Item 6A and 6B TIA and Addendum TRAFFIC IMPACT STUDY
for the
CARILLON DEVELOPMENT
in
SOUTHLAKE, TEXAS
May 19, 2008
Submitted to:
City of Southlake
Prepared for:
Hines Southlake�,L1titi�tttlt�t
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Limited Partnership
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kilt 111zti`~~ Innovative Transportation Solutions, Inc.
2701 Valley View Lane
Farmers Branch, Texas 75234
Phone: 972-484-2525
Carillon Development May 19, 2008
Southlake, Texas
Table of Contents
I. INTRODUCTION...................................................................................................................1
1.1 Existing and Proposed Infrastructure ..............................................................................1
1.1.1 Proposed Infrastructure ...........................................................................................2
11. ANALYSIS .............................................................................................................................3
2.1 Traffic Data .....................................................................................................................4
2.1.1 Existing Traffic Volumes ........................................................................................4
2.1.2 Projected Traffic Volumes ......................................................................................4
2.2 Trip Generation and Distribution ....................................................................................4
2.2.1 Trip Generation .......................................................................................................4
2.2.2 Trip Distribution......................................................................................................5
2.3 Intersection Level of Service...........................................................................................6
2.4 Link Analysis...................................................................................................................7
2.5 Access Management and Right-turn Deceleration Lane Evaluation...............................7
111. RESULTS............................................................................................................................8
3.1 Intersection Level of Service...........................................................................................8
3.2 Link Analysis.................................................................................................................10
3.2.1 Westbound SH 114 Frontage Road.......................................................................10
3.2.2 White Chapel Boulevard .......................................................................................10
3.2.3 Carroll Avenue ......................................................................................................11
3.3 Right Turn Deceleration Lanes .....................................................................................11
3.4 Extension of Main Development Drive to Highland Street..........................................12
IV. CONCLUSIONS AND RECOMMENDATIONS............................................................13
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List of Tables
Table 1 - Summary of Trip Generation...........................................................................................5
Table 2—Level-of-Service Criteria for Unsignalized Intersections................................................6
Table 3 —Level-of-Service Criteria for Signalized Intersections....................................................7
Table 4—LOS Summary (2008 Existing Conditions) ....................................................................8
Table 5 —LOS Summary (2015 Background Traffic Only)............................................................8
Table 6—LOS Summary (2015 Background plus Development) ..................................................9
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List of Figures
Figure 1 - Area Map and Site Location...........................................................................................1
Figure2 - Study Intersections..........................................................................................................3
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I. INTRODUCTION
The Carillon Development is located on a large tract of land that is north of SH 114 between
White Chapel Boulevard and Carroll Avenue in the City of Southlake, Texas. Figure 1 below
contains an area map detailing the location of the proposed development.
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Figure 1 -Area Map and Site Location
The proposed development is a multi-use mix that includes retail/restaurant, office, and
residential uses. The proposed development also includes a 1,800 seat performing arts center at
the core of the plaza district on the southwest corner of the site. Exhibit 1 in Appendix A
contains a preliminary site plan for the proposed development.
The proposed development is to be built-out over approximately five to six years with
construction slated to begin in sometime in 2009. Therefore, the year 2015 was selected as the
build-out year for analysis purposes.
1.1 Existing and Proposed Infrastructure
The proposed development is bordered on the west edge by White Chapel Boulevard, which is a
two-lane facility with intersection improvements at the interchange with SH-114. To the east of
the site is Carroll Avenue, which is also a two-lane roadway with intersection improvements at
the interchange with SH-114. Beginning at the school south of Drive F, Carroll Avenue widens
to a three lane cross-section with a continuous left-turn lane down the middle. This widened
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cross-section continues through the Highland Street intersection to the improved intersections
located at SH 114.
Along part of the south edge is the northwest bound frontage road of SH 114, which is a three-
lane facility west of the exit ramp to White Chapel Boulevard and a two-lane facility east of the
exit ramp.
1.1.1 Proposed Infrastructure
The only known potential improvement is to White Chapel Boulevard, which is proposed as a 4-
lane divided road on the City's thoroughfare plan. As part of the construction of the
development, it is planned that the two lanes of the future road adjacent to the development
would be built from the westbound SH 114 frontage road to the main development drive
approximately 1300 feet to the north.
Carroll Avenue is shown as a two-lane roadway on the City of Southlake thoroughfare plan.
Potential improvements may include the addition of turn lanes at key intersections or the
driveways serving the school facilities. There are no additional improvements planned at this
time. Construction of the SH 114 facility was completed approximately three years ago and there
are no plans for additional improvements at this time.
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II. ANALYSIS
Traffic analysis for this study consisted of a review of the operational level of service (LOS) at
seven study intersections and the proposed driveways serving the development. Both the AM
and PM peak hours were studied for three scenarios. They are:
• 2008 existing conditions
• 2015 background traffic only
• 2015 background plus development traffic
The seven study intersections were (see Figure 2):
• White Chapel Boulevard at Eastbound SH 114
• White Chapel Boulevard at Westbound SH 114
• White Chapel Boulevard at Dove Road
• Carroll Avenue at Eastbound SH 114
• Carroll Avenue at Westbound SH 114
• Carroll Avenue at Highland Street
• Carroll Avenue at Dove Road
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Figure 2 - Study Intersections
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2.1 Traffic Data
2.1.1 Existing Traffic Volumes
Both turning movement counts and 24-hour count data were collected as part of the study.
