Item 7A TIATRAFFIC 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
May 17, 2016
qShazo Group
35 Vzw o of E"xaemce!
Traffic. Transportation Planning. Parking. Design.
Traffic Impact Analysis for
ICD Mixed -Use Development
- Deshazo 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
Auxiliary Lane 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
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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 B 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
Page
DeShazo Group
35 V"m of Exedtw e?
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)
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DeShazo Group, Inc.
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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
Trio Generation and Mode SDlit
Trip generation for the Project was calculated using the Institute of Transportation Engineers (ITE) Trip Generation
Manual (9rh 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
Daily
Land Use
Quantity
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
54,465SF
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
Trio 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.
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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 C). The City of Southlake
"Ordinance 634, Section 5.1 Design Standards — Table One" requires minimum centerline spacing of 150 feet
between access points on a Commercial/Collector facility, which is the case for Blessed Way in the area of the
proposed development (see also in Appendix C). 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.
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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
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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
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Table 2. Peak Hour Intersection Capacity Analysis Results
(Signalized Intersections)
Signalized
Conditions
Existing
2022 Background
2022 Background
+ Site
2027 Horizon
2027 Horizon
+ Site
Intersections
AM
PM
AM
PM
AM
PM
AM
PM
AM PM
SH 114 EB Frontage Road at
N. Carroll Avenue
B (18.3)
C (21.8)
C (23.2)
C (25.1)
C (25.2)
C (27.0)
D (44.4)
D (42.1)
D (48.6)
D (43.0)
SH 114 WB Frontage Road at
N. Carroll Avenue
C (22.8)
C (24.3)
C (27.7)
C (29.3)
C (29.1)
C (29.8)
D (38.6)
D (37.6)
D (40.6)
D (39.4)
SH 114 EB Frontage Road at
N. Kimball Avenue
B (17.5)
C (21.6)
C (23.0)
C (22.8)
C (23.3)
C (22.8)
D (35.4)
C (24.6)
D (35.7)
C (24.6)
SH 114 WB Frontage Road at
N. Kimball Avenue
C (21.2)
C (23.9)
C (25.6)
C (25.9)
C (25.6)
C (26.4)
D (37.7)
C (28.7)
D (38.3)
C (29.3)
Table 3. Peak Hour Intersection Capacity Analysis Results
(Unsignalized Intersections)
Unsignalized
Conditions
Existing
2022 Background
2022 Background
+ Site
2027 Horizon
2027 Horizon
+ Site
Traffic
Intersections
Movement
AM
PM
AM
PM
AM
PM
AM
PM
AM
PM
Blessed Way at
Kirkwood Boulevard
EBL
A (7.7)
A (7.3)
A (7.8)
A (7.4)
A (7.8)
A (7.4)
A (7.9)
A (7.4)
A (7.9)
A (7.4)
WBL
A (8.2)
A (7.3)
A (8.5)
A (7.4)
A (8.5)
A (7.4)
A (8.8)
A (7.4)
A (8.8)
A (7.4)
NBLT
C (16.9)
A (9.5)
C (20.3)
A (9.7)
C (20.4)
A (9.7)
C (24.9)
A (9.9)
D (25.1)
A (9.9)
NBR
A (9.2)
A (8.5)
A (9.4)
A (8.5)
A (9.4)
A (8.6)
A (9.6)
A (8.6)
A (9.7)
A (8.7)
SBL
C (15.8)
A (9.4)
C (18.7)
A (9.6)
C (18.7)
A (9.7)
C (22.4)
A (9.9)
C (22.5)
B (10.1)
SBTR
B (14.7)
A (9.2)
C (16.5)
A (9.3)
C (16.5)
A (9.3)
C (20.1)
A (9.5)
C (20.1)
A (9.5)
SH 114 WB Frontage Road at
Blessed Way
SBR
A (9.9)
B (10.4)
B (10.1)
B (10.8)
B (10.4)
B (12.1)
B (10.3)
B (11.2)
B (10.7)
B (12.6)
SH 114 WB Frontage Road at
Driveway 1
SBR
B (10.1)
B (14.9)
B (10.2)
C (16.0)
Blessed Way at
Driveway 2
WBR
A (8.4)
A (8.6)
A (8.4)
A (8.6)
KEY.
A, B, C, D, E, F = Level -of -Service for each intersection approach
NB, SB, EB, WB = North-, South-, East-, Westbound approach
L, T, R = Left, Through, Right Approach turning movement
AM = AM Peak Hour of Adjacent Street
PM = AM Peak Hour of Adjacent Street
NOTE: Signalized intersection operational parameters and operational results were obtained directly from the optimized software output
and may differ slightly from actual traffic signal operations.
DeShazo Group, Inc.
May 16, 2016
Traffic Impact Analysis for
ICD Mixe-Use Development in Southlake, TX
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DeShazo Group, Inc.
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 Frontage
Arterial Arterial Collector Road
725
725
475
725
CBD
(650)
(650)
(425)
(650)
Outer Business
775
775
500
775
District
(725)
(725)
(450)
(725)
850
825
525
850
Urban Residential
(775)
(750)
(475)
(750)
Suburban
925
900
575
900
Residential
(875)
(825)
(525)
(825)
1,025
975
600
975
Rural
(925)
1 (875)
1 (550)
1 (875)
TABLE 5
Roadway Link Level -of -Service Guidelines
(Derived from parameters used by North Central Texas Council of Governments)
Level -of-
Service
NCTCOG
Volume/Capacity Ratio
A/B/C
X< 0.65
D/E
0.65<X<1
F
X>1.0
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May 16, 2016
TABLE 6
Roadway Link Analysis
Hourly Vol u m e
LOS
Hourly--------
--------------------------------------
------------------------------------ -------------------------------------
Roadway Link
Capacity
AM PM
AM PM
Background
Existing
Background
Existing
Background
Existing
Background
Existing
per Lane
+ Site
+ Site
+ Site
+ 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
(A/B/C) (A/B/C)
(A/B/C) (A/B/C)
(Near Site)
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 B 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.
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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.
I�JpI�]yul���p]
ICD Mixed -Use Development
Traffic Impact Analysis
Page 10
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Preliminary Site Plan
TIA for ICD Mixed Use Development in Southlake, Texas
SDb, U01 Date: March 14, 2DI6
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PROJECT #16007
EXHIBIT
2
Exhibit 3. Existing AM Peak Hour Traffic Volumes
R29
92
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262, R T if Kirkwood Blvd
5y Norn
E
Y
Z
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106
SH 114 WB\'
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SH 114 EBFR 90a
275>'
333�
North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 4. Existing PM Peak Hour Traffic Volumes
�i4
N
Q
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Z
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SH 114 EBFR
North
Not to Scale
Kirkwood Blvd
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DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 5. 2022 Background AM Peak Hour Traffic Volumes
�i4
3131�
6y
R35
E 148
r110
97
do r
SH 114 WBFR
SH 114 EBFR
North ^
Not to Scale
Kirkwood Blvd
Q
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i L
107-0
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DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 6. 2022 Background PM Peak Hour Traffic Volumes
2
sy
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2y
SH 114 WBFR
SH 114 EBFR
North
Not to Scale
Q
E
Y
Z
v
263
-653
OON
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-
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DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 7. 2027 Horizon Background AM Peak Hour Traffic Volumes North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 8. 2027 Horizon Background PM Peak Hour Traffic Volumes North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
DeMaw Group
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Inbound Trip Assignment
TIA for ICD Mixed Use Development in Southlake, Texas
PROJECT #16007
EXHIBIT
9
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Outbound Trip Assignment
TIA for ICD Mixed Use Development in Southlake, Texas
PROJECT #16007
EXHIBIT
10
Exhibit 11. Site Generated AM Peak Hour Traffic Volumes North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 12. Site Generated PM Peak Hour Traffic Volumes North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 13. 2022 Background Plus Site Generated AM Peak Hour Traffic Volumes North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 14. 2022 Background Plus Site Generated PM Peak Hour Traffic Volumes North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 15. 2027 Horizon Background Plus Site Generated AM Peak Hour Traffic Volumes North
Not to Scale
R-40
o -172
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SH 114 EBFR
Q
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DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 16. 2027 Horizon Background Plus Site Generated PM Peak Hour Traffic Volumes North
Not to Scale
°,-1
�yL1 F51
•1 K 15
47y T R T it Kirkwood Blvd
R20
DrivewaY 2
X
o
R
SH 114 WBFR
SH 114 EBFR
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DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 17. Existing Roadway Geometry
7�-
4 • Kirkwood Blvd
North
Not to Scale
DeShazo Group
TIA for ICD Mixed Use Development in Southlake, Texas
Exhibit 18. Analyzed Roadway Geometry
V
- Kirkwood Blvd
T
�a
y�
'j
/ r DrivewaY 2
SH 114 EBFR
—3
North
Not to Scale
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 q f 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-F
L T
R
U-F
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
8:45 AM 9:00 AM
0
0 100
75
1 0
28
117
0
0
1 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. 0.82
Study Area 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
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
01
0
113
54
1 0
1 46
162
0
1 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
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
Study Peak Hour: 5:00 PM - 6:00 PM
Study Area PHF: 0.95
Observations:
L7e5haza
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 2 q f 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-F
L T
R
U-F
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
8:45 AM 9:00 AM
1
59 78
0
1 0
0
55
2
0
1 0 0
0
0
1 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. 0.84
Study Area 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
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
101
94
39
0
1 0
1 0
65
9
1 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
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
Study Peak Hour: 5:00 PM - 6:00 PM
Study Area PHF: 0.95
Observations:
L7e5haza
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 3 q f 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
L T
R
U
L
T
R
U
L T
R
U
L T
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
8:45 AM 9:00 AM
01
0 0
0
1 0
0
0
2
1 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
PHF:
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
01
0
0
0
1 0
1 0
0
4
1 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:
L7e5haza
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 4 q f 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-F
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
8:45 AM 9:00 AM
0
1 0
3
1 0
0
0
0
0
1 0 6
3
0
1 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
0
11
7
3
0
43 262
5
6
92 124
29
PHF:
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
01
0
0
2
1 0
1 0
0
0
1 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
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
25
::2
0.00 0.46 0.44 0.25
Study Peak Hour: 5:00 PM - 6:00 PM
Study Area PHF: 0.55
Observations:
L7e5haza
Pile: C2X3HRS - 4L&12Mv PedSXLS
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
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
8:45 AM 9:00 AM
0
0 64
49
0
72
149
0
0
1 11 69
70
0
0 0
0
Intersection PHV:
0 0 291
104
0
423
646
0
0
90 275
333
0
0 0
0
PHF:
0.00 0.00 0.82
0.94
1 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: 0.94
Study Area 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
1 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
5:45 PM
6:00 PM
0
0
140
34
0
55
175
0
0
52
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
1 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
573
174
0
212
722
0
0
198
526
199
0 0 0 0
PHF:
0.00
0.00
0.88
0.82
1 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:
DeShazo Groin
riFile: C2X3HRS - 4L&12Mv Peds.XLS
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-F
L T
R
U-F
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
8:45 AM 9:00 AM
1
46 42
0
1 0
0
110
16
0
1 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. 0.94
Study Area 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
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
11
82
93
0
1 0
1 0
91
12
1 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
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
0.00
0.00 0.97 0.75 0.91
Study Peak Hour: 5:00 PM - 6:00 PM
Study Area PHF: 0.97
Observations:
L7e5haza
Pile: C2X3HRS - 4L&12Mv PedSXLS
Appendix B. Trip Generation Supplement
DeShazo Group, Inc.
December 22, 2015
7-Eleven Development -Corinth
Traffic Impact Analysis
Appendix
Trip Generation Summary - Alternative 1
Average Weekday Driveway Volumes
Project: 16007
Alternative: Alternative 1
Open Date: 3/29/2016
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 reported, 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 A10
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
13,000
12,000
11,000
10,000
9,000
8,000
7,000
6,000
5,000
4,000
3,000
2,000
1,000
0
0 100 200 300
X Actual Data Points
400 500 600 700 800
X = 1000 Sq. Feet Gross Floor Area
Fitted Curve
Fitted Curve Equation: Ln(T) = 0.76 Ln(X) + 3.68
900 1000 1.100 1200 1300
-- - - -- Average Rate
R 2 = 0.81
Trip Generation, 9th Edition • Institute of Transportation Engineers 1259
Page Al l
General Office Building
(710)
Average Vehicle Trip Ends vs:
On a:
1000 Sq. Feet Gross Floor Area
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
wata Niot and Equation
4,000
3,000
a) 2,000
m
CU
aD
d
H
1,000
0
0 1000 2000
X = 1000 Sq. Feet Gross Floor Area
X Actual Data Points Fitted Curve
Fitted Curve Equation: Ln(T) = 0.80 Ln(X) + 1.57
1260 Trip Generation, 9th Edition 0 Institute of Transportation Engineers
3000
------ Average Rate
R2 = 0.83
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 anti Equation
4,000
3,000
Ln
v
C
LU
*7
Q3
U
L
0 2.000
Q)
QA
cc
H
1,000
0
0 1000 2000
X = 1000 Sq. Feet Gross Floor Area
X Actual Data Points Fitted Curve
Fitted Curve Equation: T = 1.12(X) + 78.45
3000
------ Average Rate
R2 = 0.82
Trip Generation, gth Edition • Institute of Transportation Engineers 1261
Page A13
Land Use: 720
Medical -Dental Office Building
Description
A medical -dental office building is a facility that provides diagnoses and outpatient 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.
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.
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
1284 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
Number of Studies: 10
Average 1000 Sq. Feet GFA: 45
Directional Distribution: 50% entering, 50% exiting
rip Generation per 1000 Sq. Feet Gross Floor Area
Average Rate Range of Rates Standard Deviation
36.13 23.16 - 50.51 10.18
Data rtut ana
r�
5,000
0
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: 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 - 4.79 189
wata rloi ano tquanon
300
200
rr
0
X
....
...
....
...
....
...
X- .
..
;X
X
XX
X
X
X
x
x
X
X
X
X
X
0 10 20 30 40 50 60 70 80
X Actual Data Points
Fitted Curve Equation: Not given
X = 1000 Sq. Feet Gross Floor Area
90 100 110 120
------ Average Rate
R2 = ,.
Trip Generation, 9th Edition • Institute of Transportation Engineers 1295
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 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
uata rot ana tquatlon
400
i
x
300
C
/
d
L
X
> 200
-.-- X--.. .... - -------- --- ---- --- ...
X : X
Q
�`
II
x X
~
: x : : X
X X
100
--........- - XX ' .... .. ..... .... -. ...- --. ...
XX
x x
X : X
x,
X xx : : x
X x
x
0
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
1296 Trip Generation, 9th Edition • Institute of Transportation Engineers
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 • 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
rip Generation per Dwelling Unit
Average Rate Rang( of Rates Standard Deviation
3.44 2.59 - 4.79 1.93
uata YIOt ana
Caution - Use Carefully - Small Sample Size
240
X
230
..-.-..
-.....�
..........................
.-...
220
...-.-.-....
.............................
...
210
.....
......
.....---
....--..
k
zoo
—
......
_
......
190
_ _-----------
-----
_.
......
....
-. ........---
—
160
----------------
......
....-.. ........--
—..
170
.............
........
.......-.--
- -......---
..........
160
.............
.............
......
... .. ............
...............
140
.............
...........
---.......
- .....
X
130
.............
.,,'�-------.......
........
.-....... ;.--.-------....
120
...............
..
......
.;.-..---.......
.....---......;.-.......
X
110
..--..---.-
............................:...............
:...............
k
90
—
20
30
40
50
60
X = Number of Dwelling Units
X Actual Data Points Fitted Curve
Fitted Curve Equation: T = 2.98(X) + 21.05
------ Average Rate
R2 = 0.81
70
Trip Generation, 9th Edition 0 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
i rip Generation per uwemng unit
Average Rate Range of Rates Standard Deviation
0.20 0.06 - 0.27 0.45
uata (riot ana
140 — -
130
120
r10
100
n
80
U
a 70
m 60 i
a
n 50
N
40
30
X
X10 1 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 0 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
rip Generation per Dwening Unit
Average Rate Rainge of Rates Standard Deviation
0.25 0.08 - 0.43 0.50
Data Plot and
180
170
160 "
—,
150
140
.....
_.
.-..-_".
..-....- -.- -... _--.
130
_.. -
120
110
100
90
........
........ ....-...
.. - .-....-. - ........ ...--....
80
70
........
........ . ....
- ..-..... .--...-. ....-... ..-.---..
50
X
40
. 30
.......
........ .................
...................... .. ..........
20
10 "" X :x
0
0 100 200 300 400
X = Number of Dwelling Units
X Actual Data Points Fitted Curve
Fitted Curve Equation: T = 0.24(X) + 1.64
500 600 700
----- Average Rate
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 0 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%
rip Generation per Bed
Average Rate Range of Rates Standard Deviation
2.66 1.86 - 4.14 1.74
uaia rtot ana tquatlon
600 T— --
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 = 0.55
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
rip Generation per rsea
Average Rate Range of Rates Standard Deviation
0.14 0.08 - 0.28 0.37
Data Plot and Equation
26 -- — --- - _ - — - -
25
24
23 'X-- - - -,-' -... ---
Lu
20 a v.
19 ----
d
d
18 -.....
m
m 17 —
>
F 1s
15 .-..x.:. -.. --
14
_ -....
12 - .;.----- ...... --- -.x : -
11
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
(254)
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 OA7
Data Plot and
50 �
40
N
W
N
O
L
30
d
m
m
Q
X
X '
X
F
20 -i
X
K
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 = " ""
Trip Generation, 9th Edition 9 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 0712011
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 0712011
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 turn
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 -turn considerations:
♦ Conditions for providing an exclusive right -turn lane when the right -turn traffic volume projections are less than
indicated in Table 2-3:
• High crash experience
• Heavier than normal peak flow movements on the main roadway
• Large volume of truck traffic
• Highways where sight distance is limited
♦ Conditions for NOT requiring a right -turn lane where right -turn volumes are more than indicated in Table 2-3:
• Dense or built -out corridor where space is limited
• Where queues of stopped vehicles would block the access to the right turn lane
• Where sufficient length of property width is not available for the appropriate design
(4) The acceleration lane should not interfere with any downstream access connection.
♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection
should be equal to or greater than the distances found in Table 2-2.
♦ Additionally, if the next access connection is signalized, the distance from the end of the acceleration lane taper to
the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2.
