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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
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DeShazo Group
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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.
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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
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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
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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
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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
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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
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Exhibit 3. Existing AM Peak Hour Traffic Volumes North
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TIA for ICD Mixed Use Development in Southlake, Texas
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TIA for ICD Mixed Use Development in Southlake, Texas
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TIA for ICD Mixed Use Development in Southlake, Texas
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TIA for ICD Mixed Use Development in Southlake, Texas
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Exhibit 11. Site Generated AM Peak Hour Traffic Volumes North
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TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 12. Site Generated PM Peak Hour Traffic Volumes North
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TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 13. 2022 Background Plus Site Generated AM Peak Hour Traffic Volumes North
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TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 14. 2022 Background Plus Site Generated PM Peak Hour Traffic Volumes North
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TIA for ICD Mixed Use Development in Southlake, Texas
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TIA for ICD Mixed Use Development in Southlake, Texas
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TIA for ICD Mixed Use Development in Southlake, Texas
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TIA for ICD Mixed Use Development in Southlake, Texas
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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. Detailed Intersection Capacity Analysis Results
ICD Mixed-Use Development
Traffic Impact Analysis
Appendix
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