Turning movement counts at the seven study intersections were collected during both the
morning (7:00 to 9:00 am) and evening peaks (4:00 to 6:00 pm). From that data, the peak hours
of operation were selected (7:30 to 8:30 am and 5:00 to 6:00 pm) and used in the analysis of the
AM and PM peak hours. Copies of the traffic volumes for the existing conditions can be found
in Exhibits 2 and 3 in Appendix B.
24-hour count data was collected on the westbound exit ramp to White Chapel Boulevard and on
the westbound frontage road between the exit ramp and White Chapel Boulevard. 24-hour
directional counts were also collected on White Chapel Boulevard north of SH 114 and on
Carroll Avenue north of Highland Street. Copies of all the traffic data and 24-hour counts can be
found in Appendix C.
2.1.2 Projected Traffic Volumes
Projected traffic volumes for the year 2015 were calculated by applying an annual 6.25 percent
growth rate to the existing traffic volumes. The growth rate was calculated based on historical
traffic counts from 2006 and traffic volumes from TxDOT traffic count maps. Exhibits 4 and 5
in Appendix B contain copies of the traffic volumes for the 2015 background conditions.
2.2 Trip Generation and Distribution
For scenarios with development related traffic, trips from the proposed development were added
to the background traffic volumes for the year 2015. The generation and distribution of trips is
discussed below.
2.2.1 Trip Generation
The proposed development consists of several uses including retail, restaurant, office, hotel,
residential, and a performing arts center. Trips for the proposed development were based on the
trip generation rates provided in the tables in the ITE Trip Generation Manual Seventh Edition.
Table I below contains a summary of the trip generation for the total development and each
anticipated component.
It should be noted that ITE land use code 820 applies to shopping centers that may include up to
25 percent restaurant use along with the retail component; therefore, no separate trips related to
restaurant use were calculated. Also, because the performing arts center is special event related,
trip generation was done separately as shown in the table below.
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Table 1 - Summary of Trip Generation
AM-peak PM-peak 24-hour
Independent Weekday
Land Use Variable Units
In Out Total In Out Total Total
Shopping Center Gross Sq Ft 339.0 199 127 326 672 729 1,401 15,016
ITE Code 820 (1000)
Office Gross Sq Ft 360.0 460 63 523 78 380 458 3,578
ITE Code 710
Hotel Rooms 200 59 38 97 63 55 118 1,416
ITE Code 310
Townhomes Units 95 8 42 50 39 19 58 614
ITE Code 230
Single Family Units 360 65 196 261 214 126 340 3,378
ITE Code 210
Total Trips 791 466 1,257 1,066 1,309 2,375 24,002
Performing Seats 1,800 n/a n/a n/a 65 7 72 1,440
Arts Center
Total Trips 791 466 1,257 1,131 1,316 2,447 25,442
(with Performing Arts Center)
With a development such as this, the presence of office and residential components in proximity
to the retail/restaurant uses will result in internal trips, which are trips that occur within the
development between the various uses. The amount of internal trips can be calculated based on
information from the ITE Trip Generation handbook, however, for the purpose of this study, no
reduction related to internal trips was utilized. No pass-by trip reduction (which can be upwards
of 25 percent for retail uses) was applied either, therefore, the analysis results are conservative
and reflect the "worst-case" scenario.
2.2.2 Trip Distribution
Once trips related to the development have been generated, it is necessary to distribute the trips
over the roadway network. Because the distribution characteristics of residential uses are
different than that of retail and office uses, the distribution of trips related to the residential uses
were done separately from the other uses.
For the proposed office, retail, and hotel uses of the development it was assumed that 10 percent
of the trips would be to and from the north equally split between White Chapel Boulevard and
Carroll Avenue. Approximately 35 percent of the trips would be to and from the south utilizing
White Chapel Boulevard (5 percent), Carroll Avenue (15 percent), and SH 114 (15 percent) for
access. Trips to and from the west totaled 25 percent and would be split between Dove Road (3
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percent) and SH 114 (22 percent). For the remaining 30 percent of the trips, which are to and
from the east, Dove Road (5 percent), Highland Street (5 percent) and SH 114 (20 percent)
would be the access routes.
For the proposed residential use it was assumed that 5 percent of the trips would be to and from
the north on White Chapel Boulevard (2 percent) and Carroll Avenue (3 percent). About 20
percent of the trips would be to and from the south utilizing White Chapel Boulevard (5 percent)
and Carroll Avenue (15 percent). 15 percent of the trips would be to and from the west utilizing
Dove Road (2 percent) and SH 114 (13 percent). The remaining 60 percent of the trips would be
to and from the east. These trips would be split between Dove Road (10 percent) and SH 114
(50 percent).
Exhibits 6 and 7 in Appendix B detail the AM and PM peak hour trips for the proposed
development. It should be noted that the trip totals at intersections or driveways on the exhibits
may be off by one or two trips due to rounding errors.