(5) Continuous right -turn lanes can provide mobility benefits both for through movements and for the turning vehi-
cles.' 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 0712011
Appendix D. LOS Definitions
DeShazo Group, Inc.
December 22, 2015
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 I 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.
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:
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.
[e%P k 130] 0 Q=1 WIYI
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
Arterial
Minor Arterial Collector
Local
Frontage Road
7,250
7,250 4,750
4,750
7,250
CBD
(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
1: N. Carroll Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
-.* F 4- T l
Lane Groujh
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
SBT
SUR
Lane Configurations
►j
q}
?I
tt
If
tt
Traffic Volume (vph)
325
417
305
0 0 0
0 341
373
206
477
0
Future Volume (vph)
325
417
305
0 0 0
0 341
373
206
477
0
Peak Hour Factor
0.82
0.82
0.82
0.82 0.82 0.82
0.82 0.82
0.82
0.82
0.82
0.82
Adj. Flow (vph)
396
509
372
0 0 0
0 416
455
251
582
0
Shared Lane Traffic (%)
26%
Lane Group Flow (vph)
293
612
372
0 0 0
0 416
455
251
582
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
25.0
25.0
52.0
Total Split (%)
20.8%
20.8%
43.3 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
57.8
57.8
57.8
24.7
24.7
44.2
44.2
Actuated g/C Ratio
0.48
0.48
0.48
0.21
0.21
0.37
0.37
v/c Ratio
0.38
0.38
0.41
0.57
0.74
0.61
0.45
Control Delay
12.5
11.4
4.2
46.2
18.2
23.9
14.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
12.5
11.4
4.2
46.2
18.2
23.9
14.9
LOS
B
B
A
D
B
C
B
Approach Delay
9.5
31.6
17.6
Approach LOS
A
C
B
Queue Length 50th (ft)
86
91
20
146
60
112
138
Queue Length 95th (ft)
117
106
40
195
145
m85
92
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
775
1620
911
741
616
803
2006
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.38
0.38
0.41
0.56
0.74
0.31
0.29
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.81
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
35.0
52.0
25.0
35.0
8.0
8.0
Total Split (%)
29%
43 %
21%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 18.3 Intersection LOS: B
Intersection Capacity Utilization 59.7 % ICU Level of Service B
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
41 #1
=1j�#1j
012 32 04
+10I
25 s
52 s
=2
=2
125s
=2
z
52s
8s
35 s
2: N. Carroll Ave & SH 114 WBFR
Existing
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
Vi
TT
TA
Traffic Volume (vph) 0 0 0
335
155
179
271
392
0
0 356
53
Future Volume (vph) 0 0 0
335
155
179
271
392
0
0 356
53
Peak Hour Factor 0.84 0.84 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84 0.84
0.84
Adj. Flow (vph) 0 0 0
399
185
213
323
467
0
0 424
63
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
199
385
213
323
467
0
0 487
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
52.0
25.0
Total Split (%)
43.3%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
43.5
43.5
43.5
58.5
58.5
20.5
Actuated g/C Ratio
0.36
0.36
0.36
0.49
0.49
0.17
v/c Ratio
0.34
0.32
0.30
0.52
0.27
0.81
Control Delay
16.5
15.4
2.9
17.3
7.7
58.1
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
16.5
15.4
2.9
17.3
7.7
58.1
LOS
B
B
A
B
A
E
Approach Delay
12.3
11.6
58.1
Approach LOS
B
B
E
Queue Length 50th (ft)
75
72
0
78
57
188
Queue Length 95th (ft)
98
82
22
105
48
230
7
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
776
1593
873
762
2005
603
Starvation Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.26
0.24
0.24
0.42
0.23
0.81
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.81
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul�01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
52.0
25.0
35.0
35.0
8.0
8.0
Total Split (%)
43%
21%
29%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
2: N. Carroll Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 22.8 Intersection LOS: C
Intersection Capacity Utilization 59.7 % ICU Level of Service B
Analysis Period (min)15
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1 =1
1
#1
p12 C2
35 s
52 s
8 s
#`2*
=2
=z.
2
_Y
1
I35 12'
~ 1
Q6
~ 8
8.1
25s 135.
MS Synchro 9 Report MS Synchro 9 Report
Page 5 Page 6
8: N. Kimball Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
-,,, , -,* F 4- T l
Lane Groujl
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
SUr
Lane Configurations
►j
0
?1
ttt
If
)
tt
Traffic Volume (vph)
90
275
333
0 0 0
0 291
404
423
646
0
Future Volume (vph)
90
275
333
0 0 0
0 291
404
423
646
0
Peak Hour Factor
0.94
0.94
0.94
0.94 0.94 0.94
0.94 0.94
0.94
0.94
0.94
0.94
Adj. Flow (vph)
96
293
354
0 0 0
0 310
430
450
687
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
86
303
354
0 0 0
0 310
430
450
687
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
40.0
40.0
50.0
Total Split (%)
30.8%
30.8%
38.5 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
32.4
32.4
32.4
26.2
26.2
79.6
79.6
Actuated g/C Ratio
0.25
0.25
0.25
0.20
0.20
0.61
0.61
v/c Ratio
0.21
0.36
0.60
0.30
0.78
0.49
0.32
Control Delay
21.6
22.9
10.5
43.4
24.9
10.1
6.6
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.2
0.0
Total Delay
21.6
22.9
10.5
43.4
24.9
10.3
6.6
LOS
C
C
B
D
C
B
A
Approach Delay
16.8
32.7
8.1
Approach LOS
B
C
A
Queue Length 50th (ft)
38
70
39
81
113
127
100
Queue Length 95th (ft)
58
81
78
102
225
112
81
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
594
1248
747
1388
643
932
2426
Starvation Cap Reductn
0
0
0
0
0
74
407
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.14
0.24
0.47
0.22
0.67
0.52
0.34
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.78
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
32.0
64.0
34.0
24.0
8.0
8.0
Total Split (%)
25%
49%
26%
18%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 17.5 Intersection LOS: B
Intersection Capacity Utilization 66.5 % ICU Level of Service C
Analysis Period (min)15
and Phases: 8: N. Kimball Ave & SH 114 EBFR
9U5 Y2s SO5 tl5
=9 =9 9 �9
F
F
9: N. Kimball Ave & SH 114 WBFR
Existing
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
438
106
107
165
219
0
0 649
94
Future Volume (vph) 0 0 0
438
106
107
165
219
0
0 649
94
Peak Hour Factor 0.94 0.94 0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94 0.94
0.94
Adj. Flow (vph) 0 0 0
466
113
114
176
233
0
0 690
100
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
233
346
114
176
233
0
0 790
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
64.0
34.0
Total Split (%)
49.2%
26.2%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
42.4
42.4
42.4
69.6
69.6
56.1
Actuated g/C Ratio
0.33
0.33
0.33
0.54
0.54
0.43
v/c Ratio
0.44
0.32
0.19
0.43
0.12
0.37
Control Delay
22.9
20.4
3.0
18.2
10.4
27.6
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
22.9
20.4
3.0
18.2
10.4
27.6
LOS
C
C
A
B
B
C
Approach Delay
18.4
13.7
27.6
Approach LOS
B
B
C
Queue Length 50th (ft)
121
86
0
64
32
158
Queue Length 95th (ft)
128
81
21
56
36
245_
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
546
1112
612
983
2787
2162
Starvation Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
1
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.43
0.31
0.19
0.18
0.08
0.37
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.78
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
50.0
40.0
32.0
24.0
8.0
8.0
Total Split (%)
38%
31%
25%
18 %
6%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 21.2 Intersection LOS: C
Intersection Capacity Utilization 66.5 % ICU Level of Service C
Analysis Period (min)15
and Phases: 9: N. Kimball Ave & SH 114 WBFR
F
Kc s
�9
F
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
4: SH 114 WBFR & Blessed Way Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
7: Blessed Way & Kirkwood Blvd Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Intersection -111iff-
Int Delay, s/veh 2.7
Int Delay, s/veh 2.7
Movement -1
EBL
EBT
WBT
WBR
SBL
SBR
Movement
EBL
EBT
EBR WBU WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Traffic Vol, veh/h
0
0
US
14
0
53
Traffic Vol, veh/h
43
262
5 6 92
124
29
2
0
9
11
7
3
Future Vol, veh/h
0
0
138
14
0
53
Future Vol, veh/h
43
262
5 6 92
124
29
2
0
9
11
7
3
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0 0 0
0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Stop
Stop
Sign Control
Free
Free
Free Free Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
None
Free
None
RT Channelized
-
None -
None
None
None
Storage Length
-
230
0
Storage Length
110
280
0
0
Veh in Median Storage, #
0
0
-
0
-
Veh in Median Storage, #
-
0
-
0
0
-
-
0
Grade, %
0
0
-
0
-
Grade, %
-
0
-
0
0
-
-
0
Peak Hour Factor
77
77
77
77
77
77
Peak Hour Factor
86
86
86 86 86
86
86
86
86
86
86
86
86
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2 2 2
2
2
2
2
2
2
2
2
Mvmt Flow
0
0
179
18
0
69
Mvmt Flow
50
305
6 7 107
144
34
2
0
10
13
8
3
Major/Minor
Major2
Minor2
Major/Minor
Majort
Major2
Minorl
Minor2
Conflicting Flow All
0
179
89
Conflicting Flow All
178
0
0 237 310
0
0
712
814
155
641
799
89
Stage 1
-
179
-
Stage 1
-
-
- - -
-
-
408
408
-
389
389
-
Stage 2
0
-
Stage 2
-
- -
304
406
-
252
410
-
Critical Hdwy
6.44
7.14
Critical Hdwy
4.14
6.44 4.14
7.54
6.54
6.94
7.54
6.54
6.94
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
- -
6.54
5.54
-
6.54
5.54
-
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
- -
6.54
5.54
-
6.54
5.54
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
2.22
2.52 2.22
3.52
4.02
3.32
3.52
4.02
3.32
Pot Cap-1 Maneuver
0
751
808
Pot Cap-1 Maneuver
1395
1015 1247
320
311
863
360
317
951
Stage 1
0
718
-
Stage 1
-
- -
591
595
-
606
607
Stage 2
0
-
-
Stage 2
-
- -
681
596
-
730
594
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
-
751
808
Mov Cap-1 Maneuver
1395
1229 1229
304
300
863
346
306
951
Mov Cap-2 Maneuver
751
Mov Cap-2 Maneuver
-
- -
304
300
-
346
306
-
Stage 1
718
Stage 1
570
574
584
607
Stage 2
-
Stage 2
669
596
695
573
Approach
WB
Approach
EB
WB
NEI
HCM Control Delay, s
0
9.9
HCM Control Delay, s
1.1
3.2
10.6
15.3
HCM LOS
A
HCM LOS
B
C
Minor Lane/Major Mvmt WBT SBLnl
Capacity (veh/h)
808
HCM Lane V/C Ratio
0.085
HCM Control Delay (s)
9.9
HCM Lane LOS
A
HCM 95th %tile Q(veh)
0.3
Minor Lane/Major Mvmt NBLnt NBLn2 EBL EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
304 863 1395
1229
346
384
HCM Lane V/C Ratio
0.008 0.012 0.036
0,093
0.037
0.03
HCM Control Delay (s)
16.9 9.2 7.7
8.2
15.8
14.7
HCM Lane LOS
C A A
A
C
B
HCM 95th %tile Q(veh)
0 0 0.1
0.3
0.1
0.1
MS Synchro 9 Report MS Synchro 9 Report
Page 1 Page 2
1: N. Carroll Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
-,,,,-,* r F t f, 4% T'A. ti 1
Lane Group
EBL
EST
EBR
WBL WBT
WBR NBU
NBL
NBT
NBR
SBL
SBT
Lane Configurations
►j
0
?1
tt
r
Vi
tt
Traffic Volume (vph)
106
378
376
0 0
0 2
0
499
293
233
686
Future Volume (vph)
106
378
376
0 0
0 2
0
499
293
233
686
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95
0.95 0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
112
398
396
0 0
0 2
0
525
308
245
722
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
101
409
396
0 0
0 0
0
527
308
245
722
Turn Type
Perm
NA
Perm
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
2
12
Detector Phase
412
412
412
2
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
22.5
Total Split (s)
32.0
32.0
32.0
61.0
Total Split (%)
21.3%
21.3%
21.3 %
40.7 %
Yellow Time (s)
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
None
None
Min
Act Effct Green (s)
71.3
71.3
71.3
34.8
34.8
60.7
60.7
Actuated g/C Ratio
0.48
0.48
0.48
0.23
0.23
0.40
0.40
v/c Ratio
0.13
0.25
0.46
0.67
0.51
0.60
0.50
Control Delay
12.7
13.1
8.6
57.2
8.2
22.3
15.4
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
12.7
13.1
8.6
57.2
8.2
22.3
15.4
LOS
B
B
A
E
A
C
B
Approach Delay
11.1
39.1
17.2
Approach LOS
B
D
B
Queue Length 50th (ft)
36
79
70
233
0
98
158
Queue Length 95th (ft)
53
90
106
#354
87
ml17
146
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
765
1609
857
781
603
753
2021
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.13
0.25
0.46
0.67
0.51
0.33
0.36
Intersection Summary
Cycle Length: 150
Actuated Cycle Length:150
Offset: 0 (0%), Referenced to
phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.74
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
r
Lane Group-
SBR
o4
05
o6
o8
o12
o16
LarKonfigurations
Traffic Volume (vph)
0
Future Volume (vph)
0
Peak Hour Factor
0.95
Adj. Flow (vph)
0
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
49.0
73.0
28.0
41.0
8.0
8.0
Total Split (%)
33 %
49%
19%
27%
5%
5%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 21.9 Intersection LOS: C
Intersection Capacity Utilization 59.8 % ICU Level of Service B
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 #1
-1�-
=1
012 32 �04
'K,
32s 49s
61s
�z
=d2=
z
=z
F
6oAB
73s
828s
41s
2: N. Carroll Ave & SH 114 WBFR
Existing
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
Vi
TT
TA
Traffic Volume (vph) 0 0 0
565
348
189
368
233
0 0
357
29
Future Volume (vph) 0 0 0
565
348
189
368
233
0 0
357
29
Peak Hour Factor 0.95 0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
0.95
Adj. Flow (vph) 0 0 0
595
366
199
387
245
0 0
376
31
Shared Lane Traffic (%)
47%
Lane Group Flow (vph) 0 0 0
315
646
199
387
245
0 0
407
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
73.0
28.0
Total Split (%)
48.7%
18.7%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
58.4
58.4
58.4
73.6
73.6
23.5
Actuated g/C Ratio
0.39
0.39
0.39
0.49
0.49
0.16
v/c Ratio
0.50
0.50
0.27
0.59
0.14
0.74
Control Delay
22.3
20.6
2.9
9.6
3.5
68.5
Queue Delay
0.0
0.0
0.0
0.1
0.0
0.0
Total Delay
22.3
20.6
2.9
9.7
3.5
68.5
LOS
C
C
A
A
A
E
Approach Delay
18.0
7.3
68.5
Approach LOS
B
A
E
Queue Length 50th (ft)
169
173
0
46
14
200
Queue Length 95th (ft)
216
194
31
85
12
262_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
794
1636
881
877
2170
552
Starvation Cap Reductn
0
0
0
59
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.40
0.39
0.23
0.47
0.11
0.74
Intersection Summary
Cycle Length: 150
Actuated Cycle Length: 150
____mow
Offset: 0 (0%), Referenced to phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.74
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Groul�01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
61.0
32.0
49.0
41.0
8.0
8.0
Total Split (%)
41 %
21 %
33 %
27°%
5°%
5 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
2: N. Carroll Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 24.3 Intersection LOS: C
Intersection Capacity Utilization 59.8 % ICU Level of Service B
Analysis Period (min)15
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1 Tl
ml #1
p12 C2
49s
Bls
#`2*
=d8.
