50 s of delay per vehicle. In some cases, the delay equations will predict delays greater than 50 s for minor-street movements under very low-volume conditions on the minor street (less than 25 veh/h). Note that the LOS F threshold is reached with a movement capacity of approximately 85 veh/h or less. This analysis procedure assumes random arrivals on the major street. For a typical four- lane major street with average daily traffic volumes in the range of 15,000 to20,000 vehicles per day (peak hour with 1,500 to 2,000 veh/h), the delay equation will predict greater than 50 s of delay (LOS F) for many urban TWSC intersections that allow minor-street left-turn movements. LOS F will be predicted regardless of the volume of minor-street left-turning traffic. Even with an LOS F estimate, most low-volume minor-street approaches would not meet any of the MUTCD volume or delay warrants for signalization. As a result, analysts who use the HCM LOS thresholds to determine the design adequacy of TWSC intersections should do so with caution. In evaluating the overall performance of TWSC intersections, it is important to consider measures of effectiveness in addition to delay, such as v/c ratios for individual movements, average queue lengths, and 95th-percentile queue lengths. By focusing on a single measure of effectiveness for the worst movement only, such as delay for the minor-street left turn, users may make less effective traffic control decisions. PART B. ALL-WAY STOP-CONTROLLED INTERSECTIONS II. METHODOLOGY — PART B LEVEL-OF-SERVICE CRITERIA The criteria for AWSC intersections have different threshold values than do those for signalized intersections primarily because drivers expect different levels of performance from distinct types of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an AWSC intersection. Thus a higher level of control delay is acceptable at a signalized intersection for the same LOS. Appendix DeShazo Group,Inc. TABLE 17-22. LEVEL-OF-SERVICE FOR AWSC INTERSECTIONS Level of Service Control Delay (s/veh) A 0-10 B > 10-15 C > 15-25 D > 25-35 E >35-50 F >50 OVERVIEW OF METHODOLOGY The methodology analyzes each intersection approach independently. The approach under study is called the subject approach. The opposing approach and the conflicting approaches create conflicts with vehicles on the subject approach. AWSC intersections require drivers on all approaches to stop before proceeding into the intersection. While giving priority to the driver on the right is a recognized rule in some areas, it is not a good descriptor of actual intersection operations. What in fact happens is the development of a consensus of right-of-way that alternates between the intersection geometry and the arrival patterns at the stop line. In summary: 1. AWSC intersections operate in either two-phase or four-phase patterns,based primarily on the complexity of the intersection geometry. Flows are determined by a consensus of right-of-way that alternates between the north/south and east/west streams (for a single-lane approach) or proceeds in turn to each intersection approach (for a multilane approach). 2. The headways between consecutively departing subject approach vehicles depend on the degree of conflict between these vehicles and the vehicles on the other intersection approaches. The degree of conflict is a function of the number of vehicles faced by the subject approach vehicle and of the number of lanes on the intersection approaches. 3. The headway of a subject approach vehicle also depends on its vehicle type and its turning maneuver. CONTROL DELAY The delay experienced by a motorist is made up of a number of factors that relate to control, geometrics, traffic, and incidents. Total delay is the difference between the travel time actually experienced and the reference travel time that would result during base conditions, in the absence of incident,control,traffic,or geometric delay. Appendix DeShazo Group,Inc. PLANNING AND DESIGN APPLICATIONS The operational analysis method described earlier in this chapter provides a detailed procedure for evaluating the performance of an AWSC intersection. To estimate LOS for a future time horizon, a planning analysis based on the operational method is used. The planning method uses all the geometric and traffic flow data required for an operational analysis, and the computations are identical. However, many input variables are estimated (or defaults used) when planning applications are performed. The operational analysis described earlier in this chapter is not normally used for design purposes. However, through iteration the analyst can use a given set of traffic flow data and determine the number of lanes that would be required to produce a given level of service. Appendix DeShazo Group,Inc. ROADWAY LINKS [Derived from the North Central Texas Council of Governments(NCTCOG)modeling parameters.] For roadway links in this analysis, per-lane link capacities are defined as the values used in regional transportation modeling procedures by NCTCOG. Link capacity is a function of surrounding land development characteristics (e.g., central business district, suburban, etc.) and the functional classification of the roadway (e.g. arterial, local street, etc.). A summary of daily link capacities per lane is provided in the table immediately below. By calculating the ratio of volume to capacity for a roadway link, LOS may be defined. Based upon guidelines established by NCTCOG,LOS criteria are summarized in the second table: Table A. Daily Roadway Link Service Volumes (Per Lane) (Derived from parameters used by North Central Texas Council of Governments) AREA ROADWAY FUNCTIONAL CLASSIFICATION TYPE Principal Minor Arterial Collector Local Frontage Road Arterial CBD 7,250 7,250 4,750 4,750 7,250 (6,500) (6,500) (4,250) (4,250) (6,500) 7,750 7,750 5,000 5,000 7,750 CBD Fringe (7,250) (7,250) (4,500) (4,500) (7,250) Urban 8,500 8,250 5,250 5,250 8,500 Residential (7,750) (7,500) (4,750) (4,750) (7,500) Suburban 9,250 9,000 5,750 5,750 9,000 Residential (8,750) (8,250) (5,250) (5,250) (8,250) 10,250 9,750 6,000 6,000 9,750 Rural (9,250) (8,750) (5,500) (5,500) (8,750) #### =Divided or One-Way Roads (#,###) =Undivided Roads Table B. Daily Roadway Link Level-of-Service Guidelines (Derived from parameters used by North Central Texas Council of Governments) Volume/Capacity Level-of-Service Ratio x<0.65 A/B/C 0.65<x<1.00 D/E X>1.00 F Appendix DeShazo Group, Inc. December 22,2015 Appendix E. 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