The distributed trips were combined with the 2015 background traffic volumes and these
volumes were input into the study model for analysis. Exhibits 8 and 9 in Appendix B contain
copies of the turning movement volumes for the scenarios with development trips.
2.3 Intersection Level of Service
All analyses of the study intersections and driveways were conducted using Synchro 6TM traffic
analysis software. LOS rankings for the study intersections were based on the average delay per
vehicle. Copies of the worksheets from Synchro can be found in Appendix D.
Table 2 and Table 3 below detail the LOS rankings for unsignalized and signalized intersections,
respectively based on the information provided in the Highway Capacity Manual.
Table 2—Level-of-Service Criteria for Unsignalized Intersections
LOS Characteristics Average Stopped
Dela sec/veh
A Completely free-flow conditions < 10.0
B Indicative of free-flow conditions,although the presence of other vehicles is > 10.0 and <_ 15.0
noticeable
C The influence of traffic density on operations > 15.0 and <_ 25.0
becomes marked
D The ability to maneuver is severely restricted > 25.0 and <_ 35.0
due to congestion
E Operations are at or near capacity and are unstable > 35.0 and <_ 50.0
F Forced flow or breakdown characterized by queues > 50.0
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Table 3 —Level-of-Service Criteria for Signalized Intersections
LOS Characteristics Average Stopped
Dela sec/veh
A No delays at intersection with smooth progression of traffic. <-10.0
B Uncongested operations;all vehicles clear in a single signal cycle. >10.0 and <--20.0
Moderate delays at intersections with satisfactory to good progression of traffic.
C Light congestion;occasional backups on critical approaches. >20.0 and <_35.0
40-percent probability of delays of one cycle or more at every intersection. No
progression of traffic along the roadway with 90 percent probability of being stopped
D at every intersection experiencing"D"condition. Significant congestion on critical >35.0 and <--55.0
approaches,but intersections are functional. Vehicles required to wait through more
than one cycle during short peaks. No long standing lines formed.
Heavy traffic flow condition. Delays of two or more cycles are probable. No
Ei progression. 100 percent probability of stopping at intersection. Blockage of >55.0 and <--75.0
intersection in occur if traffic signal does not provide protected turning movements.
Unstable flow. Heavy congestion.Traffic moves in forced flow condition. Three or
F more cycles to pass through intersection. >75.0
Total breakdown with stop-and-go operations.
For signalized intersections, the LOS results shown in the section below are based on the overall
intersection operations. For unsignalized intersections (either stop or yield control) the LOS
ranking is based on the overall intersection except cases where only one or two approaches are
stop controlled, such as driveways. In those cases the LOS ranking shown is based on the
controlled approach with the longest delay.
2.4 Link Analysis
A link analysis of the roads adjacent to the site was conducted as part of the impact study. This
included the westbound frontage road between the exit ramp and White Chapel Boulevard,
White Chapel Boulevard north of SH 114, and Carroll Avenue north of Highland Street.
Existing volumes were based on the 24-hour count and peak hour turning movement data
collected. The projected background volumes for 2015 were based on the growth rates described
in section 2.1.2 on page 4.
For scenarios with development traffic, trips were distributed on the system based on the
distributions described in section 2.2.2 above. These distributed trips were then added to the
projected background traffic volumes. The resulting link volumes were compared to capacity
estimates provided by the North Central Texas Council of Governments (NCTCOG) to
determine the LOS ranking for the roadway.
2.5 Access Management and Right-turn Deceleration Lane Evaluation
Since there are new driveways proposed to connect to both City streets and the frontage road, all
proposed driveways serving the development were reviewed for possible right-turn deceleration
lanes based on the requirement of 50 vehicles in a peak hour. Driveways on the frontage were
also review for adequate spacing based on TxDOT's access management policy.
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III. RESULTS
3.1 Intersection Level of Service
Table 4 through Table 6 below summarizes the operations of the study intersections and drives
for the three study scenarios.
Table 4—LOS Summary (2008 Existing Conditions)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
White Chapel Boulevard at Eastbound SH 114 B 18.7 B 15.4
White Chapel Boulevard at Westbound SH 114 B 17.9 C 20.2
White Chapel Boulevard at Dove Road B 13.2 A 8.7
Carroll Avenue at Eastbound SH 114 C 22.0 C 25.1
Carroll Avenue at Westbound SH 114 C 22.6 C 28.6
Carroll Avenue at Highland Street B 13.9 B 14.6
Carroll Avenue at Dove Road C 19.1 B 11.6
Table 4 above shows that under current conditions all intersections operate with a LOS of C or
better during both the AM and PM peak hours.
As the background traffic volumes grow to the year 2015, LOS rankings at the signalized
intersections remain at a C or better during the AM peak and a D during the PM peak. At the
unsignalized intersections of Dove Road at White Chapel Boulevard and Carroll Avenue during
the AM peak, there is a LOS of E and F, respectively. This is shown in Table 5 below.