zI
2
6+A6
F8
2
41s
MS Synchro 9 Report MS Synchro 9 Report
Page 5 Page 6
8: N. Kimball Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
-,,, , -,* F 4- T l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
S
Lane Configurations
►j
q}
ttt
If
tt
Traffic Volume (vph)
198
526
199
0 0 0
0 573
174
212
722
0
Future Volume (vph)
198
526
199
0 0 0
0 573
174
212
722
0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
208
554
209
0 0 0
0 603
183
223
760
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
187
575
209
0 0 0
0 603
183
223
760
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
36.0
36.0
53.0
Total Split (%)
27.7%
27.7%
40.8 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
54.3
54.3
54.3
27.9
27.9
57.7
57.7
Actuated g/C Ratio
0.42
0.42
0.42
0.21
0.21
0.44
0.44
v/c Ratio
0.28
0.41
0.27
0.55
0.38
0.43
0.48
Control Delay
13.6
14.3
2.3
47.1
7.8
20.9
17.7
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
13.6
14.3
2.3
47.1
7.8
21.0
17.7
LOS
B
B
A
D
A
C
B
Approach Delay
11.6
37.9
18.5
Approach LOS
B
D
B
Queue Length 50th (ft)
52
85
0
164
0
105
200
Queue Length 95th (ft)
87
117
23
201
59
131
208
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
740
1556
841
1232
522
767
2177
Starvation Cap Reductn
0
0
0
0
0
15
178
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.25
0.37
0.25
0.49
0.35
0.30
0.38
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.61
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
33.0
61.0
27.0
34.0
8.0
8.0
Total Split (%)
25%
47%
21%
26%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 21.6 Intersection LOS: C
Intersection Capacity Utilization 52.2 % ICU Level of Service A
Analysis Period (min)15
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
me
us
-5
=8
012 32
01 R'
36 s
33 s
53 s
s s
=9
9
i
=9
=9
�PS
F
08
T
61s
ss
34s
1 127s
9: N. Kimball Ave & SH 114 WBFR
Existing
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
547
220
265
380
390
0
0 385
70
Future Volume (vph) 0 0 0
547
220
265
380
390
0
0 385
70
Peak Hour Factor 0.97 0.97 0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97 0.97
0.97
Adj. Flow (vph) 0 0 0
564
227
273
392
402
0
0 397
72
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
282
509
273
392
402
0
0 469
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
61.0
27.0
Total Split (%)
46.9%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
37.1
37.1
37.1
79.4
83.9
49.6
Actuated g/C Ratio
0.29
0.29
0.29
0.61
0.65
0.38
v/c Ratio
0.61
0.54
0.42
0.55
0.18
0.25
Control Delay
45.5
40.8
5.6
11.7
5.6
29.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
45.5
40.8
5.6
11.7
5.6
29.2
LOS
D
D
A
B
A
C
Approach Delay
33.0
8.6
29.2
Approach LOS
C
A
C
Queue Length 50th (ft)
224
197
0
60
32
93
Queue Length 95th (ft)
306
238
60
93
33
152
99
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
682
1398
828
1077
3007
1910
Starvation Cap Reductn
0
0
0
10
0
0
qq
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.41
0.36
0.33
0.37
0.13
0.25
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.61
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
53.0
36.0
33.0
34.0
8.0
8.0
Total Split (%)
41 %
28%
25 %
26°%
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 23.9 Intersection LOS: C
Intersection Capacity Utilization 52.2 % ICU Level of Service A
Analysis Period (min)15
Splits and Phases: 9: N. Kimball Ave & SH 114 WBFR
#8
=8
=8 98
012 72
�tl1
■'01
33 s
53g
�
r
�I
05 F 1
F 8 06
8s
34s
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
4: SH 114 WBFR & Blessed Way Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 0.3
7: Blessed Way & Kirkwood Blvd Existing
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 3.3
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement
EBL
EBT
EBR
WBL WBT WBR
NBL
NBT NBR
SBL
SBT SBR
Traffic Vol, veh/h
0
0
366
56
0
11
Traffic Vol, veh/h
2
34
2
11
37
1
7
1 11
8
3 3
Future Vol, veh/h
0
0
366
56
0
11
Future Vol, veh/h
2
34
2
11
37
1
7
1 11
8
3 3
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
0
0 0
0
0 0
Sign Control
Free
Free
Free
Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop Stop
Stop
Stop Stop
RT Channelized
None
Free
None
RT Channelized
-
None
-
None
None
None
Storage Length
-
230
0
Storage Length
110
280
- 0
0
Veh in Median Storage, #
0
0
-
0
-
Veh in Median Storage, #
0
-
0
0 -
-
0
Grade, %
0
0
-
0
-
Grade, %
0
-
0
0 -
-
0
Peak Hour Factor
86
86
86
86
86
86
Peak Hour Factor
68
68
68
68
68
68
68
68 68
68
68 68
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
2
2 2
2
2 2
Mvmt Flow
0
0
426
65
0
13
Mvmt Flow
3
50
3
16
54
1
10
1 16
12
4 4
Major/Minor
Major2
Minor2
Major/Minor
Majort
Major2
Minorl
Minor2
Conflicting Flow All
0
426
212
Conflicting Flow All
56
0
0
53
0
0
119
145 26
120
147 28
Stage 1
-
426
-
Stage 1
-
-
-
-
-
-
57
57 -
88
88 -
Stage 2
0
-
Stage 2
-
-
62
88 -
32
59 -
Critical Hdwy
6.44
7.14
Critical Hdwy
4.14
4.14
7.54
6.54 6.94
7.54
6,54 6.94
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
-
-
6.54
5.54 -
6.54
5.54 -
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
-
6.54
5.54 -
6.54
5.54 -
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
2.22
2.22
3.52
4.02 3.32
3.52
4.02 3.32
Pot Cap-1 Maneuver
0
547
675
Pot Cap-1 Maneuver
1547
1551
844
745 1044
843
743 1041
Stage 1
0
491
-
Stage 1
-
-
948
847 -
910
821 -
Stage 2
0
-
-
Stage 2
-
-
942
821 -
980
845 -
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
-
547
675
Mov Cap-1 Maneuver
1547
1551
829
736 1044
821
734 1041
Mov Cap-2 Maneuver
547
-
Mov Cap-2 Maneuver
-
-
829
736 -
821
734 -
Stage 1
491
Stage 1
946
845
908
813
Stage 2
-
Stage 2
923
813
961
843
Approach
WB
Approach
EB
WB
NS
HCM Control Delay, s
0
10.4
HCM Control Delay, s
0.4
1.6
8.9
9.3
HCM LOS
B
HCM LOS
A
A
Minor Lane/Major Mvmt WBT SBLnl
Capacity (veh/h)
675
HCM Lane V/C Ratio
0.019
HCM Control Delay (s)
10.4
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.1
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLn1 SBLn2
Capacity (veh/h)
816 1044 1547
1551
821
861
HCM Lane V/C Ratio
0.014 0.015 0.002
0.01
0.014
0.01
HCM Control Delay (s)
9.5 8.5 7.3
7.3
9.4
9.2
HCM Lane LOS
A A A
A
A
A
HCM 95th %tile Q(veh)
0 0 0
0
0
0
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
-.* F 4- T/A. \- l
Lane Grouf - - - - - -
mmRL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
S
Lane Configurations
►j
q}
?I
tt
If
)
tt
Traffic Volume (vph)
388
498
364
0 0 0
0 407
445
246
570
0
Future Volume (vph)
388
498
364
0 0 0
0 407
445
246
570
0
Peak Hour Factor
0.82
0.82
0.82
0.82 0.82 0.82
0.82 0.82
0.82
0.82
0.82
0.82
Adj. Flow (vph)
473
607
444
0 0 0
0 496
543
300
695
0
Shared Lane Traffic (%)
26%
Lane Group Flow (vph)
350
730
444
0 0 0
0 496
543
300
695
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
25.0
25.0
52.0
Total Split (%)
20.8%
20.8%
43.3 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
48.9
48.9
48.9
28.8
28.8
53.1
53.1
Actuated g/C Ratio
0.41
0.41
0.41
0.24
0.24
0.44
0.44
v/c Ratio
0.53
0.53
0.57
0.58
0.90
0.61
0.44
Control Delay
18.6
16.3
10.4
45.7
39.9
22.1
12.4
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
18.6
16.3
10.4
45.7
39.9
22.1
12.4
LOS
B
B
B
D
D
C
B
Approach Delay
15.1
42.7
15.3
Approach LOS
B
D
B
Queue Length 50th (ft)
96
101
52
186
211
114
141
Queue Length 95th (ft)
174
157
109
233
#374
m80
m92
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
656
1371
775
848
606
820
2181
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.53
0.53
0.57
0.58
0.90
0.37
0.32
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.96
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
35.0
52.0
25.0
35.0
8.0
8.0
Total Split (%)
29%
43 %
21%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 23.2 Intersection LOS: C
Intersection Capacity Utilization 69.1 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 #1
012 32 04
25s 11
52s
ss
-22*
=2
=2
=2
52 s
8 s
25 s
35 s
2: N. Carroll Ave & SH 114 WBFR
2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T/,.
ti
1
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
400
185
214
324
468
0 0
425
63
Future Volume (vph) 0 0 0
400
185
214
324
468
0 0
425
63
Peak Hour Factor 0.84 0.84 0.84
0.84
0.84
0.84
0.84
0.84
0.84 0.84
0.84
0.84
Adj. Flow (vph) 0 0 0
476
220
255
386
557
0 0
506
75
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
238
458
255
386
557
0 0
581
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
52.0
25.0
Total Split (%)
43.3%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
43.7
43.7
43.7
58.3
58.3
20.5
Actuated g/C Ratio
0.36
0.36
0.36
0.49
0.49
0.17
v/c Ratio
0.41
0.38
0.35
0.62
0.32
0.96
Control Delay
19.5
17.2
3.1
18.0
6.1
77.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
19.5
17.2
3.1
18.0
6.1
77.3
LOS
B
B
A
B
A
E
Approach Delay
14.0
11.0
77.3
Approach LOS
B
B
E
Queue Length 50th (ft)
78
74
0
104
60
233
Queue Length 95th (ft)
137
114
27
75
51
#308
7
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
697
1432
830
762
2005
603
Starvation Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.34
0.32
0.31
0.51
0.28
0.96
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.96
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul�01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
52.0
25.0
35.0
35.0
8.0
8.0
Total Split (%)
43%
21%
29%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 27.7 Intersection LOS: C
Intersection Capacity Utilization 69.1 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
-1 =1
=1 #1
012 92
�101
25s 35s
52s
=2�*
=2
=2
2
`Y
~
jT06
~
45'R1
1.
8
52 s
8, 125
s
35 s
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groujl
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
SUr
Lane Configurations
►j
0
?1
ttt
If
)
tt
Traffic Volume (vph)
107
328
398
0 0 0
0 347
482
505
771
0
Future Volume (vph)
107
328
398
0 0 0
0 347
482
505
771
0
Peak Hour Factor
0.94
0.94
0.94
0.94 0.94 0.94
0.94 0.94
0.94
0.94
0.94
0.94
Adj. Flow (vph)
114
349
423
0 0 0
0 369
513
537
820
0
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
103
360
423
0 0 0
0 369
513
537
820
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
40.0
40.0
50.0
Total Split (%)
30.8%
30.8%
38.5 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
35.5
35.5
35.5
33.6
33.6
76.5
76.5
Actuated g/C Ratio
0.27
0.27
0.27
0.26
0.26
0.59
0.59
v/c Ratio
0.23
0.39
0.74
0.28
0.90
0.66
0.39
Control Delay
23.6
24.7
24.3
38.7
45.9
12.5
6.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.2
0.1
Total Delay
23.6
24.7
24.3
38.7
45.9
12.7
7.0
LOS
C
C
C
D
D
B
A
Approach Delay
24.4
42.9
9.2
Approach LOS
C
D
A
Queue Length 50th (ft)
37
68
85
89
254
114
88
Queue Length 95th (ft)
89
140
#315
119
#457
136
101
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
541
1137
661
1388
591
858
2228
Starvation Cap Reductn
0
0
0
0
0
35
426
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.19
0.32
0.64
0.27
0.87
0.65
0.46
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
1011100
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.90
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
32.0
64.0
34.0
24.0
8.0
8.0
Total Split (%)
25%
49%
26%
18%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 23.0 Intersection LOS: C
Intersection Capacity Utilization 77.2 % ICU Level of Service D
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
and Phases: 8: N. Kimball Ave & SH 114 EBFR
�9
CJ
=8
CJ
#8
9: N. Kimball Ave & SH 114 WBFR
2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T/,.
ti
1
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
523
127
128
197
261
0 0
775
112
Future Volume (vph) 0 0 0
523
127
128
197
261
0 0
775
112
Peak Hour Factor 0.94 0.94 0.94
0.94
0.94
0.94
0.94
0.94
0.94 0.94
0.94
0.94
Adj. Flow (vph) 0 0 0
556
135
136
210
278
0 0
824
119
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
278
413
136
210
278
0 0
943
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
64.0
34.0
Total Split (%)
49.2%
26.2%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
54.7
54.7
54.7
57.3
57.3
39.7
Actuated g/C Ratio
0.42
0.42
0.42
0.44
0.44
0.31
v/c Ratio
0.41
0.30
0.18
0.63
0.18
0.61
Control Delay
16.1
14.1
2.3
23.9
9.8
41.7
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
16.1
14.1
2.3
24.0
9.8
41.8
LOS
B
B
A
C
A
D
Approach Delay
12.8
15.9
41.8
Approach LOS
B
B
D
Queue Length 50th (ft)
107
75
0
49
34
246
Queue Length 95th (ft)
123
78
18
74
48
328
99
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
677
1379
744
897
2617
1535
Starvation Cap Reductn
0
0
0
63
0
0
Spillback Cap Reductn
0
0
0
0
0
17
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.41
0.30
0.18
0.25
0.11
0.62
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
J
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.90
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
50.0
40.0
32.0
24.0
8.0
8.0
Total Split (%)
38%
31%
25%
18 %
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 25.6 Intersection LOS: C
Intersection Capacity Utilization 77.2 % ICU Level of Service D
Analysis Period (min)15
and Phases: 9: N. Kimball Ave & SH 114 WBFR
F
Kc s
�9
4-
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
4: SH 114 WBFR & Blessed Way 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 2.8
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Traffic Vol, veh/h
0
0
165
17
0
64
Future Vol, veh/h
0
0
165
17
0
64
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Stop
Stop
RT Channelized
None
Free
None
Storage Length
-
230
0
Veh in Median Storage, #
0
0
-
0
-
Grade, %
0
0
-
0
-
Peak Hour Factor
77
77
77
77
77
77
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
0
0
214
22
0
83
7: Blessed Way & Kirkwood Blvd 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 2.8
Movement
EBL
EBT
EBR
WBU
WBL
WBT WBR
NBL
NBT
NBR
SBL
SBT
SBR
Traffic Vol, veh/h
51
313
6
7
110
148 35
2
0
11
13
8
4
Future Vol, veh/h
51
313
6
7
110
148 35
2
0
11
13
8
4
Conflicting Peds, #Ihr
0
0
0
0
0
0 0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Free
Free Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
None
None
-
None
Storage Length
110
280
0
0
Veh in Median Storage, #
-
0
-
0
0
-
-
0
Grade, %
-
0
-
0
0
-
-
0
Peak Hour Factor
86
86
86
86
86
86 86
86
86
86
86
86
86
Heavy Vehicles, %
2
2
2
2
2
2 2
2
2
2
2
2
2
Mvmt Flow
59
364
7
8
128
172 41
2
0
13
15
9
5
Major/Minor
Major2 Minor2
Major/Minor
Majorl
Major2
Conflicting Flow All
0 214
106
Conflicting Flow All
213
0 0 284 371 0 0
Stage 1
- 214
-
Stage 1
-
- - - - - -
Stage 2
0
-
Stage 2
-
- -
Critical Hdwy
6.44
7.14
Critical Hdwy
4.14
6.44 4.14
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
-
- -
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
- -
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
2.22
2.52 2.22
Pot Cap-1 Maneuver
0 718
788
Pot Cap-1 Maneuver
1355
948 1184
Stage 1
0 681
-
Stage 1
-
- -
Stage 2
0 -
-
Stage 2
-
- -
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
- 718
788
Mov Cap-1 Maneuver
1355
1165 1165
Mov Cap-2 Maneuver
718
Mov Cap-2 Maneuver
-
- -
Stage 1
681
Stage 1
Stage 2
-
Stage 2
Approach WB
HCM Control Delay, s 0 10.1
HCM LOS B
Minor Lane/Major Mvmt WBT SBLnl
Capacity (veh/h)
788
HCM Lane V/C Ratio
0.105
HCM Control Delay (s)
10.1
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.4
MS Synchro 9 Report
Page 1
Minorl
Minor2
849
971
185
766
955
106
486
486
-
465
465
-
363
485
-
301
490
-
7.54
6.54
6.94
7.54
6.54
6.94
6.54
5.54
-
6.54
5.54
-
6.54
5.54
-
6.54
5.54
-
3.52
4.02
3.32
3.52
4.02
3.32
254
251
826
292
257
928
531
549
-
547
561
-
628
550
-
683
547
-
237
240
826
278
246
928
237
240
-
278
246
-
508
525
523
561
614
550
643
523
Approach EB WB NS
HCM Control Delay, s 1.1 3.3 11.1 17.6
HCM LOS B C
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
237 826 1355
1165
278 326
HCM Lane V/C Ratio
0.01 0.015 0.044
0.117
0.054 0.043
HCM Control Delay (s)
20.3 9.4 7.8
8.5
18.7 16.5
HCM Lane LOS
C A A
A
C C
HCM 95th %tile Q(veh)
0 0 0.1
0.4
0.2 0.1
MS
Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
-.* F 4- T/A. \- l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
S
Lane Configurations
►j
q}
?I
tt
If
vj
tt
Traffic Volume (vph)
147
523
520
0 0 0
0 691
406
323
950
0
Future Volume (vph)
147
523
520
0 0 0
0 691
406
323
950
0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
155
551
547
0 0 0
0 727
427
340
1000
0
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
139
567
547
0 0 0
0 727
427
340
1000
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
32.0
32.0
61.0
Total Split (%)
21.3%
21.3°%
40.7 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
66.5
66.5
66.5
27.7
27.7
65.5
65.5
Actuated g/C Ratio
0.44
0.44
0.44
0.18
0.18
0.44
0.44
v/c Ratio
0.19
0.38
0.72
1.11
0.86
0.69
0.65
Control Delay
15.7
18.4
26.3
124.5
41.6
32.1
11.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.1
0.0
Total Delay
15.7
18.4
26.3
124.5
41.6
32.1
11.4
LOS
B
B
C
F
D
C
B
Approach Delay
21.5
93.8
16.6
Approach LOS
C
F
B
Queue Length 50th (ft)
46
104
183
-430
181
155
163
Queue Length 95th (ft)
101
178
#552
#561
#371
m135
m214
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
713
1500
758
654
497
715
1987
Starvation Cap Reductn
0
0
0
0
0
24
37
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.19
0.38
0.72
1.11
0.86
0.49
0.51
Intersection Summary
Cycle Length: 150
Actuated Cycle Length:150
Offset: 0 (0%), Referenced to
phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
_
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.11
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
49.0
73.0
28.0
41.0
8.0
8.0
Total Split (%)
33%
49%
19%
27%
5 %
5
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 42.1 Intersection LOS: D
Intersection Capacity Utilization 78.4 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 #1
�04
o12 32
+'0
3Z s
51 s
=z
=z
F
=z
=z
F
p5 `Rl
O
6 p6
08
73s
8s 28s
41s
2: N. Carroll Ave & SH 114 WBFR
2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-'*,-,*
r-
4-
T/,.
ti
1
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
782
482
262
509
323
0 0
494
40
Future Volume (vph) 0 0 0
782
482
262
509
323
0 0
494
40
Peak Hour Factor 0.95 0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
0.95
Adj. Flow (vph) 0 0 0
823
507
276
536
340
0 0
520
42
Shared Lane Traffic (%)
47%
Lane Group Flow (vph) 0 0 0
436
894
276
536
340
0 0
562
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
73.0
28.0
Total Split (%)
48.7%
18.7%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
57.0
57.0
57.0
75.0
75.0
23.5
Actuated g/C Ratio
0.38
0.38
0.38
0.50
0.50
0.16
v/c Ratio
0.71
0.71
0.38
0.82
0.19
1.02
Control Delay
37.7
32.9
8.3
12.7
1.7
103.6
Queue Delay
0.0
0.0
0.0
1.2
0.0
0.0
Total Delay
37.7
32.9
8.3
14.0
1.7
103.6
LOS
D
C
A
B
A
F
Approach Delay
30.0
9.2
103.6
Approach LOS
C
A
F
Queue Length 50th (ft)
250
256
30
123
12
-303
Queue Length 95th (ft)
#572
#483
91
m102
m2
#428_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
614
1265
728
857
2170
552
Starvation Cap Reductn
0
0
0
146
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.71
0.71
0.38
0.75
0.16
1.02
Intersection Summary
Cycle Length: 150
Actuated Cycle Length: 150
Offset: 0 (0%), Referenced to phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.11
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Gro6r'�Ilh01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
61.0
32.0
49.0
41.0
8.0
8.0
Total Split (%)
41 %
21 %
33 %
27°%
5°%
5 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 37.6 Intersection LOS: D
Intersection Capacity Utilization 78.4 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1
o12 32
1
32 s - s
1
a s
=2.
'I 05 2
=2
F
-2
6#P6
-2
F 8
73s
8s 7Es 141S
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Groujl
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
SBT
SUR
Lane Configurations
►j
q}
?I
ttt
If
vj
tt
Traffic Volume (vph)
274
728
275
0 0 0
0 793
241
293
999
0
Future Volume (vph)
274
728
275
0 0 0
0 793
241
293
999
0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
288
766
289
0 0 0
0 835
254
308
1052
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
259
795
289
0 0 0
0 835
254
308
1052
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
36.0
36.0
53.0
Total Split (%)
27.7%
27.7°%
40.8 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
49.7
49.7
49.7
31.5
31.5
62.3
62.3
Actuated g/C Ratio
0.38
0.38
0.38
0.24
0.24
0.48
0.48
v/c Ratio
0.42
0.62
0.43
0.68
0.44
0.62
0.62
Control Delay
19.5
21.7
11.8
47.9
7.2
30.8
15.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.3
0.1
Total Delay
19.5
21.7
11.8
47.9
7.2
31.1
15.3
LOS
B
C
B
D
A
C
B
Approach Delay
19.2
38.4
18.9
Approach LOS
B
D
B
Queue Length 50th (ft)
81
136
47
235
0
152
216
Queue Length 95th (ft)
153
256
106
284
68
146
227
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
625
1313
684
1232
576
734
2177
Starvation Cap Reductn
0
0
0
0
0
115
277
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.41
0.61
0.42
0.68
0.44
0.50
0.55
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.77
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
33.0
61.0
27.0
34.0
8.0
8.0
Total Split (%)
25%
47%
21%
26°%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 24.6 Intersection LOS: C
Intersection Capacity Utilization 71.4 % ICU Level of Service C
Analysis Period (min)15
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
me
xs
-5
=8
412 32
^=p4
pl R'
�
Ms
33 s
53 s
s s
=9
9
i
=9
=9
�PS
F
08
T
61s
ss
34s
1 127s
9: N. Kimball Ave & SH 114 WBFR
2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-,*,-,*
r-
4-
T/,.
ti
1
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
if
)
TT
TTA
Traffic Volume (vph) 0 0 0
757
305
367
526
540
0 0
533
97
Future Volume (vph) 0 0 0
757
305
367
526
540
0 0
533
97
Peak Hour Factor 0.97 0.97 0.97
0.97
0.97
0.97
0.97
0.97
0.97 0.97
0.97
0.97
Adj. Flow (vph) 0 0 0
780
314
378
542
557
0 0
549
100
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
390
704
378
542
557
0 0
649
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
61.0
27.0
Total Split (%)
46.9%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
41.0
41.0
41.0
75.5
80.0
30.4
Actuated g/C Ratio
0.32
0.32
0.32
0.58
0.62
0.23
v/c Ratio
0.77
0.68
0.51
0.75
0.26
0.55
Control Delay
51.5
42.6
7.1
13.7
4.3
46.0
Queue Delay
0.0
0.0
0.0
0.0
0.1
0.0
Total Delay
51.5
42.6
7.1
13.7
4.4
46.0
LOS
D
D
A
B
A
D
Approach Delay
35.9
9.0
46.0
Approach LOS
D
A
D
Queue Length 50th (ft)
302
263
13
98
28
183
Queue Length 95th (ft)
#520
371
97
138
18
232_
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
595
1220
809
880
2487
1179
Starvation Cap Reductn
0
0
0
0
743
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.66
0.58
0.47
0.62
0.32
0.55
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.77
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
53.0
36.0
33.0
34.0
8.0
8.0
Total Split (%)
41 %
28%
25 %
26°%
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 28.7 Intersection LOS: C
Intersection Capacity Utilization 71.4 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: N. Kimball Ave & SH 114 WBFR
#s
8
=8 #8
012 92
004
�_PI'R' 41
36 s
33 s
53 s
=99
_Y* 05
9
F t
�9 =9I*
F s +I p6
61s
8s
34s
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
4: SH 114 WBFR & Blessed Way 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 0.3
7: Blessed Way & Kirkwood Blvd 2022 Background
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 3.4
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement
EBL
EBT
EBR
WBL WBT WBR
NBL
NBT NBR
SBL
SBT
SBR
Traffic Vol, veh/h
0
0
507
78
0
15
Traffic Vol, veh/h
3
47
3
15
51
1
10
1 15
11
4
4
Future Vol, veh/h
0
0
507
78
0
15
Future Vol, veh/h
3
47
3
15
51
1
10
1 15
11
4
4
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
0
0 0
0
0
0
Sign Control
Free
Free
Free
Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop Stop
Stop
Stop
Stop
RT Channelized
None
Free
None
RT Channelized
-
None
-
None
None
None
Storage Length
-
230
0
Storage Length
110
280
- 0
0
Veh in Median Storage, #
0
0
-
0
-
Veh in Median Storage, #
-
0
-
0
0 -
-
0
Grade, %
0
0
-
0
-
Grade, %
-
0
-
0
0 -
-
0
Peak Hour Factor
86
86
86
86
86
86
Peak Hour Factor
68
68
68
68
68
68
68
68 68
68
68
68
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
2
2 2
2
2
2
Mvmt Flow
0
0
590
91
0
17
Mvmt Flow
4
69
4
22
75
1
15
1 22
16
6
6
Major/Minor
Major2
Minor2
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
0
590
294
Conflicting Flow All
76
0
0
74
0
0
165
201 37
164
202
38
Stage 1
-
590
-
Stage 1
-
-
-
-
-
-
80
80 -
120
120
-
Stage 2
0
-
Stage 2
-
-
85
121 -
44
82
-
Critical Hdwy
6.44
7.14
Critical Hdwy
4.14
4.14
7.54
6.54 6.94
7.54
6,54
6.94
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
-
-
6.54
5.54 -
6.54
5.54
-
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
6.54
5.54 -
6.54
5.54
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
2.22
2.22
3.52
4.02 3.32
3.52
4.02
3.32
Pot Cap-1 Maneuver
0
441
599
Pot Cap-1 Maneuver
1521
1524
784
694 1027
785
693
1026
Stage 1
0
381
-
Stage 1
-
-
919
828 -
872
796
-
Stage 2
0
-
-
Stage 2
-
-
913
795 -
965
826
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
-
441
599
Mov Cap-1 Maneuver
1521
1524
764
682 1027
757
681
1026
Mov Cap-2 Maneuver
441
-
Mov Cap-2 Maneuver
-
-
764
682 -
757
681
-
Stage 1
381
Stage 1
917
826
870
785
Stage 2
-
Stage 2
888
784
940
824
Approach
WB
_
Approach
EB
WB
fi NS
'i
HCM Control Delay, s
0
11.2
HCM Control Delay, s
0.4
1.7
9.2
9.7
HCM LOS
B
HCM LOS
A
A
Minor Lane/Major Mvmt WBT SBLnl
Capacity (veh/h)
599
HCM Lane V/C Ratio
0.029
HCM Control Delay (s)
11.2
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.1
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
756 1027 1521
1524
757 819
HCM Lane V/C Ratio
0.021 0.021 0.003
0,014
0.021 0.014
HCM Control Delay (s)
9.9 8.6 7.4
7.4
9.9 9.5
HCM Lane LOS
A A A
A
A A
HCM 95th %tile Q(veh)
0.1 0.1 0
0
0.1 0
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
-.* F 4- T/A. \- l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
S
Lane Configurations
►1
0
?1
tt
If
)
tt
Traffic Volume (vph)
388
508
364
0 0 0
0 407
456
256
573
0
Future Volume (vph)
388
508
364
0 0 0
0 407
456
256
573
0
Peak Hour Factor
0.82
0.82
0.82
0.82 0.82 0.82
0.82 0.82
0.82
0.82
0.82
0.82
Adj. Flow (vph)
473
620
444
0 0 0
0 496
556
312
699
0
Shared Lane Traffic (%)
25%
Lane Group Flow (vph)
355
738
444
0 0 0
0 496
556
312
699
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
25.0
25.0
52.0
Total Split (%)
20.8%
20.8%
43.3 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
48.8
48.8
48.8
27.8
27.8
53.2
53.2
Actuated g/C Ratio
0.41
0.41
0.41
0.23
0.23
0.44
0.44
v/c Ratio
0.54
0.54
0.58
0.61
0.95
0.63
0.45
Control Delay
19.6
17.1
11.0
46.9
49.9
22.2
11.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
19.6
17.1
11.0
46.9
49.9
22.2
11.9
LOS
B
B
B
D
D
C
B
Approach Delay
15.9
48.5
15.0
Approach LOS
B
D
B
Queue Length 50th (ft)
98
102
52
193
-277
109
130
Queue Length 95th (ft)
184
166
115
233
#411
m84
m92
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
654
1367
772
819
586
814
2163
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.54
0.54
0.58
0.61
0.95
0.38
0.32
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle:100
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.99
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
35.0
52.0
25.0
35.0
8.0
8.0
Total Split (%)
29%
43 %
21%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 25.2 Intersection LOS: C
Intersection Capacity Utilization 70.5 % ICU Level of Service C
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 ml
=1 #1
o12 32 04
■'ol
25s s
52s
=`2*
=2
=z
=z
~
lTp�
F
1
3
52s
8s I
25s 1 135S
2: N. Carroll Ave & SH 114 WBFR
2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T/,.
ti 1
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
403
212
215
324
468
0
0 436
63
Future Volume (vph) 0 0 0
403
212
215
324
468
0
0 436
63
Peak Hour Factor 0.84 0.84 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84 0.84
0.84
Adj. Flow (vph) 0 0 0
480
252
256
386
557
0
0 519
75
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
240
492
256
386
557
0
0 594
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
52.0
25.0
Total Split (%)
43.3%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
44.5
44.5
44.5
57.5
57.5
20.5
Actuated g/C Ratio
0.37
0.37
0.37
0.48
0.48
0.17
v/c Ratio
0.40
0.40
0.34
0.64
0.33
0.99
Control Delay
19.2
17.3
3.1
18.4
6.0
82.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
19.2
17.3
3.1
18.4
6.0
82.5
LOS
B
B
A
B
A
F
Approach Delay
14.1
11.1
82.5
Approach LOS
B
B
F
Queue Length 50th (ft)
73
75
0
103
55
240
Queue Length 95th (ft)
138
122
27
86
59
#322_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
694
1427
828
762
2005
602
Starvation Cap Reductn
0
0
0
0
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.35
0.34
0.31
0.51
0.28
0.99
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle:100
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.99
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul�01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
52.0
25.0
35.0
35.0
8.0
8.0
Total Split (%)
43%
21%
29%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 29.1 Intersection LOS: C
Intersection Capacity Utilization 70.5 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1
012 92
�101
25s 35s11
52s
=z�*
=z
=z x2
`Y
~
11
45 'R1
1.
Ao 08
52.
8.7
25 s 35 s
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
LaneGrouo--------EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
Lane Configurations
►j
0
?1
ttt
If
)
tt
Traffic Volume (vph)
107
332
401
0 0 0
0 358
482
505
771
0
Future Volume (vph)
107
332
401
0 0 0
0 358
482
505
771
0
Peak Hour Factor
0.94
0.94
0.94
0.94 0.94 0.94
0.94 0.94
0.94
0.94
0.94
0.94
Adj. Flow (vph)
114
353
427
0 0 0
0 381
513
537
820
0
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
103
364
427
0 0 0
0 381
513
537
820
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
40.0
40.0
50.0
Total Split (%)
30.8%
30.8%
38.5 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
35.8
35.8
35.8
33.6
33.6
76.2
76.2
Actuated g/C Ratio
0.28
0.28
0.28
0.26
0.26
0.59
0.59
v/c Ratio
0.23
0.39
0.74
0.29
0.90
0.67
0.40
Control Delay
23.5
24.7
24.6
38.8
46.5
12.8
7.0
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.2
0.1
Total Delay
23.5
24.7
24.6
38.8
46.5
13.0
7.1
LOS
C
C
C
D
D
B
A
Approach Delay
24.5
43.3
9.5
Approach LOS
C
D
A
Queue Length 50th (ft)
37
69
87
92
257
109
84
Queue Length 95th (ft)
89
142
#322
123
#461
136
102
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
537
1129
658
1388
589
852
2225
Starvation Cap Reductn
0
0
0
0
0
36
438
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.19
0.32
0.65
0.27
0.87
0.66
0.46
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
NNESSEL
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.90
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
32.0
64.0
34.0
24.0
8.0
8.0
Total Split (%)
25%
49%
26%
18%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 23.3 Intersection LOS: C
Intersection Capacity Utilization 77.3 % ICU Level of Service D
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
and Phases: 8: N. Kimball Ave & SH 114 EBFR
�9
CJ
=8
CJ
#8
9: N. Kimball Ave & SH 114 WBFR
2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T/,.