Table 5—LOS Summary (2015 Background Traffic Only)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
White Chapel Boulevard at Eastbound SH 114 C 20.9 B 17.9
White Chapel Boulevard at Westbound SH 114 B 17.7 C 20.5
White Chapel Boulevard at Dove Road E 46.8 B 11.6
Carroll Avenue at Eastbound SH 114 C 32.9 D 44.2
Carroll Avenue at Westbound SH 114 C 33.0 D 47.6
Carroll Avenue at Highland Street D 33.0 D 27.9
Carroll Avenue at Dove Road F 148.6 D 32.5
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Because of the increase in background traffic at Carroll Avenue and SH 114 by the year 2015,
the signal timing was adjusted by raising the cycle length to 120 seconds. By making this
change, the LOS of D was obtained versus an LOS of E in the PM peak.
To mitigate the LOS of F at Carroll Avenue and Dove Road, additional intersection
improvements are warranted with the background traffic alone. The addition of an eastbound
and westbound left-turn lane and a southbound right-turn lane results in significant
improvements to the operation of the intersection with the average delay being reduced from
148.6 seconds to 50.3 seconds.
The next step in the analysis was to add development trips to the background traffic volumes to
determine the impact of the proposed development. Table 6 below is a summary for the LOS
rankings for the study intersections and driveways for the year 2015, which assumed full build-
out of development.
Table 6-LOS Summary (2015 Background plus Development)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
White Chapel Boulevard at Eastbound SH 114 C 21.2 B 18.5
White Chapel Boulevard at Westbound SH 114 B 18.1 C 20.7
White Chapel Boulevard at Dove Road F 59.1 C 15.8
Carroll Avenue at Eastbound SH 114 D 37.6 D 52.6
Carroll Avenue at Westbound SH 114 D 37.9 D 52.2
Carroll Avenue at Highland Street F 97.3 F 95.9
Carroll Avenue at Dove Road F 168.8 F 77.5
Driveways
White Chapel Road at Drive A C 16.4 C 21.6
Westbound SH 114 Frontage Road at Drive B B 10.1 B 14.5
Westbound SH 114 Frontage Road at Drive C B 11.4 E 38.1
Westbound SH 114 Frontage Road at Drive D A 9.6 B 11.2
Westbound SH 114 Frontage Road at Drive E A 9.2 A 9.8
Carroll Avenue at Drive F B 14.1 C 15.9
White Chapel Road at Main Development Rd C 17.2 C 15.6
Carroll Avenue at Main Development Rd B 10.2 B 11.4
Even with the increase in traffic related to the development. The signalized intersections
continue to operate a LOS of D or better during both the AM and PM peak hours. Poor levels of
service continue at the unsignalized intersections on Dove Road at both Carroll Avenue and
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White Chapel Boulevard similar to conditions with background traffic only, with an increase in
average delay.
For the intersection of Dove Road at Carroll Avenue, if the mitigation measures described above
for the background conditions are applied, the average delay is reduced to 56.9 seconds, which is
only 6.6 seconds greater than the average delay calculated without the development traffic. The
analysis sheets with the LOS rankings for the intersection with the mitigation measures are
included in Appendix D.
Based on the analysis the westbound approach of Highland Street at Carroll Avenue is projected
to have a poor LOS ranking in both the AM and PM peak. Since the traffic flow on Carroll
Avenue is uncontrolled, the poor LOS ranking does not impact the operations of the north-south
traffic, which remains relatively free flow. Because Highland Street is shown as a thoroughfare
street (A3U) on the City's thoroughfare plan, there are no additional recommended mitigation
measures beyond the proposed roadway design.
3.2 Link Analysis
The level of service on roadways can be determined by comparing the demand to the estimated
capacity of the roadway. The demand was calculated by adding development trips to the
projected background volumes on the study network. Estimated capacity of the study roads is
based on information from the North Central Texas Council of Governments (NCTCOG).
3.2.1 Westbound SH 114 Frontage Road
The current 24-hour volume on the westbound frontage road just east of White Chapel Boulevard
is 5,902 vehicles per day. By the year 2015, the background traffic volume will increase to
9,021 vehicles per day. With the full development in place, the volume on this section (which is
the point of maximum contribution from the development)will be 18,983 vehicles per day.
In the peak hour, the anticipated volume will be 1,662 vehicles. With a three lane frontage road
section, that is 554 vehicles per lane. NCTCOG capacity estimates show a maximum capacity of
725 vehicles per hour per lane from frontage roads. This is a volume to capacity ratio of 0.76,
which corresponds to a LOS of D.
3.2.2 White Chapel Boulevard
The point of maximum development contribution is the section between the westbound SH 114
frontage road and Drive A. The current traffic data shows 4,963 vehicles per day, which will
increase to 7,587 vehicles per day by 2015. With the development traffic added, the anticipated
daily traffic volume will be approximately 12,648.
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In the peak hour, the volume for the northbound side is 562 vehicles total or 281 vehicles per
lane. With a capacity estimate of 575 vehicles per lane per hour, this is a LOS of C. Going
southbound, the peak hour volume is anticipated to be 523 vehicles total or 262 vehicles per lane.
This is also a LOS of C.
3.2.3 Carroll Avenue
Based on the collected traffic data, Carroll Avenue currently carries 6,363 vehicles per day on
the section north of Highland Street. By the year 2015, the volume will increase to 9,727
vehicles per day. With only one drive located on Carroll Avenue that feeds mainly to the
residential component, the additional traffic related to the development will result in an
additional 600 vehicles per day for a total daily volume of 10,327. Thus, the development
represents approximately 6 percent of the total daily traffic.
For Carroll Avenue the AM peak hour shows higher volumes than the remaining times of the
day. This is primarily due to the presence of several schools located along the Carroll Avenue.
In the peak hour, the southbound lane will carry 395 vehicles, which corresponds to a LOS of D.
However, it has been observed that the traffic congestion around the schools results in a
degradation of the traffic operations for the through traffic resulting in longer delays not reflected
in a link analysis.
In the northbound direction, the volumes are anticipated to be 459 vehicles, which is a borderline
LOS ranking of E. It should be noted the contribution of the development during this peak hour
is a total of 59 vehicles or a little more than 7.1 percent.
3.3 Right Turn Deceleration Lanes
Generally, the need for right-turn deceleration lanes is based on the volume of right-turning
vehicles at a driveway or street. The standards from TxDOT give a threshold of 50 vehicles in
any given one hour time period for a posted speed limit of 45 miles per hour and 60 vehicles per
hour for posted speeds less than 45 miles per hour. Given the commercial uses within the
proposed development, the threshold of 50 vehicles was used at the criteria for possible right-
turn deceleration lane.
Based on a review of the anticipated right turn demands at the development drives, the following
drives meet the threshold criteria.
• Drive A at White Chapel Boulevard
• Main Development Drive at White Chapel Boulevard
• Drive C at the westbound SH 114 frontage road
• Drive D at the westbound SH 114 frontage road
• Main Development Drive at the westbound SH 114 frontage road
• Drive F at Carroll Avenue
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From the list above, ITS recommends that right-turn deceleration lanes be constructed at Drive
C, Drive D and the Main Development Drive on the westbound SH 114 frontage road during the
initial phases of the development. It is also recommended that a right-turn deceleration lane be
constructed at Drive A on White Chapel Boulevard be constructed as part of the initial
development.
For the Main Development Drive at White Chapel and Drive F at Carroll Avenue, construction
of the right-turn deceleration is not required at the initial phase of the development, but will
likely be required as the majority of the residential section is constructed.
3.4 Extension of Main Development Drive to Highland Street
The City's thoroughfare plan shows a continuous road that links Carroll Avenue with White
Chapel Boulevard. As part of the development, a large section of this road is being constructed.
However, because the developing entity does not own the property adjacent to Highland Street,
the connection cannot be completed. It was therefore requested that ITS examine the
impact/benefit of the connection assuming completion to Highland Street at Carroll Avenue.
From a qualitative stand point, the addition of a connection would take some residential
development related trips off of the section of Carroll Avenue north of Highland Street, but the
benefit to Carroll Avenue would be minimal, given the already low percentage of development
related traffic. It would also likely carry a small portion of trips related to the retail/office uses.
The result would be an increase in traffic at the intersections of SH 114 and Carroll Avenue.
Given the continued development of the Southlake Town Center and the increase in traffic
related to the Town Center development at Carroll Avenue (and the lack of Texas U-turns), this
may not be desirable.
For the Carillon development, the absence of the connection to Highland Street does not present
a problem to the traffic operations. The presence of the connection would provide some
additional circulation and help improve the LOS rankings of some driveways, but it is not
required for proper operation of the development.
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IV. CONCLUSIONS AND RECOMMENDATIONS
The following conclusions and recommendations are based on the analysis and results presented
in the above report.
• The proposed development is estimated to generate about 24,000 trips daily with 1,257
trips in the AM peak and 2,375 in the PM peak hour.
• The proposed community performing arts center will generate approximately 1,440 trips
during a special event. This assumes a sell-out event with all 1,800 seats occupied and a
vehicle occupancy rate of 2.5 persons per vehicle. Trips related to the performing arts
center a special event related and were not included in the AM or PM peak hour.
• Based on existing conditions, all study intersections operate at a LOS of C or better
during the AM and PM peak hours.
• In the year 2015 with background traffic only, all signalized intersections will operate at
a D or better. The intersections of Dove Road at White Chapel Boulevard and Dove
Road at Carroll Avenue will operate with a LOS of E and F.respectively.
• Possible mitigation measures to improve the operation at Dove Road and Carrol Avenue
include the construction of left-turn lanes on the east and west approaches and the
addition of a southbound right-turn lane. With these improvement installed, the average
delay for the 2015 background traffic scenario is reduced from almost 150 seconds to
about 50 seconds.
• The addition of development traffic in 2015 results in minimal impact to the signalized
study intersections with operations remaining at a LOS of D or better. The intersections
of Dove Road at White Chapel Boulevard and Dove Road at Carroll Avenue continue to
operate with poor levels of service.
• If mitigation measures for the 2015 volumes are in place at Dove Road and Carroll
Avenue, the addition of development traffic results in only a 6 second increase in average
delay.