ti 1
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
523
211
128
208
261
0
0 775
123
Future Volume (vph) 0 0 0
523
211
128
208
261
0
0 775
123
Peak Hour Factor 0.94 0.94 0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94 0.94
0.94
Adj. Flow (vph) 0 0 0
556
224
136
221
278
0
0 824
131
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
278
502
136
221
278
0
0 955
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
64.0
34.0
Total Split (%)
49.2%
26.2%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
54.5
54.5
54.5
57.5
57.5
39.0
'
Actuated g/C Ratio
0.42
0.42
0.42
0.44
0.44
0.30
v/c Ratio
0.41
0.36
0.18
0.65
0.18
0.63
Control Delay
16.1
14.7
2.3
24.2
9.3
42.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
16.1
14.7
2.3
24.2
9.3
42.5
LOS
B
B
A
C
A
D
Approach Delay
13.3
15.9
42.5
Approach LOS
B
B
D
Queue Length 50th (ft)
104
91
0
51
33
253
Queue Length 95th (ft)
123
96
18
75
46
332
99
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
674
1383
742
892
2627
1507
Starvation Cap Reductn
0
0
0
46
0
0
Spillback Cap Reductn
0
0
0
0
0
17
Storage Cap Reductn
0
0
0
0
0
0
Will
Reduced v/c Ratio
0.41
0.36
0.18
0.26
0.11
0.64
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.90
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
50.0
40.0
32.0
24.0
8.0
8.0
Total Split (%)
38%
31%
25%
18 %
6%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 25.6 Intersection LOS: C
Intersection Capacity Utilization 77.3 % ICU Level of Service D
Analysis Period (min)15
and Phases: 9: N. Kimball Ave & SH 114 WBFR
F
Kc s
�9
4-
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
3: SH 114 WBFR & Driveway 1 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 1.4
4: SH 114 WBFR & Blessed Way 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 2.3
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement '
EBL
EBT
WBT WBR
SBL
SBR -
Traffic Vol, veh/h
0
0
202 189
0
63
Traffic Vol, veh/h
0
0
227
38
0
64
Future Vol, veh/h
0
0
202 189
0
63
Future Vol, veh/h
0
0
227
38
0
64
Conflicting Peds, #Ihr
0
0
0 0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Free
Free
Free Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Stop
Stop
RT Channelized
None
None
None
RT Channelized
None
Free
None
Storage Length
-
200
0
Storage Length
-
230
0
Veh in Median Storage, #
0
0 -
0
-
Veh in Median Storage, #
0
0
-
0
-
Grade, %
0
0 -
0
-
Grade, %
0
0
-
0
-
Peak Hour Factor
92
92
92 92
92
92
Peak Hour Factor
77
77
77
77
77
77
Heavy Vehicles,%
2
2
2 2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
Mvmt Flow
0
0
220 205
0
68
Mvmt Flow
0
0
295
49
0
83
Major/Minor
Major2
Minor2
Major/Minor
Major2
Minor2
Conflicting Flow All
0
220
109
Conflicting Flow All
0
295
146
Stage 1
-
220
-
Stage 1
-
295
-
Stage 2
0
-
Stage 2
0
-
Critical Hdwy
6.44
7.14
Critical Hdwy
6.44
7.14
Critical Hdwy Stg 1
7.34
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
3.82
3.92
Pot Cap-1 Maneuver
713
785
Pot Cap-1 Maneuver
0
648
744
Stage 1
675
Stage 1
0
601
Stage 2
-
-
Stage 2
0
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
713
785
Mov Cap-1 Maneuver
-
648
744
Mov Cap-2 Maneuver
713
Mov Cap-2 Maneuver
648
-
Stage 1
675
Stage 1
601
Stage 2
-
Stage 2
-
Approach
WB
Approach
WB
SB
HCM Control Delay, s
0
10
HCM Control Delay, s
0
10.4
HCM LOS
B
HCM LOS
B
Minor Lane/MaiorMvmt WBT WBRSBLnl
Capacity (veh/h)
785
HCM Lane V/C Ratio
0.087
HCM Control Delay (s)
10
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.3
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
WBT SBLnl
Capacity (veh/h)
744
HCM Lane V/C Ratio
0.112
HCM Control Delay (s)
10.4
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.4
MS Synchro 9 Report
Page 2
5: Blessed Way & Driveway 2 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 0.3
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Traffic Vol, veh/h
0
5
17
21
0
124
Future Vol, veh/h
0
5
17
21
0
124
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
None
None
None
Storage Length
0
-
Veh in Median Storage, #
0
-
0
0
Grade, %
0
-
0
0
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles, %
2
2
2
2
2
2
Mvmt Flow
0
5
18
23
0
135
7: Blessed Way & Kirkwood Blvd 2022 Background + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 2.8
Movement
EBL
EBT
EBR
WBU
WBL
WBT WBR
NBL
NBT
NBR
SBL
SBT
SBR
Traffic Vol, veh/h
51
313
6
7
110
148 35
3
0
14
13
8
4
Future Vol, veh/h
51
313
6
7
110
148 35
3
0
14
13
8
4
Conflicting Peds, #Ihr
0
0
0
0
0
0 0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Free
Free Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
None
None
-
None
Storage Length
110
280
0
0
Veh in Median Storage, #
-
0
-
0
0
-
-
0
Grade, %
-
0
-
0
0
-
-
0
Peak Hour Factor
86
86
86
86
86
86 86
86
86
86
86
86
86
Heavy Vehicles, %
2
2
2
2
2
2 2
2
2
2
2
2
2
Mvmt Flow
59
364
7
8
128
172 41
3
0
16
15
9
5
Major/Minor
Minorl
Majorl Major2
Major/Minor
Majorl
Major2
Conflicting Flow All
97
21
0 0 41 0
Conflicting Flow All
213
0 0 287 371 0 0
Stage 1
30
-
- - - -
Stage 1
-
- - - - - -
Stage 2
67
-
-
Stage 2
-
- -
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy
4.14
6.44 4.14
Critical Hdwy Stg 1
5.84
-
Critical Hdwy Stg 1
-
- -
Critical Hdwy Stg 2
5.84
-
-
Critical Hdwy Stg 2
- -
Follow-up Hdwy
3.52
3.32
2.22
Follow-up Hdwy
2.22
2.52 2.22
Pot Cap-1 Maneuver
892
1051
1567
Pot Cap-1 Maneuver
1355
944 1184
Stage 1
989
-
-
Stage 1
-
- -
Stage 2
948
-
-
Stage 2
-
- -
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
892
1051
1567
Mov Cap-1 Maneuver
1355
1165 1165
Mov Cap-2 Maneuver
892
-
Mov Cap-2 Maneuver
-
- -
Stage 1
989
Stage 1
Stage 2
948
Stage 2
Approach WB NB SB
HCM Control Delay, s 8.4 0 0
HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT
Capacity (veh/h)
1051
1567
HCM Lane V/C Ratio
0.005
HCM Control Delay (s)
8.4
0
HCM Lane LOS
A
A
HCM 95th %tile Q(veh)
0
0
MS Synchro 9 Report
Page 3
Minorl
Minorl
849
971
185
766
955
106
486
486
-
465
465
-
363
485
-
301
490
-
7.54
6.54
6.94
7.54
6.54
6.94
6.54
5.54
-
6.54
5.54
-
6.54
5.54
-
6.54
5.54
-
3.52
4.02
3.32
3.52
4.02
3.32
254
251
826
292
257
928
531
549
-
547
561
-
628
550
-
683
547
-
237
240
826
277
246
928
237
240
277
246
-
508
525
523
561
614
550
640
523
Approach EB WB NS
HCM Control Delay, s 1.1 3.3 11.3 17.6
HCM LOS B C
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
237
826 1355
1165
277 326
HCM Lane V/C Ratio
0.015
0.02 0.044
0,117
0.055 0.043
HCM Control Delay (s)
20.4
9.4 7.8
8.5
18.7 16.5
HCM Lane LOS
C
A A
A
C C
HCM 95th %tile Q(veh)
0
0.1 0.1
0.4
0.2 0.1
MS
Synchro 9 Report
Page 4
1: N. Carroll Ave & SH 114 EBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
-,,,,-,* r F t f, 4% T'A. ti 1
Lane Group
EBL
EST
EBR
WBL WBT
WBR NBU
NBL
NBT
NBR
SBL
SBT
Lane Configurations
►1
q}
?I
tt
r
V1
tt
Traffic Volume (vph)
127
456
449
0 0
0 2
0
596
355
283
832
Future Volume (vph)
127
456
449
0 0
0 2
0
596
355
283
832
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95
0.95 0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
134
480
473
0 0
0 2
0
627
374
298
876
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
121
493
473
0 0
0 0
0
629
374
298
876
Turn Type
Perm
NA
Perm
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
2
12
Detector Phase
412
412
412
2
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
22.5
Total Split (s)
32.0
32.0
32.0
61.0
Total Split (%)
21.3%
21.3%
21.3 %
40.7 %
Yellow Time (s)
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
None
None
Min
Act Effct Green (s)
66.9
66.9
66.9
32.8
32.8
65.1
65.1
Actuated g/C Ratio
0.45
0.45
0.45
0.22
0.22
0.43
0.43
v/c Ratio
0.17
0.33
0.60
0.87
0.65
0.68
0.57
Control Delay
13.9
14.7
16.6
69.7
18.0
32.5
12.7
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
13.9
14.7
16.6
69.7
18.0
32.5
12.7
LOS
B
B
B
E
B
C
B
Approach Delay
15.4
50.5
17.8
Approach LOS
B
D
B
Queue Length 50th (ft)
36
79
112
314
62
140
167
Queue Length 95th (ft)
78
134
233
#473
190
m169
m216
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
717
1510
782
725
578
722
2125
Starvation Cap Reductn
0
0
0
0
0
0
16
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.17
0.33
0.60
0.87
0.65
0.41
0.42
Intersection Summary
Cycle Length: 150
Actuated Cycle Length:150
Offset: 0 (0%), Referenced to
phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.89
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
r
Lane Group-
SBR
o4
05
o6
o8
o12
016
LarKonfigurations
Traffic Volume (vph)
0
Future Volume (vph)
0
Peak Hour Factor
0.95
Adj. Flow (vph)
0
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
49.0
73.0
28.0
41.0
8.0
8.0
Total Split (%)
33 %
49%
19%
27%
5%
5%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 27.0 Intersection LOS: C
Intersection Capacity Utilization 71.4 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 #1
-1�-
=1
012 32 �04
'K,
32s 49s
61s
�z
=d2=
z
=z
F
0oAB
73s
828s
41s
2: N. Carroll Ave & SH 114 WBFR
2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-'*,-,*
r-
4-
T/,.
ti
1
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
687
516
231
439
278
0 0
431
35
Future Volume (vph) 0 0 0
687
516
231
439
278
0 0
431
35
Peak Hour Factor 0.95 0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
0.95
Adj. Flow (vph) 0 0 0
723
543
243
462
293
0 0
454
37
Shared Lane Traffic (%)
43%
Lane Group Flow (vph) 0 0 0
412
854
243
462
293
0 0
491
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
73.0
28.0
Total Split (%)
48.7%
18.7%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
58.6
58.6
58.6
73.4
73.4
23.5
Actuated g/C Ratio
0.39
0.39
0.39
0.49
0.49
0.16
v/c Ratio
0.66
0.66
0.33
0.73
0.17
0.89
Control Delay
30.3
26.5
6.0
11.5
2.6
80.2
Queue Delay
0.0
0.0
0.0
0.3
0.0
0.0
Total Delay
30.3
26.5
6.0
11.8
2.6
80.2
LOS
C
C
A
B
A
F
Approach Delay
24.3
8.3
80.2
Approach LOS
C
A
F
Queue Length 50th (ft)
224
232
21
43
13
248
Queue Length 95th (ft)
353
323
68
m126
m4
#347_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
685
1418
781
857
2170
552
Starvation Cap Reductn
0
0
0
85
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.60
0.60
0.31
0.60
0.14
0.89
Intersection Summary
Cycle Length: 150
Actuated Cycle Length: 150
Offset: 0 (0%), Referenced to phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.89
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Gro6r'�Ilh01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
61.0
32.0
49.0
41.0
8.0
8.0
Total Split (%)
41 %
21 %
33 %
27°%
5°%
5 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 29.8 Intersection LOS: C
Intersection Capacity Utilization 71.4 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1 #1
=1�- #1
012 32 04
'KI
32s
61s
-`z*
�z
=z
�z
-Y e5 `R.
F
5#.
F 5
73s
as 28s 141s
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Grouo
BL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
SBT
Sly
Lane Configurations
►j
q}
ttt
If
tt
Traffic Volume (vph)
236
641
250
0 0 0
0 689
208
253
862
0
Future Volume (vph)
236
641
250
0 0 0
0 689
208
253
862
0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
248
675
263
0 0 0
0 725
219
266
907
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
223
700
263
0 0 0
0 725
219
266
907
0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
36.0
36.0
53.0
Total Split (%)
27.7%
27.7%
40.8 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
53.7
53.7
53.7
30.4
30.4
58.3
58.3
Actuated g/C Ratio
0.41
0.41
0.41
0.23
0.23
0.45
0.45
v/c Ratio
0.34
0.50
0.35
0.61
0.41
0.56
0.57
Control Delay
14.9
15.8
6.6
46.8
7.4
27.4
17.7
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.1
Total Delay
14.9
15.8
6.6
46.8
7.4
27.4
17.8
LOS
B
B
A
D
A
C
B
Approach Delay
13.6
37.6
19.9
Approach LOS
B
D
B
Queue Length 50th (ft)
68
116
27
198
0
135
240
Queue Length 95th (ft)
106
150
58
244
64
139
210
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
692
1455
770
1232
549
753
2177
Starvation Cap Reductn
0
0
0
0
0
0
214
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.32
0.48
0.34
0.59
0.40
0.35
0.46
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.68
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
33.0
61.0
27.0
34.0
8.0
8.0
Total Split (%)
25%
47%
21%
26%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 22.7 Intersection LOS: C
Intersection Capacity Utilization 62.3 % ICU Level of Service B
Analysis Period (min)15
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
me
us
-5
=8
012 32
01 R'
36 s
33 s
53 s
s s
=9
9
i
=9
=9
�PS
F
08
T
61s
ss
34s
1 127s
9: N. Kimball Ave & SH 114 WBFR
2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-,*,-,*
r-
4-
T/,.
ti 1
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
653
302
316
459
466
0
0 460
89
Future Volume (vph) 0 0 0
653
302
316
459
466
0
0 460
89
Peak Hour Factor 0.97 0.97 0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97 0.97
0.97
Adj. Flow (vph) 0 0 0
673
311
326
473
480
0
0 474
92
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
336
648
326
473
480
0
0 566
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
61.0
27.0
Total Split (%)
46.9%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
39.9
39.9
39.9
76.6
81.1
38.4
Actuated g/C Ratio
0.31
0.31
0.31
0.59
0.62
0.30
v/c Ratio
0.68
0.64
0.46
0.67
0.22
0.38
Control Delay
46.8
41.7
5.4
12.6
5.2
38.1
Queue Delay
0.0
0.0
0.0
0.1
0.1
0.0
Total Delay
46.8
41.7
5.4
12.7
5.2
38.1
LOS
D
D
A
B
A
D
Approach Delay
34.0
8.9
38.1
Approach LOS
C
A
D
Queue Length 50th (ft)
276
262
0
82
32
130
Queue Length 95th (ft)
379
313
65
117
20
200
99
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
650
1335
834
959
2706
1485
Starvation Cap Reductn
0
0
0
37
841
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.52
0.49
0.39
0.51
0.26
0.38
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.68
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
53.0
36.0
33.0
34.0
8.0
8.0
Total Split (%)
41 %
28%
25 %
26%
6%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 62.3 % ICU Level of Service B
Analysis Period (min)15
Splits and Phases: 9: N. Kimball Ave & SH 114 WBFR
#8
=8
=8
98
012 72
�tl1
■'01
33 s
53g
�
r
�I
05
F 1
F 8
06
9.1
34s
27s
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
3: SH 114 WBFR & Driveway 1 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection im
Int Delay, s/veh 4.1
4: SH 114 WBFR & Blessed Way 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 0.2
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement '
EBL
EBT
WBT WBR
SBL
SBR -
Traffic Vol, veh/h
0
0
514 89
0
230
Traffic Vol, veh/h
0
0
667
77
0
13
Future Vol, veh/h
0
0
514 89
0
230
Future Vol, veh/h
0
0
667
77
0
13
Conflicting Peds, #Ihr
0
0
0 0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Free
Free
Free Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Stop
Stop
RT Channelized
None
None
None
RT Channelized
None
Free
None
Storage Length
-
200
0
Storage Length
-
230
0
Veh in Median Storage, #
0
0 -
0
-
Veh in Median Storage, #
0
0
-
0
-
Grade, %
0
0 -
0
-
Grade, %
0
0
-
0
-
Peak Hour Factor
92
92
92 92
92
92
Peak Hour Factor
86
86
86
86
86
86
Heavy Vehicles,%
2
2
2 2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
Mvmt Flow
0
0
559 97
0
250
Mvmt Flow
0
0
776
90
0
15
Major/Minor
Major2
Minor2
Major/Minor
Major2
Minor2
Conflicting Flow All
0
559
278
Conflicting Flow All
0
776
387
Stage 1
-
559
-
Stage 1
-
776
-
Stage 2
0
-
Stage 2
0
-
Critical Hdwy
6.44
7.14
Critical Hdwy
6.44
7.14
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
7.34
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
3.82
3.92
Pot Cap-1 Maneuver
460
613
Pot Cap-1 Maneuver
0
345
522
Stage 1
400
-
Stage 1
0
284
-
Stage 2
-
-
Stage 2
0
-
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
460
613
Mov Cap-1 Maneuver
-
345
522
Mov Cap-2 Maneuver
400
Mov Cap-2 Maneuver
345
-
Stage 1
400
Stage 1
284
Stage 2
-
Stage 2
-
Approach
WB
IN
Approach
WB
SB
HCM Control Delay, s
0
14.9
HCM Control Delay, s
0
12.1
HCM LOS
B
HCM LOS
B
Minor Lane/MaiorMvmt WBT WBRSBLnl
Capacity (veh/h)
613
HCM Lane V/C Ratio
0.408
HCM Control Delay (s)
14.9
HCM Lane LOS
B
HCM 95th %tile Q(veh)
2
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
WBT SBLnl
Capacity (veh/h)
522
HCM Lane V/C Ratio
0.029
HCM Control Delay (s)
12.1
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.1
MS Synchro 9 Report
Page 2
5: Blessed Way & Driveway 2 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection .1110
Int Delay, s/veh 1.5
7: Blessed Way & Kirkwood Blvd 2022 Background +Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 4.1
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Movement
EBL
EBT
EBR
WBL WBT WBR
NBL
NBT NBR
SBL
SBT SBR
Traffic Vol, veh/h
0
20
67
10
0
19
Traffic Vol, veh/h
2
41
2
13
44
1
16
1 26
10
4 4
Future Vol, veh/h
0
20
67
10
0
19
Future Vol, veh/h
2
41
2
13
44
1
16
1 26
10
4 4
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
0
0 0
0
0 0
Sign Control
Stop
Stop
Free
Free
Free
Free
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop Stop
Stop
Stop Stop
RT Channelized
None
None
None
RT Channelized
-
None
-
None
None
None
Storage Length
-
0
-
Storage Length
110
280
- 0
0
Veh in Median Storage, #
0
-
0
0
Veh in Median Storage, #
0
-
0
0 -
-
0
Grade, %
0
-
0
0
Grade, %
0
-
0
0 -
-
0
Peak Hour Factor
92
92
92
92
92
92
Peak Hour Factor
68
68
68
68
68
68
68
68 68
68
68 68
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
2
2 2
2
2 2
Mvmt Flow
0
22
73
11
0
21
Mvmt Flow
3
60
3
19
65
1
24
1 38
15
6 6
Major/Minor
Minorl
Majorl
Major2
Major/Minor
Majort
Major2
Minorl
Minorl
Conflicting Flow All
88
42
0
0
84
0
Conflicting Flow All
66
0
0
63
0
0
142
172 32
141
173 33
Stage 1
78
-
-
-
-
-
Stage 1
-
-
-
-
-
-
68
68 -
104
104 -
Stage 2
10
-
-
Stage 2
-
-
74
104 -
37
69 -
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy
4.14
4.14
7.54
6.54 6.94
7.54
6.54 6.94
Critical Hdwy Stg 1
5.84
-
Critical Hdwy Stg 1
-
-
6.54
5.54 -
6.54
5.54 -
Critical Hdwy Stg 2
5.84
-
-
Critical Hdwy Stg 2
-
6.54
5.54 -
6.54
5.54 -
Follow-up Hdwy
3.52
3.32
2.22
Follow-up Hdwy
2.22
2.22
3.52
4.02 3.32
3.52
4.02 3.32
Pot Cap-1 Maneuver
903
1019
1511
Pot Cap-1 Maneuver
1534
1538
814
720 1035
815
719 1033
Stage 1
936
-
-
Stage 1
-
-
934
838 -
890
808 -
Stage 2
1011
-
-
Stage 2
-
-
927
808 -
974
837 -
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
903
1019
1511
Mov Cap-1 Maneuver
1534
1538
795
710 1035
775
709 1033
Mov Cap-2 Maneuver
903
-
Mov Cap-2 Maneuver
-
-
795
710 -
775
709 -
Stage 1
936
Stage 1
932
836
888
798
Stage 2
1011
-
Stage 2
904
798
935
835
Approach
WB
NB
SB
Approach
EB
WB
NB
HCM Control Delay, s
8.6
0
0
HCM Control Delay, s
0.3
1.7
9
9.5
HCM LOS
A
HCM LOS
A
A
Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT
Capacity (veh/h)
1019 1511
HCM Lane V/C Ratio
0.021 -
HCM Control Delay (s)
8.6 0
HCM Lane LOS
A A
HCM 95th %file Q(veh)
0A 0
MS Synchro 9 Report
Page 3
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
789 1035 1534
1538
775 841
HCM Lane V/C Ratio
0.032 0.037 0.002
0.012
0.019 0.014
HCM Control Delay (s)
9.7 8.6 7.4
7.4
9.7 9.3
HCM Lane LOS
A A A
A
A A
HCM 95th %file Q(veh)
0.1 0.1 0
0
0.1 0
MS Synchro 9 Report
Page 4
1: N. Carroll Ave & SH 114 EBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-.*
F 4-
T
\-
l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
S
Lane Configurations
►1
q}
?I
tt
r
)
tt
Traffic Volume (vph)
450
577
422
0 0 0
0 472
516
285
660 0
Future Volume (vph)
450
577
422
0 0 0
0 472
516
285
660 0
Peak Hour Factor
0.82
0.82
0.82
0.82 0.82 0.82
0.82 0.82
0.82
0.82
0.82 0.82
Adj. Flow (vph)
549
704
515
0 0 0
0 576
629
348
805 0
Shared Lane Traffic (%)
26%
Lane Group Flow (vph)
406
847
515
0 0 0
0 576
629
348
805 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
25.0
25.0
52.0
Total Split (%)
20.8%
20.8%
43.3 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
48.4
48.4
48.4
23.9
23.9
53.6
53.6
Actuated g/C Ratio
0.40
0.40
0.40
0.20
0.20
0.45
0.45
v/c Ratio
0.63
0.63
0.70
0.82
1.24
0.69
0.51
Control Delay
24.5
21.0
19.4
57.8
150.7
27.6
9.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
24.5
21.0
19.4
57.8
150.7
27.6
9.9
LOS
C
C
B
E
F
C
A
Approach Delay
21.3
106.3
15.3
Approach LOS
C
F
B
Queue Length 50th (ft)
137
143
108
235
-474
119
108
Queue Length 95th (ft)
256
220
245
#294
#592
m94
m111
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
649
1355
738
703
507
760
2084
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.63
0.63
0.70
0.82
1.24
0.46
0.39
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle:120
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.24
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
35.0
52.0
25.0
35.0
8.0
8.0
Total Split (%)
29%
43 %
21%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 44.4 Intersection LOS: D
Intersection Capacity Utilization 78.3 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 ml
=1 #1
o12 32 04
■'ol
25s s
52s
=`2*
=2
=z
=z
~
lTp�
F
1
3
52s
8s I
25s 1 135S
2: N. Carroll Ave & SH 114 WBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T
ti
t
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
464
215
248
375
543
0 0
493
73
Future Volume (vph) 0 0 0
464
215
248
375
543
0 0
493
73
Peak Hour Factor 0.84 0.84 0.84
0.84
0.84
0.84
0.84
0.84
0.84 0.84
0.84
0.84
Adj. Flow (vph) 0 0 0
552
256
295
446
646
0 0
587
87
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
276
532
295
446
646
0 0
674
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
52.0
25.0
Total Split (%)
43.3%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
43.1
43.1
43.1
58.9
58.9
20.5
Actuated g/C Ratio
0.36
0.36
0.36
0.49
0.49
0.17
v/c Ratio
0.48
0.45
0.41
0.71
0.37
1.12
Control Delay
24.6
21.3
6.3
17.9
4.9
118.2
Queue Delay
0.0
0.0
0.0
0.1
0.0
0.0
Total Delay
24.6
21.3
6.3
18.0
4.9
118.2
LOS
C
C
A
B
A
F
Approach Delay
18.1
10.3
118.2
Approach LOS
B
B
F
Queue Length 50th (ft)
101
96
14
122
56
-312
Queue Length 95th (ft)
204
162
50
97
40
#389
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
623
1280
764
762
2005
603
Starvation Cap Reductn
0
0
0
16
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.44
0.42
0.39
0.60
0.32
1.12
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle: 120
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.24
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Gro6r'�Ilh01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
52.0
25.0
35.0
35.0
8.0
8.0
Total Split (%)
43%
21%
29%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 38.6 Intersection LOS: D
Intersection Capacity Utilization 78.3 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#i �t
.12 72 �44
2s
z�*T2
`Y p5
'"1
Is
2*
c�5
=2
~9
s
35s
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-,,,,-,*
F 4-
T
\.