• No mitigation measures are required at the signalized intersections, with the exception of
retiming of the signal to reflect the increase in traffic volumes.
• Based on the anticipated traffic volumes in 2015 (with the development) and NCTCOG
capacity estimates, the link LOS on westbound SH 114 frontage road will be a C in the
peak hour.
• White Chapel Boulevard will have a LOS of C in both the northbound and southbound
directions during the peak hour with development traffic.
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• By the year 2015, Carroll Avenue will have a LOS of D on the southbound lane and a
LOS of E on the northbound lane. In the peak hour, the development related traffic
account for about 7.1 percent of the total traffic on Carroll Avenue.
• Right-turn deceleration lanes are recommended for Drive C, Drive D and the Main
Development Drive on the westbound SH 114 frontage road and at Drive A on White
Chapel Boulevard. It is also recommended that right-turn deceleration lanes be
constructed the Main Development Drive at White Chapel and Drive F at Carroll
Avenue, but these can be done in subsequent phases of the development at the residential
component is built out.
• For the Carillon development, the absence of the connection to Highland Street does not
present a problem to the traffic operations. The presence of the connection would
provide some additional circulation and help improve the LOS rankings of some
driveways,but it is not required for proper operation of the development.
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APPENDIX A
Site Plan
Innovative Transportation Solutions,Inc.
Carillon Development
Southlake, Texas
APPENDIX B
Traffic Volumes Exhibits
Innovative Transportation Solutions,Inc.
Carillon Development
Southlake, Texas
APPENDIX C
Traffic Count Data
Innovative Transportation Solutions,Inc.
Carillon Development
Southlake, Texas
APPENDIX D
Synchro Analysis Worksheets
Innovative Transportation Solutions,Inc.
TRAFFIC IMPACT STUDY ADDENDUM
Carillon Development
Southlake, Texas
March 18, 2010
Prepared for
Hines Southlake Land Limited Partnership
■■■
■■■ HALFF
■■■
1201 North Bowser Road
Richardson, Texas 75081
Firm Registration No. 312
AVO 27385
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
Table of Contents
I. INTRODUCTION...................................................................................................................1
II. ANALYSIS .............................................................................................................................2
2.1 Traffic Volumes...............................................................................................................2
2.2 Land Uses and Trip Generation.......................................................................................2
2.3 Site-Generated Traffic Distributions/Assignments .........................................................3
2.4 Background plus Site-Generated Traffic Volumes .........................................................3
III. RESULTS............................................................................................................................4
3.1 Intersection Analysis Results ..........................................................................................4
3.2 Link Analysis of Roadways.............................................................................................5
3.3 Driveway Queuing...........................................................................................................6
IV. SUMMARY ........................................................................................................................7
- i- mmom
om HALFF'
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
List of Figures
Figure 1 —Proposed Children's Medical Center.............................................................................1
- ii- mmom
om HALFF'
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
List of Tables
Table 1 —Net Trip Generation Summary........................................................................................2
Table 2—Level-of-Service Criteria for Unsignalized Intersections................................................4
Table 3 —LOS Summary (2015 Build-Out)....................................................................................4
Table 4—LOS Ranking for Roadways............................................................................................5
Table 5 —Link LOS Summary (2015 Build-out) ............................................................................6
mmom
om HALFF'
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
I. INTRODUCTION
In May of 2008, Halff Associates, Inc. (Halff) conducted a Traffic Impact Study (TIS) for Hines
Southlake Land Limited Partnership (Hines) related to the proposed Carillon Development
located in Southlake, Texas. With recent proposed revisions to the development, the City of
Southlake is requesting an addendum to the TIS.
The proposed changes include the removal of 94,600 square feet of proposed office/retail in the
southeast corner of the development and replacing it with a 69,500 square foot children's
medical center. Figure 1 below is a map detailing the proposed changes.
'•f;.r � o
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Figure 1 —Proposed Children's Medical Center
As part of the revisions, the proposed connector road (Southmont Drive) that connects the
westbound frontage road with Kirkwood Boulevard will narrowed from a 4-lane divide facility
to a 3-lane undivided facility. As part of the first phase of the development, one half(two-lanes)
of Kirkwood Boulevard will be extended south from Phase I of the development to the medical
center.
The following addendum will address the potential traffic impacts related to the change in land
use, the impact of narrowing Southmont Drive, the adequacy of the proposed two lanes for
Kirkwood Boulevard and the timing of additional capacity requirements on Kirkwood
Boulevard. Driveways serving the medical center will also be examined as part the study.
- 1- ppm HALFF'
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
II. ANALYSIS
Halff used standard transportation engineering practices in conducting the analysis of the
proposed changes to the Carillon Development.
2.1 Traffic Volumes
All traffic volumes used in this study were based on the traffic data from the previously
submitted TIS report.
2.2 Land Uses and Trip Generation
Trips for the proposed development were generated based on the ITE Trip Generation Manual-
Seventh Edition. The proposed revisions show a reduction of 12,600 square feet of retail use and
82,000 square feet less of office. The proposed children's medical center will be 69,500 square
feet in size. Table 1 below contains a summary of the net trip generation for resulting from the
changes.
Table 1 —Net Trip Generation Summary
AM-peak PM-peak 24-hour
Land Use Independent UnitsWeekday
Variable
In Out [Total In Out Total Total
Shopping Center Gross Sq Ft -12.6 -5 -3 -8 -16 -18 -34 -365
ITE Code 820 (1000)
Office Gross Sq Ft -82.0 -105 -14 -119 -12 -56 -58 -647
ITE Code 710
Hospital Gross Sq Ft 1 69.5 114 79 193 101 140 241 2,896
ITE Code 610
Total Trips 4 62 66 73 66 149 1,884
In the table above the reduction in trips was determined by taking the total trips from the reduced
usage amount and subtracting that from the total in the previous report. For example, trips for
278,000 square feet of office were calculated (2,931 daily trips) and then subtracted from the
previous trip total based on 360,000 square feet of office (3,578 daily trips).
The addition of the children's medical center results in a net increase of 1,884 trips over a 24
hour period (7.8 percent increase). In the AM and PM peak hours, the increase is 66 trips (5.2
percent) and 149 trips (6.3 percent), respectively. The smaller percentage increases in the peak
hours is consistent with the proposed use, which tends to have a more consistent flow throughout
the day versus peak hours.
- 2- p;p HALFF'
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
2.3 Site-Generated Traffic Distributions/Assignments
It was assumed the 80 percent of the trips to and from the medical center would use the
westbound SH-114 frontage road. The remaining 20 percent will use Kirkwood Boulevard and
Southmont Drive. Diagrams showing the AM and PM peak trips are included as Exhibits I and
2 in Appendix A.
2.4 Background plus Site-Generated Traffic Volumes
In the TIS report submitted in May of 2008, the distribution of trips related to the development
was separated by use. Removal of the trips associated with the office and retail changes would
be complex and potentially confusing. To simplify the analysis, all trips related to the medical
center were added to the year 2015 build-out volumes as presented in the previous TIS report.
This will result in higher estimated traffic volumes than actual, but will be a more conservative
analysis. Diagrams showing the AM and PM peak combined volumes are included as Exhibits 3
and 4 in Appendix A.
- 3- mom HALFFf
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
III. RESULTS
All analyses of the study intersections and driveways were conducted using the Synchro 7 traffic
analysis software package. Copies of the analysis reports can be found in Appendix B. Table 2
below details the LOS rankings for unsignalized intersections based on the information provided
in the Highway Capacity Manual(HCM).
Table 2 —Level-of-Service Criteria for Unsignalized Intersections
LOS Characteristics Average Stopped
Dela sec/veh
A Completely free-flow conditions < 10,0
B Indicative of free-flow conditions,although the presence of other vehicles is > 10.0 and <_ 15.0
noticeable
C The influence of traffic density on operations becomes marked > 15.0 and <_25.0
D The ability to maneuver is severely restricted due to congestion > 25.0 and <_35.0
E Operations are at or near capacity and are unstable > 35.0 and <_50.0
F Forced flow or breakdown characterized by queues > 50,0
LOS rankings shown in the results section are based on the combined average delay for all
approaches at the study intersections. At unsignalized intersections where only two (or one)
approaches are controlled (stop or yield); the LOS ranking shown is based on the worst
approach.
3.1 Intersection Analysis Results
Table 3 below summarizes the LOS ranking for the study intersections and driveways for the
AM and PM peak hours for the year 2015 build-out conditions.
Table 3 —LOS Summary (2015 Build-Out)
AM Peak PM Peak
Intersection
LOS Delay(sec) LOS Delay(sec)
WB SH-114 Frontage Road at Southmont Drive B 10.3 B 11.8
Kirkwood Boulevard at Southmont Drive A 9.2 A 9.7
Kirkwood Boulevard at North Driveway A 8.6 A 8.6
Southmont Drive at West Driveway B 10.3 B 12.2
All four study intersections operate with acceptable level of service ranking at the stopped
approaches during both the AM and PM peak hours.
- 4- p;p HALFF'
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
3.2 Link Analysis of Roadways
The City of Southlake requested an evaluation of the narrower cross-section of Southmont Drive
to determine potential impacts. It was also requested that Halff review the adequacy of the
proposed two lanes for Kirkwood Boulevard and the timing of additional capacity requirements
on Kirkwood Boulevard.
From an intersection operation view point, the reduction in width of Southmont Drive does not
significantly impact the traffic operations. With the four-lane divided design, Southmont Drive
was already restricted to one lane of traffic for both the right turn in and the right turn out of the
roadway at the westbound SH-114 frontage road. At Kirkwood Boulevard, the four-lane divided
cross-section of Southmont Drive forms a T-intersection with one lane for left turns and one lane
for right turns. Under the three lane design a separate lane for both right and left turns are still
provided. Therefore, there is no change in capacity at these two critical intersections with the
narrower cross-section. The next step is to check for potential impacts to the link capacity of the
roadway.
The level of service on roadways can be determined by comparing the demand to the estimated
service volume (or capacity) of the roadway. This ratio can be converted to a LOS ranking based
on the breakdown shown in Table 4 below.