l
Lane GroufL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
Lane Configurations
►i
0
if
ttt
I
tt
Traffic Volume (vph)
125
381
461
0 0 0
0 403
559
586
894 0
Future Volume (vph)
125
381
461
0 0 0
0 403
559
586
894 0
Peak Hour Factor
0.94
0.94
0.94
0.94 0.94 0.94
0.94 0.94
0.94
0.94
0.94 0.94
Adj. Flow (vph)
133
405
490
0 0 0
0 429
595
623
951 0
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
120
418
490
0 0 0
0 429
595
623
951 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
40.0
40.0
50.0
Total Split (%)
30.8%
30.8%
38.5 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
37.0
37.0
37.0
35.5
35.5
75.0
75.0
Actuated g/C Ratio
0.28
0.28
0.28
0.27
0.27
0.58
0.58
v/c Ratio
0.26
0.43
0.88
0.31
1.08
0.82
0.47
Control Delay
26.5
28.9
44.6
38.3
94.3
17.7
7.1
Queue Delay
0.0
0.0
0.0
0.0
0.0
1.2
0.2
Total Delay
26.5
28.9
44.6
38.3
94.3
18.9
7.4
LOS
C
C
D
D
F
B
A
Approach Delay
36.1
70.8
11.9
Approach LOS
D
E
B
Queue Length 50th (ft)
45
82
231
105
-452
112
74
Queue Length 95th (ft)
107
169
#512
138
#684
m142
m110
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
458
962
554
1388
551
838
2205
Starvation Cap Reductn
0
0
0
0
0
75
518
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.26
0.43
0.88
0.31
1.08
0.82
0.56
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle:130
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.08
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
32.0
64.0
34.0
24.0
8.0
8.0
Total Split (%)
25%
49%
26%
18%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 35.4 Intersection LOS: D
Intersection Capacity Utilization 100.0% ICU Level of Service G
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
#8
�6 �8j�-
=8
012 32
1004 1'01•R)
40 s
02s 50
s
=9
p5
=9 =9
F
o6
O 'R'.
-9
F
p6
64s
Bs 34s
Z4s
9: N. Kimball Ave & SH 114 WBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T
ti
t
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
606
147
148
228
303
0 0
898
130
Future Volume (vph) 0 0 0
606
147
148
228
303
0 0
898
130
Peak Hour Factor 0.94 0.94 0.94
0.94
0.94
0.94
0.94
0.94
0.94 0.94
0.94
0.94
Adj. Flow (vph) 0 0 0
645
156
157
243
322
0 0
955
138
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
322
479
157
243
322
0 0
1093
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
64.0
34.0
Total Split (%)
49.2%
26.2%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
62.1
62.1
62.1
49.9
49.9
29.5
Actuated g/C Ratio
0.48
0.48
0.48
0.38
0.38
0.23
v/c Ratio
0.42
0.31
0.19
0.73
0.24
0.95
Control Delay
14.0
11.7
2.3
30.8
10.5
66.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
4.4
Total Delay
14.0
11.7
2.3
30.9
10.5
70.7
LOS
B
B
A
C
B
E
Approach Delay
10.9
19.2
70.7
Approach LOS
B
B
E
Queue Length 50th (ft)
100
69
0
56
38
330
Queue Length 95th (ft)
146
91
20
80
52
#424_
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
769
1566
838
867
2422
1146
Starvation Cap Reductn
0
0
0
4
0
0
Spillback Cap Reductn
0
0
0
0
0
36
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.42
0.31
0.19
0.28
0.13
0.98
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 130
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.08
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
50.0
40.0
32.0
24.0
8.0
8.0
Total Split (%)
38%
31%
25%
18 %
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 37.7 Intersection LOS: D
Intersection Capacity Utilization 100.0 % ICU Level of Service G
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
and Phases: 9: N. Kimball Ave & SH 114 WBFR
C=
=8
C=
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
4: SH 114 WBFR & Blessed Way 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 2.9
7: Blessed Way & Kirkwood Blvd 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 3
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement
EBL
EBT
EBR WBU WBL WBT WBR
NBL
NBT
NBR
SBL
SBT
SBR
Traffic Vol, veh/h
0
0
191
19
0
74
Traffic Vol, veh/h
60
363
7
8 127
172
40
3
0
12
15
10
4
Future Vol, veh/h
0
0
191
19
0
74
Future Vol, veh/h
60
363
7
8 127
172
40
3
0
12
15
10
4
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0 0
0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free
Stop
Stop
Sign Control
Free
Free
Free
Free Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
None
Free
None
RT Channelized
-
None
-
None
None
None
Storage Length
-
230
0
Storage Length
110
280
0
0
Veh in Median Storage, #
0
0
-
0
-
Veh in Median Storage, #
-
0
-
0
0
-
-
0
Grade, %
0
0
-
0
-
Grade, %
-
0
-
0
0
-
-
0
Peak Hour Factor
77
77
77
77
77
77
Peak Hour Factor
86
86
86
86 86
86
86
86
86
86
86
86
86
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2 2
2
2
2
2
2
2
2
2
Mvmt Flow
0
0
248
25
0
96
Mvmt Flow
70
422
8
9 148
200
47
3
0
14
17
12
5
Major/Minor
Major2
Minor2
Major/Minor
Majort
Major2
Minorl
Minor2
Conflicting Flow All
0
248
123
Conflicting Flow All
247
0
0
328 430
0
0
986
1126
215
888
1107
123
Stage 1
-
248
-
Stage 1
-
-
-
- -
-
-
566
566
-
537
537
-
Stage 2
0
-
Stage 2
-
- -
420
560
-
351
570
-
Critical Hdwy
6.44
7.14
Critical Hdwy
4.14
6.44 4.14
7.54
6.54
6.94
7.54
6.54
6.94
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
- -
6.54
5.54
-
6.54
5.54
-
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
- -
6.54
5.54
-
6.54
5.54
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
2.22
2.52 2.22
3.52
4.02
3.32
3.52
4.02
3.32
Pot Cap-1 Maneuver
0
688
769
Pot Cap-1 Maneuver
1316
889 1126
202
203
790
238
209
905
Stage 1
0
646
-
Stage 1
-
- -
476
506
-
496
521
-
Stage 2
0
-
-
Stage 2
-
- -
581
509
-
639
504
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
-
688
769
Mov Cap-1 Maneuver
1316
1107 1107
184
192
790
224
198
905
Mov Cap-2 Maneuver
688
-
Mov Cap-2 Maneuver
-
-
184
192
224
198
-
Stage 1
646
Stage 1
451
479
470
521
Stage 2
-
Stage 2
565
509
594
477
Approach
WB
se
Approach
EB
WB
NEI
HCM Control Delay, s
0
10.3
HCM Control Delay, s
1.1
3.4
12.7
21.3
HCM LOS
B
HCM LOS
B
C
Minor Lane/Major Mvmt WBT SBLnl
Capacity (veh/h)
769
HCM Lane V/C Ratio
0.125
HCM Control Delay (s)
10.3
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.4
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
NBLnt NBLn2
EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
184
790
1316
1107
224 255
HCM Lane V/C Ratio
0.019
0.018
0.053
0,142
0.078 0.064
HCM Control Delay (s)
24.9
9.6
7.9
8.8
22.4 20.1
HCM Lane LOS
C
A
A
A
C C
HCM 95th %tile Q(veh)
0.1
0.1
0.2
0.5
0.3 0.2
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-,,,,-,*
r F t
f,
4%
T'A.
ti
1
LaneGroul-
EBL
EST
EBR
WBL WBT WBR
NBU
NBL
NBT
NBR
SBL
SBT
Lane Configurations
►1
q}
?I
tt
r
V1
tt
Traffic Volume (vph)
147
523
520
0 0 0
3
0
691
406
323
950
Future Volume (vph)
147
523
520
0 0 0
3
0
691
406
323
950
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
155
551
547
0 0 0
3
0
727
427
340
1000
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
139
567
547
0 0 0
0
0
730
427
340
1000
Turn Type
Perm
NA
Perm
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
2
12
Detector Phase
412
412
412
2
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
22.5
Total Split (s)
32.0
32.0
32.0
61.0
Total Split (%)
21.3%
21.3%
21.3 %
40.7 %
Yellow Time (s)
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
None
None
Min
Act Effct Green (s)
66.5
66.5
66.5
27.7
27.7
65.5
65.5
Actuated g/C Ratio
0.44
0.44
0.44
0.18
0.18
0.44
0.44
v/c Ratio
0.19
0.38
0.72
1.43
0.86
0.69
0.65
Control Delay
15.7
18.4
26.3
244.9
41.6
32.1
11.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.1
0.0
Total Delay
15.7
18.4
26.3
244.9
41.6
32.1
11.4
LOS
B
B
C
F
D
C
B
Approach Delay
21.5
169.9
16.6
Approach LOS
C
F
B
Queue Length 50th (ft)
46
104
183
-507
181
155
163
Queue Length 95th (ft)
101
178
#552
#638
#371
m135
m214
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
713
1500
758
512
497
715
1987
Starvation Cap Reductn
0
0
0
0
0
24
37
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.19
0.38
0.72
1.43
0.86
0.49
0.51
Intersection Summary
Cycle Length: 150
Actuated Cycle Length:150
Offset: 0 (0%), Referenced to
phase 4:EBTL and 5:, Start
of Green
Natural Cycle:100
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.43
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
r
Lane Group-
SBR
o4
05
o6
o8
o12
o16
LarKonfigurations
Traffic Volume (vph)
0
Future Volume (vph)
0
Peak Hour Factor
0.95
Adj. Flow (vph)
0
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
49.0
73.0
28.0
41.0
8.0
8.0
Total Split (%)
33 %
49%
19%
27%
5%
5%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 65.5 Intersection LOS: E
Intersection Capacity Utilization 78.4 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 #1
�04
o12 32
+'0
3Z s
51 s
=z
=z
F
=z
=z
F
p5 `Rl
O
6 p6
08
73s
8s 28s
41s
2: N. Carroll Ave & SH 114 WBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-'*,-,*
r-
4-
T
ti
t
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
782
482
262
509
323
0 0
494
40
Future Volume (vph) 0 0 0
782
482
262
509
323
0 0
494
40
Peak Hour Factor 0.95 0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
0.95
Adj. Flow (vph) 0 0 0
823
507
276
536
340
0 0
520
42
Shared Lane Traffic (%)
47%
Lane Group Flow (vph) 0 0 0
436
894
276
536
340
0 0
562
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
73.0
28.0
Total Split (%)
48.7%
18.7%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
57.0
57.0
57.0
75.0
75.0
23.5
Actuated g/C Ratio
0.38
0.38
0.38
0.50
0.50
0.16
v/c Ratio
0.71
0.71
0.38
0.82
0.19
1.02
Control Delay
37.7
32.9
8.3
10.5
2.1
103.6
Queue Delay
0.0
0.0
0.0
1.2
0.0
0.0
Total Delay
37.7
32.9
8.3
11.8
2.1
103.6
LOS
D
C
A
B
A
F
Approach Delay
30.0
8.0
103.6
Approach LOS
C
A
F
Queue Length 50th (ft)
250
256
30
123
12
-303
Queue Length 95th (ft)
#572
#483
91
m23
m2
#428_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
614
1265
728
857
2170
552
Starvation Cap Reductn
0
0
0
146
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.71
0.71
0.38
0.75
0.16
1.02
Intersection Summary
Cycle Length: 150
Actuated Cycle Length: 150
Offset: 0 (0%), Referenced to phase 4:EBTL and 5:, Start
of Green
Natural Cycle:100
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.43
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Gro6r'�Ilh01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
61.0
32.0
49.0
41.0
8.0
8.0
Total Split (%)
41 %
21 %
33 %
27°%
5°%
5 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 37.3 Intersection LOS: D
Intersection Capacity Utilization 78.4 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1
o12 32
1
32 s - s
1 s
=2.
'I 05 2
=2
F
-2
6#P6
-2
F 8
73s
8s 7Es 141S
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-,,,,-,*
F 4-
T
\.
l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
S
Lane Configurations
►i
0
if
ttt
If
vj
tt
Traffic Volume (vph)
274
728
275
0 0 0
0 793
241
293
999 0
Future Volume (vph)
274
728
275
0 0 0
0 793
241
293
999 0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95 0.95
Adj. Flow (vph)
288
766
289
0 0 0
0 835
254
308
1052 0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
259
795
289
0 0 0
0 835
254
308
1052 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
36.0
36.0
53.0
Total Split (%)
27.7%
27.7°%
40.8 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
50.5
50.5
50.5
31.5
31.5
61.5
61.5
Actuated g/C Ratio
0.39
0.39
0.39
0.24
0.24
0.47
0.47
v/c Ratio
0.41
0.61
0.42
0.68
0.44
0.64
0.63
Control Delay
19.2
21.4
11.7
47.9
7.2
30.1
12.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.4
0.2
Total Delay
19.2
21.4
11.7
47.9
7.2
30.5
13.1
LOS
B
C
B
D
A
C
B
Approach Delay
18.9
38.4
17.0
Approach LOS
B
D
B
Queue Length 50th (ft)
81
136
47
235
0
137
247
Queue Length 95th (ft)
153
256
106
284
68
ml15
m194
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
625
1313
684
1232
576
734
2177
Starvation Cap Reductn
0
0
0
0
0
137
347
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.41
0.61
0.42
0.68
0.44
0.52
0.57
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle:110
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.17
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
33.0
61.0
27.0
34.0
8.0
8.0
Total Split (%)
25%
47%
21%
26°%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 23.8 Intersection LOS: C
Intersection Capacity Utilization 90.6 % ICU Level of Service E
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
012 32
-004
+'p 11R)
Ms
33 s
s3 s
�9
=9
a9 -9
�A5
~ lTo4'R,
1
8
61s
8s
34s Z7sIIIIIIIIIN
9: N. Kimball Ave & SH 114 WBFR
2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-,*,-,*
r-
4-
T
ti
t
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
I
TT
?I
Vi
TT
ttT+
Traffic Volume (vph) 0 0 0
757
305
367
526
540
0 0
533
97
Future Volume (vph) 0 0 0
757
305
367
526
540
0 0
533
97
Peak Hour Factor 0.97 0.97 0.97
0.97
0.97
0.97
0.97
0.97
0.97 0.97
0.97
0.97
Adj. Flow (vph) 0 0 0
780
314
378
542
557
0 0
549
100
Shared Lane Traffic (%)
Lane Group Flow (vph) 0 0 0
780
314
378
542
557
0 0
649
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
61.0
27.0
Total Split (%)
46.9%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
48.9
48.9
48.9
67.6
72.1
22.5
Actuated g/C Ratio
0.38
0.38
0.38
0.52
0.55
0.17
v/c Ratio
1.17
0.24
0.46
0.81
0.28
0.74
Control Delay
129.7
30.2
6.5
18.4
5.4
54.8
Queue Delay
0.0
0.0
0.0
0.0
0.1
0.0
Total Delay
129.7
30.2
6.5
18.4
5.5
54.8
LOS
F
C
A
B
A
D
Approach Delay
76.8
11.9
54.8
Approach LOS
E
B
D
Queue Length 50th (ft)
-793
95
12
98
28
185
Queue Length 95th (ft)
#1160
150
97
138
18
232_
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
666
1331
817
829
2273
879
Starvation Cap Reductn
0
0
0
0
729
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
1.17
0.24
0.46
0.65
0.36
0.74
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start of Green
Natural Cycle:110
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.17
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Grout-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
53.0
36.0
33.0
34.0
8.0
8.0
Total Split (%)
41 %
28%
25 %
26°%
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 50.2 Intersection LOS: D
Intersection Capacity Utilization 90.6 % ICU Level of Service E
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: N. Kimball Ave & SH 114 WBFR
#8
=8
=8j�_ #8
o12 52
�64
+'ol'R)
36 s
33 s
53 s
=99 =9
_Y* o5 F t
=9 #9
F 8 �TP6
61s
34sMEMEL
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
4: SH 114 WBFR & Blessed Way 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 0.3
7: Blessed Way & Kirkwood Blvd 2027 Horizon
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 3.4
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement
EBL
EBT
EBR
WBL WBT WBR
NBL
NBT NBR
SBL
SBT
SBR
Traffic Vol, veh/h
0
0
507
78
0
15
Traffic Vol, veh/h
3
47
3
15
51
1
10
1 15
11
4
4
Future Vol, veh/h
0
0
507
78
0
15
Future Vol, veh/h
3
47
3
15
51
1
10
1 15
11
4
4
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
0
0 0
0
0
0
Sign Control
Free
Free
Free
Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop Stop
Stop
Stop
Stop
RT Channelized
None
Free
None
RT Channelized
-
None
-
None
None
None
Storage Length
-
230
0
Storage Length
110
280
- 0
0
Veh in Median Storage, #
0
0
-
0
-
Veh in Median Storage, #
-
0
-
0
0 -
-
0
Grade, %
0
0
-
0
-
Grade, %
-
0
-
0
0 -
-
0
Peak Hour Factor
86
86
86
86
86
86
Peak Hour Factor
68
68
68
68
68
68
68
68 68
68
68
68
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
2
2 2
2
2
2
Mvmt Flow
0
0
590
91
0
17
Mvmt Flow
4
69
4
22
75
1
15
1 22
16
6
6
Major/Minor
Major2
Minor2
Major/Minor
Majorl
Major2
Minorl
Minor2
Conflicting Flow All
0
590
294
Conflicting Flow All
76
0
0
74
0
0
165
201 37
164
202
38
Stage 1
-
590
-
Stage 1
-
-
-
-
-
-
80
80 -
120
120
-
Stage 2
0
-
Stage 2
-
-
85
121 -
44
82
-
Critical Hdwy
6.44
7.14
Critical Hdwy
4.14
4.14
7.54
6.54 6.94
7.54
6,54
6.94
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
-
-
6.54
5.54 -
6.54
5.54
-
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
6.54
5.54 -
6.54
5.54
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
2.22
2.22
3.52
4.02 3.32
3.52
4.02
3.32
Pot Cap-1 Maneuver
0
441
599
Pot Cap-1 Maneuver
1521
1524
784
694 1027
785
693
1026
Stage 1
0
381
-
Stage 1
-
-
919
828 -
872
796
-
Stage 2
0
-
-
Stage 2
-
-
913
795 -
965
826
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
-
441
599
Mov Cap-1 Maneuver
1521
1524
764
682 1027
757
681
1026
Mov Cap-2 Maneuver
441
-
Mov Cap-2 Maneuver
-
-
764
682 -
757
681
-
Stage 1
381
Stage 1
917
826
870
785
Stage 2
-
Stage 2
888
784
940
824
Approach
WB
_
Approach
EB
WB
fi NS
'i
HCM Control Delay, s
0
11.2
HCM Control Delay, s
0.4
1.7
9.2
9.7
HCM LOS
B
HCM LOS
A
A
Minor Lane/Major Mvmt WBT SBLnl
Capacity (veh/h)
599
HCM Lane V/C Ratio
0.029
HCM Control Delay (s)
11.2
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.1
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
756 1027 1521
1524
757 819
HCM Lane V/C Ratio
0.021 0.021 0.003
0,014
0.021 0.014
HCM Control Delay (s)
9.9 8.6 7.4
7.4
9.9 9.5
HCM Lane LOS
A A A
A
A A
HCM 95th %tile Q(veh)
0.1 0.1 0
0
0.1 0
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-.*
F 4-
T/*.
\-
l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
Lane Configurations
►1
q}
?I
tt
r
)
tt
Traffic Volume (vph)
450
588
422
0 0 0
0 472
527
296
664 0
Future Volume (vph)
450
588
422
0 0 0
0 472
527
296
664 0
Peak Hour Factor
0.82
0.82
0.82
0.82 0.82 0.82
0.82 0.82
0.82
0.82
0.82 0.82
Adj. Flow (vph)
549
717
515
0 0 0
0 576
643
361
810 0
Shared Lane Traffic (%)
25%
Lane Group Flow (vph)
412
854
515
0 0 0
0 576
643
361
810 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
25.0
25.0
52.0
Total Split (%)
20.8%
20.8%
43.3 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
47.7
47.7
47.7
23.6
23.6
54.3
54.3
Actuated g/C Ratio
0.40
0.40
0.40
0.20
0.20
0.45
0.45
v/c Ratio
0.64
0.64
0.71
0.83
1.30
0.70
0.51
Control Delay
26.0
22.1
20.4
58.7
174.1
26.3
9.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
26.0
22.1
20.4
58.7
174.1
26.3
9.3
LOS
C
C
C
E
F
C
A
Approach Delay
22.5
119.6
14.5
Approach LOS
C
F
B
Queue Length 50th (ft)
147
152
114
235
-510
99
93
Queue Length 95th (ft)
273
234
260
#294
#626
m93
m105
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
640
1337
730
694
496
761
2079
Starvation Cap Reductn
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.64
0.64
0.71
0.83
1.30
0.47
0.39
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle:130
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.30
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
35.0
52.0
25.0
35.0
8.0
8.0
Total Split (%)
29%
43 %
21%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 48.6 Intersection LOS: D
Intersection Capacity Utilization 79.8 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 ml
=1 #1
o12 32 04
■'ol
25s s
52s
=`2.*
=2
=2
=2
~
lTp�
F
1
3
52s
8s I
25s 1 135S
2: N. Carroll Ave & SH 114 WBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T/,.
ti 1
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TA
Traffic Volume (vph) 0 0 0
467
242
249
375
543
0
0 503
73
Future Volume (vph) 0 0 0
467
242
249
375
543
0
0 503
73
Peak Hour Factor 0.84 0.84 0.84
0.84
0.84
0.84
0.84
0.84
0.84
0.84 0.84
0.84
Adj. Flow (vph) 0 0 0
556
288
296
446
646
0
0 599
87
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
278
566
296
446
646
0
0 686
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
52.0
25.0
Total Split (%)
43.3%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
43.3
43.3
43.3
58.7
58.7
20.5
Actuated g/C Ratio
0.36
0.36
0.36
0.49
0.49
0.17
v/c Ratio
0.48
0.47
0.41
0.71
0.37
1.14
Control Delay
24.6
21.9
6.3
18.1
4.8
125.7
Queue Delay
0.0
0.0
0.0
0.1
0.0
0.0
Total Delay
24.6
21.9
6.3
18.2
4.8
125.7
LOS
C
C
A
B
A
F
Approach Delay
18.5
10.3
125.7
Approach LOS
B
B
F
Queue Length 50th (ft)
102
103
14
123
56
-323
Queue Length 95th (ft)
206
175
50
100
41
#399_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
622
1279
763
762
2005
602
Starvation Cap Reductn
0
0
0
16
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.45
0.44
0.39
0.60
0.32
1.14
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 82.6 (69%), Referenced to phase 4:EBTL and 5:, Start of Green
Natural Cycle:130
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.30
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Gro6r'�Ilh01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
52.0
25.0
35.0
35.0
8.0
8.0
Total Split (%)
43%
21%
29%
29%
7%
7%
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 40.6 Intersection LOS: D
Intersection Capacity Utilization 79.8 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
MS
and Phases: 2: N. Carroll Ave & SH 114 WBFR
r2
IF-,,
Tz
F
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
Lane GroufL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
Lane Configurations
►i
0
if
ttt
I
tt
Traffic Volume (vph)
125
384
464
0 0 0
0 413
559
586
894 0
Future Volume (vph)
125
384
464
0 0 0
0 413
559
586
894 0
Peak Hour Factor
0.94
0.94
0.94
0.94 0.94 0.94
0.94 0.94
0.94
0.94
0.94 0.94
Adj. Flow (vph)
133
409
494
0 0 0
0 439
595
623
951 0
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
120
422
494
0 0 0
0 439
595
623
951 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
40.0
40.0
50.0
Total Split (%)
30.8%
30.8%
38.5 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
36.8
36.8
36.8
35.5
35.5
75.2
75.2
Actuated g/C Ratio
0.28
0.28
0.28
0.27
0.27
0.58
0.58
v/c Ratio
0.26
0.44
0.89
0.32
1.08
0.83
0.46
Control Delay
26.6
29.2
46.2
38.4
94.3
17.6
7.1
Queue Delay
0.0
0.0
0.0
0.0
0.0
1.3
0.2
Total Delay
26.6
29.2
46.2
38.4
94.3
18.9
7.4
LOS
C
C
D
D
F
B
A
Approach Delay
37.0
70.5
11.9
Approach LOS
D
E
B
Queue Length 50th (ft)
45
84
239
108
-452
118
84
Queue Length 95th (ft)
107
171
#517
141
#684
m142
m110
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
455
956
552
1388
551
834
2205
Starvation Cap Reductn
0
0
0
0
0
76
530
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.26
0.44
0.89
0.32
1.08
0.82
0.57
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle:130
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.08
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
32.0
64.0
34.0
24.0
8.0
8.0
Total Split (%)
25%
49%
26%
18%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 35.7 Intersection LOS: D
Intersection Capacity Utilization 102.0% ICU Level of Service G
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
#8
�6
o12 32
1004 1'01
•R)
40 s
02s 50
s
=9
p5
=9 =9
F
o6
O 'R'.
-9
F
p6
64s
Bs 34s
Z4s
9: N. Kimball Ave & SH 114 WBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: AM
-'*,-,*
r-
4-
T/,.
ti 1
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
606
231
148
239
303
0
0 898
141
Future Volume (vph) 0 0 0
606
231
148
239
303
0
0 898
141
Peak Hour Factor 0.94 0.94 0.94
0.94
0.94
0.94
0.94
0.94
0.94
0.94 0.94
0.94
Adj. Flow (vph) 0 0 0
645
246
157
254
322
0
0 955
150
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
322
569
157
254
322
0
0 1105
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
64.0
34.0
Total Split (%)
49.2%
26.2%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
61.3
61.3
61.3
50.7
50.7
29.5
Actuated g/C Ratio
0.47
0.47
0.47
0.39
0.39
0.23
v/c Ratio
0.42
0.37
0.19
0.73
0.23
0.96
Control Delay
14.3
12.5
2.3
30.0
9.8
67.9
Queue Delay
0.0
0.0
0.0
0.0
0.0
5.9
Total Delay
14.3
12.5
2.3
30.0
9.8
73.8
LOS
B
B
A
C
A
E
Approach Delay
11.5
18.7
73.8
Approach LOS
B
B
E
Queue Length 50th (ft)
100
85
0
58
37
334
Queue Length 95th (ft)
151
114
20
80
50
#431
911111111111
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
758
1552
829
867
2422
1147
Starvation Cap Reductn
0
0
0
4
0
0
Spillback Cap Reductn
0
0
0
0
0
39
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.42
0.37
0.19
0.29
0.13
1.00
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
noonL
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 130
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.08
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
50.0
40.0
32.0
24.0
8.0
8.0
Total Split (%)
38%
31%
25%
18 %
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection Signal Delay: 38.3 Intersection LOS: D
Intersection Capacity Utilization 102.0 % ICU Level of Service G
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
and Phases: 9: N. Kimball Ave & SH 114 WBFR
C=
=8
C=
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
3: SH 114 WBFR & Driveway 1 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 1.3
4: SH 114 WBFR & Blessed Way 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 2.4
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement '
EBL
EBT
WBT WBR
SBL
SBR i
Traffic Vol, veh/h
0
0
231 189
0
63
Traffic Vol, veh/h
0
0
254
40
0
74
Future Vol, veh/h
0
0
231 189
0
63
Future Vol, veh/h
0
0
254
40
0
74
Conflicting Peds, #Ihr
0
0
0 0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Free
Free
Free Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Stop
Stop
RT Channelized
None
None
None
RT Channelized
None
Free
None
Storage Length
-
200
0
Storage Length
-
230
0
Veh in Median Storage, #
0
0 -
0
-
Veh in Median Storage, #
0
0
-
0
-
Grade, %
0
0 -
0
-
Grade, %
0
0
-
0
-
Peak Hour Factor
92
92
92 92
92
92
Peak Hour Factor
77
77
77
77
77
77
Heavy Vehicles,%
2
2
2 2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
Mvmt Flow
0
0
251 205
0
68
Mvmt Flow
0
0
330
52
0
96
Major/Minor
Major2
Minor2
Major/Minor
Major2
Minor2
i
Conflicting Flow All
0
251
125
Conflicting Flow All
0
330
164
Stage 1
-
251
-
Stage 1
-
330
-
Stage 2
0
-
Stage 2
0
-
Critical Hdwy
6.44
7.14
Critical Hdwy
6.44
7.14
Critical Hdwy Stg 1
7.34
Critical Hdwy Stg 1
7.34
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
-
3.82
3.92
Pot Cap-1 Maneuver
685
767
Pot Cap-1 Maneuver
0
619
724
Stage 1
643
-
Stage 1
0
570
-
Stage 2
-
-
Stage 2
0
-
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
685
767
Mov Cap-1 Maneuver
-
619
724
Mov Cap-2 Maneuver
685
-
Mov Cap-2 Maneuver
619
-
Stage 1
643
Stage 1
570
Stage 2
-
Stage 2
-
Approach
WB
_110
Approach
WB
SB
HCM Control Delay, s
0
10.2
HCM Control Delay, s
0
10.7
HCM LOS
B
HCM LOS
B
Minor Lane/MaiorMvmt WBT WBRSBLnl
Capacity (veh/h)
767
HCM Lane V/C Ratio
0.089
HCM Control Delay (s)
10.2
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.3
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
WBT SBLnl
Capacity (veh/h)
724
HCM Lane V/C Ratio
0.133
HCM Control Delay (s)
10.7
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.5
MS Synchro 9 Report
Page 2
5: Blessed Way & Driveway 2 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection .1110
Int Delay, s/veh 0.2
7: Blessed Way & Kirkwood Blvd 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: AM
Intersection
Int Delay, s/veh 3.1
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Movement
EBL
EBT
EBR WBU WBL WBT WBR
NBL
NBT
NBR
SBL
SBT
SBR
Traffic Vol, veh/h
0
5
19
21
0
144
Traffic Vol, veh/h
60
363
7
8 127
172
40
4
0
16
15
10
4
Future Vol, veh/h
0
5
19
21
0
144
Future Vol, veh/h
60
363
7
8 127
172
40
4
0
16
15
10
4
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0 0
0
0
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
Sign Control
Free
Free
Free
Free Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
None
None
None
RT Channelized
-
None
-
None
None
None
Storage Length
0
-
Storage Length
110
280
0
0
Veh in Median Storage, #
0
-
0
0
Veh in Median Storage, #
-
0
-
0
0
-
-
0
Grade, %
0
-
0
0
Grade, %
-
0
-
0
0
-
-
0
Peak Hour Factor
92
92
92
92
92
92
Peak Hour Factor
86
86
86
86 86
86
86
86
86
86
86
86
86
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2 2
2
2
2
2
2
2
2
2
Mvmt Flow
0
5
21
23
0
157
Mvmt Flow
70
422
8
9 148
200
47
5
0
19
17
12
5
Major/Minor
Minorl
Majorl
Major2
Major/Minor
Majorl
Major2
Minorl
Minorl
Conflicting Flow All
110
22
0
0
43
0
Conflicting Flow All
247
0
0
333 430
0
0
986
1126
215
888
1107
123
Stage 1
32
-
-
-
-
-
Stage 1
-
-
-
- -
-
-
566
566
-
537
537
-
Stage 2
78
-
-
Stage 2
-
- -
420
560
-
351
570
-
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy
4.14
6.44 4.14
7.54
6.54
6.94
7.54
6.54
6.94
Critical Hdwy Stg 1
5.84
-
Critical Hdwy Stg 1
- -
6.54
5.54
-
6.54
5.54
-
Critical Hdwy Stg 2
5.84
-
-
Critical Hdwy Stg 2
-
- -
6.54
5.54
-
6.54
5.54
-
Follow-up Hdwy
3.52
3.32
2.22
Follow-up Hdwy
2.22
2.52 2.22
3.52
4.02
3.32
3.52
4.02
3.32
Pot Cap-1 Maneuver
875
1050
1564
Pot Cap-1 Maneuver
1316
883 1126
202
203
790
238
209
905
Stage 1
986
-
-
Stage 1
-
- -
476
506
-
496
521
-
Stage 2
936
-
-
Stage 2
-
- -
581
509
-
639
504
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
875
1050
1564
Mov Cap-1 Maneuver
1316
1106 1106
184
192
790
223
198
905
Mov Cap-2 Maneuver
875
-
Mov Cap-2 Maneuver
-
- -
184
192
223
198
-
Stage 1
986
Stage 1
451
479
470
521
Stage 2
936
Stage 2
565
509
591
477
Approach -
WB
NB
Approach
EB
WB
NEI
HCM Control Delay, s
8.4
0
0
HCM Control Delay, s
1.1
3.4
12.8
21.3
HCM LOS
A
HCM LOS
B
C
Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT
Capacity (veh/h)
1050 1564
HCM Lane V/C Ratio
0.005
HCM Control Delay (s)
8.4 0
HCM Lane LOS
A A
HCM 95th %tile Q(veh)
0 0
MS Synchro 9 Report
Page 3
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
184 790 1316
1106
223 255
HCM Lane V/C Ratio
0.025 0.024 0.053
0,142
0.078 0.064
HCM Control Delay (s)
25.1 9.7 7.9
8.8
22.5 20.1
HCM Lane LOS
D A A
A
C C
HCM 95th %tile Q(veh)
0.1 0.1 0.2
0.5
0.3 0.2
MS Synchro 9 Report
Page 4
1: N. Carroll Ave & SH 114 EBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-.*
F 4-
T/*.
\-
l
Lane Groul-
EBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
Lane Configurations
►1
q}
?I
tt
r
)
tt
Traffic Volume (vph)
147
528
520
0 0 0
0 691
411
327
962 0
Future Volume (vph)
147
528
520
0 0 0
0 691
411
327
962 0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95 0.95
Adj. Flow (vph)
155
556
547
0 0 0
0 727
433
344
1013 0
Shared Lane Traffic (°!°)
10%
Lane Group Flow (vph)
139
572
547
0 0 0
0 727
433
344
1013 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
32.0
32.0
61.0
Total Split (%)
21.3%
21.3°%
40.7 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
Min
Act Effct Green (s)
66.3
66.3
66.3
27.5
27.5
65.7
65.7
Actuated g/C Ratio
0.44
0.44
0.44
0.18
0.18
0.44
0.44
v/c Ratio
0.20
0.38
0.73
1.12
0.88
0.69
0.65
Control Delay
16.1
18.7
27.0
128.0
44.9
31.8
11.0
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.1
0.0
Total Delay
16.1
18.7
27.0
128.0
44.9
31.9
11.0
LOS
B
B
C
F
D
C
B
Approach Delay
22.0
97.0
16.3
Approach LOS
C
F
B
Queue Length 50th (ft)
47
106
186
-430
192
160
184
Queue Length 95th (ft)
102
182
#562
#561
#388
m134
m214
Internal Link Dist (ft)
443
494
538
511
Turn Bay Length (ft)
230
Base Capacity (vph)
711
1496
754
648
492
716
1981
Starvation Cap Reductn
0
0
0
0
0
26
41
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.20
0.38
0.73
1.12
0.88
0.50
0.52
Intersection Summary
WL
Cycle Length: 150
Actuated Cycle Length:150
Offset: 0 (0%), Referenced to
phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.12
MS Synchro 9 Report
Page 1
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group-
e4
o5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
49.0
73.0
28.0
41.0
8.0
8.0
Total Split (%)
33%
49%
19%
27%
5 %
5
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lead
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Min
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 2
1: N. Carroll Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 43.0 Intersection LOS: D
Intersection Capacity Utilization 80.6 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: N. Carroll Ave & SH 114 EBFR
#1 #1
�04
o12 32
+'0
3Z s
51 s
=z
=z
F
=z
=z
F
p5 `Rl
O
6 p6
08
73s
8s 28s
41s
2: N. Carroll Ave & SH 114 WBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-'*,-,*
r-
4-
T/,.
ti 1
-'
Lane Group - - - - - - -Ri EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
if
)
TT
TA
Traffic Volume (vph) 0 0 0
795
582
267
509
323
0
0 499
40
Future Volume (vph) 0 0 0
795
582
267
509
323
0
0 499
40
Peak Hour Factor 0.95 0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
Adj. Flow (vph) 0 0 0
837
613
281
536
340
0
0 525
42
Shared Lane Traffic (%)
43%
Lane Group Flow (vph) 0 0 0
477
973
281
536
340
0
0 567
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
73.0
28.0
Total Split (%)
48.7%
18.7%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Recall Mode
C-Min
Max
Act Effct Green (s)
57.2
57.2
57.2
74.8
74.8
23.5
Actuated g/C Ratio
0.38
0.38
0.38
0.50
0.50
0.16
v/c Ratio
0.78
0.77
0.39
0.82
0.19
1.03
Control Delay
41.4
35.2
9.6
13.3
1.7
105.6
Queue Delay
0.0
0.0
0.0
1.2
0.0
0.0
Total Delay
41.4
35.2
9.6
14.5
1.7
105.6
LOS
D
D
A
B
A
F
Approach Delay
32.8
9.5
105.6
Approach LOS
C
A
F
Queue Length 50th (ft)
283
287
37
123
12
-308
Queue Length 95th (ft)
#668
#567
103
m100
m2
#433_
Internal Link Dist (ft) 427
1526
511
124
Turn Bay Length (ft)
Base Capacity(vph)
614
1269
720
857
2170
552
Starvation Cap Reductn
0
0
0
146
0
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.78
0.77
0.39
0.75
0.16
1.03
Intersection Summary
Cycle Length: 150
Actuated Cycle Length: 150
Offset: 0 (0%), Referenced to phase 4:EBTL and 5:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.12
MS Synchro 9 Report MS Synchro 9 Report
Page 3 Page 4
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Gro6r'�Ilh01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
61.0
32.0
49.0
41.0
8.0
8.0
Total Split (%)
41 %
21 %
33 %
27°%
5°%
5 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lag
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
Min
None
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 5
2: N. Carroll Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 39.4 Intersection LOS: D
Intersection Capacity Utilization 80.6 % ICU Level of Service D
Analysis Period (min)15
- Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: N. Carroll Ave & SH 114 WBFR
#1
o12 32
1
32 s - s
1 s
=2.
'I 05 2
=2
F
-2
6#P6
-2
F 8
73s
8s 7Es 141S
MS
Synchro 9 Report
Page 6
8: N. Kimball Ave & SH 114 EBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
Lane Grouf------'TBL
EST
EBR
WBL WBT WBR
NBL NBT
NBR
SBL
Lane Configurations
►i
0
if
ttt
If
vj
tt
Traffic Volume (vph)
274
741
288
0 0 0
0 798
241
293
999 0
Future Volume (vph)
274
741
288
0 0 0
0 798
241
293
999 0
Peak Hour Factor
0.95
0.95
0.95
0.95 0.95 0.95
0.95 0.95
0.95
0.95
0.95 0.95
Adj. Flow (vph)
288
780
303
0 0 0
0 840
254
308
1052 0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
259
809
303
0 0 0
0 840
254
308
1052 0
Turn Type
Perm
NA
Perm
NA
Perm
pm+pt
NA
Protected Phases
412
2
1
12
Permitted Phases
412
412
2
12
Detector Phase
412
412
412
2
2
1
12
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
Minimum Split (s)
22.5
22.5
22.5
Total Split (s)
36.0
36.0
53.0
Total Split (%)
27.7%
27.7%
40.8 %
Yellow Time (s)
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Total Lost Time (s)
4.5
4.5
4.5
Lead/Lag
Lead
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
None
None
C-Min
Act Effct Green (s)
49.7
49.7
49.7
31.5
31.5
62.3
62.3
Actuated g/C Ratio
0.38
0.38
0.38
0.24
0.24
0.48
0.48
v/c Ratio
0.42
0.63
0.45
0.68
0.44
0.63
0.62
Control Delay
19.5
22.0
12.7
48.0
7.2
30.6
14.8
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.3
0.1
Total Delay
19.5
22.0
12.7
48.0
7.2
30.9
14.9
LOS
B
C
B
D
A
C
B
Approach Delay
19.5
38.5
18.5
Approach LOS
B
D
B
Queue Length 50th (ft)
81
140
51
236
0
147
217
Queue Length 95th (ft)
153
266
115
286
68
146
227
Internal Link Dist (ft)
444
546
383
313
Turn Bay Length (ft)
Base Capacity (vph)
624
1312
683
1232
576
733
2177
Starvation Cap Reductn
0
0
0
0
0
112
282
Spillback Cap Reductn
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
Reduced v/c Ratio
0.42
0.62
0.44
0.68
0.44
0.50
0.56
Intersection Summary
Cycle Length: 130
Actuated Cycle Length:130_
Offset: 0 (0%), Referenced to
phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.76
MS Synchro 9 Report
Page 7
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Group
e5
e6
08
o12
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0 -
Total Split (s)
33.0
61.0
27.0
34.0
8.0
8.0
Total Split (%)
25%
47%
21%
26%
6 %
6
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
None
Min
C-Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
MS Synchro 9 Report
Page 8
8: N. Kimball Ave & SH 114 EBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 24.6 Intersection LOS: C
Intersection Capacity Utilization 71.8 % ICU Level of Service C
Analysis Period (min)15
Splits and Phases: 8: N. Kimball Ave & SH 114 EBFR
me
us
-5
=8
012 32
01 R'
36 s
33 s
53 s
s s
=9
9
i
=9
=9
�PS
F
08
T
61s
ss
34s
1 127s
9: N. Kimball Ave & SH 114 WBFR
2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas
Timing Plan: PM
-,*,-,*
r-
4-
T/,.
ti 1
-'
LaneGroupf EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
+TT
r
)
TT
TTA
Traffic Volume (vph) 0 0 0
757
344
367
531
540
0
0 533
102
Future Volume (vph) 0 0 0
757
344
367
531
540
0
0 533
102
Peak Hour Factor 0.97 0.97 0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97 0.97
0.97
Adj. Flow (vph) 0 0 0
780
355
378
547
557
0
0 549
105
Shared Lane Traffic (%)
50%
Lane Group Flow (vph) 0 0 0
390
745
378
547
557
0
0 654
0
Turn Type
Perm
NA
Perm
pm+pt
NA
NA
Protected Phases
816
5
56
6
Permitted Phases
816
816
56
Detector Phase
816
816
816
5
56
6
Switch Phase
Minimum Initial (s)
5.0
5.0
Minimum Split (s)
22.5
22.5
Total Split (s)
61.0
27.0
Total Split (%)
46.9%
20.8%
Yellow Time (s)
3.5
3.5
All -Red Time (s)
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
4.5
4.5
Lead/Lag
Lead
Lag
Lead -Lag Optimize?
Yes
Recall Mode
Min
C-Max
Act Effct Green (s)
41.3
41.3
41.3
75.2
79.7
29.6
Actuated g/C Ratio
0.32
0.32
0.32
0.58
0.61
0.23
v/c Ratio
0.76
0.71
0.51
0.75
0.26
0.57
Control Delay
51.1
43.7
7.1
14.0
4.2
46.7
Queue Delay
0.0
0.0
0.0
0.0
0.1
0.0
Total Delay
51.1
43.7
7.1
14.0
4.3
46.7
LOS
D
D
A
B
A
D
Approach Delay
36.4
9.1
46.7
Approach LOS
D
A
D
Queue Length 50th (ft)
300
280
12
101
27
186
Queue Length 95th (ft)
#525
397
97
141
17
233_
Internal Link Dist (ft) 2614
561
313
427
Turn Bay Length (ft)
380
330
Base Capacity(vph)
591
1212
805
873
2467
1151
Starvation Cap Reductn
0
0
0
0
740
0
i
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.66
0.61
0.47
0.63
0.32
0.57
Intersection Summary
Cycle Length: 130
Actuated Cycle Length: 130
Offset: 0 (0%), Referenced to phase 1:SBTL and 6:, Start
of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.76
MS Synchro 9 Report MS Synchro 9 Report
Page 9 Page 10
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Lane Groul-01
o2
o4
o8
o12
o16
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
5.0
5.0
5.0
3.5
3.5
Minimum Split (s)
22.5
22.5
22.5
22.5
8.0
8.0
Total Split (s)
53.0
36.0
33.0
34.0
8.0
8.0
Total Split (%)
41 %
28%
25 %
26°%
6°%
6 %
Yellow Time (s)
3.5
3.5
3.5
3.5
3.5
3.5
All -Red Time (s)
1.0
1.0
1.0
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead
Lag
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Min
None
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
9: N. Kimball Ave & SH 114 WBFR 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection Signal Delay: 29.3 Intersection LOS: C
Intersection Capacity Utilization 71.8 % ICU Level of Service C
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: N. Kimball Ave & SH 114 WBFR
us
�s
�s rrs
012 92
04
�P1'R'
36 s
33 s
53 s
=99
_Y* 05
9
F 1
�9 =9I*
F s +I,
61s
8s
34s
MS Synchro 9 Report MS Synchro 9 Report
Page 11 Page 12
3: SH 114 WBFR & Driveway 1 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 4
4: SH 114 WBFR & Blessed Way 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 0.3
Movement -1
EBL
EBT
WBT WBR
SBL
SBR
Movement '
EBL
EBT
WBT WBR
SBL
SBR -
Traffic Vol, veh/h
0
0
594 89
0
230
Traffic Vol, veh/h
0
0
737
87
0
15
Future Vol, veh/h
0
0
594 89
0
230
Future Vol, veh/h
0
0
737
87
0
15
Conflicting Peds, #Ihr
0
0
0 0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Free
Free
Free Free
Stop
Stop
Sign Control
Free
Free
Free
Free
Stop
Stop
RT Channelized
None
None
None
RT Channelized
None
Free
None
Storage Length
-
200
0
Storage Length
-
230
0
Veh in Median Storage, #
0
0 -
0
-
Veh in Median Storage, #
0
0
-
0
-
Grade, %
0
0 -
0
-
Grade, %
0
0
-
0
-
Peak Hour Factor
92
92
92 92
92
92
Peak Hour Factor
86
86
86
86
86
86
Heavy Vehicles,%
2
2
2 2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
Mvmt Flow
0
0
646 97
0
250
Mvmt Flow
0
0
857
101
0
17
Major/Minor
Major2
Minor2
Major/Minor
Major2
Minor2
Conflicting Flow All
0
646
322
Conflicting Flow All
0
857
427
Stage 1
-
646
-
Stage 1
-
857
-
Stage 2
0
-
Stage 2
0
-
Critical Hdwy
6.44
7.14
Critical Hdwy
6.44
7.14
Critical Hdwy Stg 1
7.34
-
Critical Hdwy Stg 1
7.34
Critical Hdwy Stg 2
-
-
Critical Hdwy Stg 2
-
-
Follow-up Hdwy
3.82
3.92
Follow-up Hdwy
3.82
3.92
Pot Cap-1 Maneuver
410
575
Pot Cap-1 Maneuver
0
310
492
Stage 1
349
-
Stage 1
0
250
-
Stage 2
-
-
Stage 2
0
-
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
410
575
Mov Cap-1 Maneuver
-
310
492
Mov Cap-2 Maneuver
410
Mov Cap-2 Maneuver
310
-
Stage 1
349
Stage 1
250
Stage 2
-
Stage 2
-
Approach
WB
Approach
WB
SB
HCM Control Delay, s
0
16
HCM Control Delay, s
0
12.6
HCM LOS
C
HCM LOS
B
Minor Lane/MaiorMvmt WBT WBRSBLnl
Capacity (veh/h)
575
HCM Lane V/C Ratio
0.435
HCM Control Delay (s)
16
HCM Lane LOS
C
HCM 95th %tile Q(veh)
2.2
MS Synchro 9 Report
Page 1
Minor Lane/Major Mvmt
WBT SBLnl
Capacity (veh/h)
492
HCM Lane V/C Ratio
0.035
HCM Control Delay (s)
12.6
HCM Lane LOS
B
HCM 95th %tile Q(veh)
0.1
MS Synchro 9 Report
Page 2
5: Blessed Way & Driveway 2 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 1.3
7: Blessed Way & Kirkwood Blvd 2027 Horizon + Site
TIA for ICD Mixed Use Development in Southlake, Texas Timing Plan: PM
Intersection
Int Delay, s/veh 4
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Movement
EBL
EBT
EBR
WBL WBT WBR
NBL
NBT NBR
SBL
SBT
SBR
Traffic Vol, veh/h
0
20
78
10
0
22
Traffic Vol, veh/h
3
47
3
15
51
1
17
1 28
11
4
4
Future Vol, veh/h
0
20
78
10
0
22
Future Vol, veh/h
3
47
3
15
51
1
17
1 28
11
4
4
Conflicting Peds, #Ihr
0
0
0
0
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
0
0 0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
Sign Control
Free
Free
Free
Free
Free
Free
Stop
Stop Stop
Stop
Stop
Stop
RT Channelized
None
None
None
RT Channelized
-
None
-
None
None
None
Storage Length
-
0
-
Storage Length
110
280
- 0
0
Veh in Median Storage, #
0
-
0
0
Veh in Median Storage, #
-
0
-
0
0 -
-
0
Grade, %
0
-
0
0
Grade, %
-
0
-
0
0 -
-
0
Peak Hour Factor
92
92
92
92
92
92
Peak Hour Factor
68
68
68
68
68
68
68
68 68
68
68
68
Heavy Vehicles,%
2
2
2
2
2
2
Heavy Vehicles,%
2
2
2
2
2
2
2
2 2
2
2
2
Mvmt Flow
0
22
85
11
0
24
Mvmt Flow
4
69
4
22
75
1
25
1 41
16
6
6
Major/Minor
Minorl
Majorl
Major2
Major/Minor
Majorl
Major2
Minorl
Minorl
Conflicting Flow All
102
48
0
0
96
0
Conflicting Flow All
76
0
0
74
0
0
165
201 37
164
202
38
Stage 1
90
-
-
-
-
-
Stage 1
-
-
-
-
-
-
80
80 -
120
120
-
Stage 2
12
-
-
Stage 2
-
-
85
121 -
44
82
-
Critical Hdwy
6.84
6.94
4.14
Critical Hdwy
4.14
4.14
7.54
6.54 6.94
7.54
6,54
6.94
Critical Hdwy Stg 1
5.84
-
Critical Hdwy Stg 1
-
-
6.54
5.54 -
6.54
5.54
-
Critical Hdwy Stg 2
5.84
-
-
Critical Hdwy Stg 2
-
6.54
5.54 -
6.54
5.54
-
Follow-up Hdwy
3.52
3.32
2.22
Follow-up Hdwy
2.22
2.22
3.52
4.02 3.32
3.52
4.02
3.32
Pot Cap-1 Maneuver
885
1011
1496
Pot Cap-1 Maneuver
1521
1524
784
694 1027
785
693
1026
Stage 1
923
-
-
Stage 1
-
-
919
828 -
872
796
-
Stage 2
1009
-
-
Stage 2
-
-
913
795 -
965
826
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
885
1011
1496
Mov Cap-1 Maneuver
1521
1524
764
682 1027
743
681
1026
Mov Cap-2 Maneuver
885
-
Mov Cap-2 Maneuver
-
-
764
682 -
743
681
-
Stage 1
923
Stage 1
917
826
870
785
Stage 2
1009
-
Stage 2
888
784
922
824
Approach
WB
NB
SB
Approach
EB
WB
fi NS
I
HCM Control Delay, s
8.6
0
0
HCM Control Delay, s
0.4
1.7
9.2
9.8
HCM LOS
A
HCM LOS
A
A
Minor Lane/Major Mvmt NBT NBRWBLnl SBL SBT
Capacity (veh/h)
1011
1496
HCM Lane V/C Ratio
0.022
-
HCM Control Delay (s)
8.6
0
HCM Lane LOS
A
A
HCM 95th %file Q(veh)
0A
0
MS Synchro 9 Report
Page 3
Minor Lane/Major Mvmt
NBLnt NBLn2 EBL
EBT EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
759 1027 1521
1524
743 819
HCM Lane V/C Ratio
0.035 0.04 0.003
0.014
0.022 0.014
HCM Control Delay (s)
9.9 8.7 7.4
7.4
10 9.5
HCM Lane LOS
A A A
A
B A
HCM 95th %file Q(veh)
0.1 0.1 0
0
0.1 0
MS Synchro 9 Report
Page 4