Table 4—LOS Ranking for Roadways
Volume to Service Volume (Capacity) Ratio
LOS Ranking
Greater Than Less Than/Equal To
--- 0.45 A or B
0.45 0.65 C
0.65 0.80 D
0.80 1 .00 E
1 .00 --- F
The demand is based on either existing or projected traffic volumes on the study network.
Estimated capacity of the study roads is based on field conditions and information from the
North Central Texas Council of Governments (NCTCOG). A copy of the roadway capacity
estimates from NCTCOG is located in Appendix C. For this study, the roadways were assumed
to have a capacity of 425 vehicles per hour per lane.
Table 5 below summarizes the link level of service for the study roadways based on the projected
traffic counts. The volumes for the link analysis are taken from the sections with maximum
volume contribution from the development and the peak direction.
5- mom HALFFf
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
Table 5—Link LOS Summary (2015 Build-out)
AM Peak PM Peak
Roadway Volume LOS Volume LOS
(Direction) (Direction)
Southmont Drive between SH-114 and Kirkwood Boulevard 184 (NB) B 250 (SB) C
Kirkwood Boulevard north of Southmont Drive 89 (NB) A 150 (NB) B
Based on the estimated traffic volumes, Southmont Drive will have sufficient capacity to operate
at acceptable levels of service as a three-lane undivided roadway. Kirkwood Boulevard will
have sufficient capacity as a two-lane facility for the anticipated traffic volumes. It is Halff's
recommendation that the remaining two lanes of Kirkwood Boulevard be constructed when
Phase III of the development is nearing completion.
3.3 Driveway Queuing
Based on the trip distribution, the west driveway serving the proposed children's medical center
will carry the majority of the facility related traffic. The analysis of the west driveway indicates
a level of service ranking of B or better during the AM and PM peak hours. The 95th percentile
queue, or maximum queue, is 19 feet (approximately one vehicle) long in the PM peak. The
queue is eight feet in the AM peak.
The north driveway operates at a level of service of A during both AM and PM peak hours due
to the lack of conflicting traffic. Because there is no conflicting traffic, the 95th percentile queue
is calculated at only one foot in length. If Kirkwood Boulevard were extended south and east to
Carroll Avenue, it is probable that the level of service at the driveway would drop to the B or C
range and the queue lengths would increase. Trial calculations in Synchro show the volume on
Kirkwood could approach 800 vehicles per hour and still maintain a level of service ranking of C
in the peak hours. 95th percentile queue would increase to 22 feet (approximately one vehicle) in
length.
The plan shows the west driveway to be approximately 225 feet in length and the north driveway
to be 150 feet in length. These lengths are sufficient for the anticipated queues of traffic related
to the proposed children's medical center and provide adequate on-site stacking.
6- ppm HALFFf
Carillon Development March 18, 2010
Southlake, Texas AVO 27385
IV. SUMMARY
The results of the traffic analysis show that the proposed children's medical center will not have
a significant impact on traffic operations. The presence of the facility will result in more trips
over a 24-hour period and during the AM and PM peak hours, but there is sufficient reserve
capacity in the roadway system to handle the anticipated increase. Level of service rankings at
key intersections and driveways around the facility will continue to operate at C or better during
the peak periods.
The proposed reduction of Southmont Drive to a three-lane undivided facility has minimal
impact on traffic operations. Based on the projected build-out traffic volumes, there is a reserve
capacity of approximately 40 percent on Southmont Drive before a level of service ranking of F
is reached.
The two-lane design of Kirkwood Boulevard is adequate for the projected 2015 traffic volumes
and has approximately 65 percent reserve capacity. It is recommended that the remaining two
lanes be constructed when Phase III of the development is nearing completion.
The children's medical center site design provides adequate access for vehicle traffic to and from
the facility. There is good on-site stacking for the anticipated vehicle queues.
- 7- ppm HALFFf
Carillon Development
Southlake, Texas AVO 27385
APPENDIX A
Turning Movement Volume Exhibits
A- mom HALFFf
Carillon -Southlake
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Carillon Development
Southlake, Texas AVO 27385
APPENDIX B
Analysis Output/Reports
B- ppm HALFFf
3: WB SH-114 Frontage Road & Southmont Drive AM Peak-2015 Build-out
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations tt r r
Volume(veh/h) 0 0 333 184 0 138
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 0 362 200 0 150
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 562 362 181
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 562 362 181
tC,single(s) 4.1 6.8 6.9
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 82
cM capacity(veh/h) 1005 610 831
Direction, Lane# WB 1 WB 2 WB 3 SB 1
Volume Total 181 181 200 150
Volume Left 0 0 0 0
Volume Right 0 0 200 150
cSH 1700 1700 1700 831
Volume to Capacity 0.11 0.11 0.12 0.18
Queue Length 95th(ft) 0 0 0 16
Control Delay(s) 0.0 0.0 0.0 10.3
Lane LOS B
Approach Delay(s) 0.0 10.3
Approach LOS B
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 24.4% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
5: Southmont Drive & Kirkwood Blvd II AM Peak-2015 Build-out
t t
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations r
Volume(veh/h) 77 0 0 12 17 66
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 84 0 0 13 18 72
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 67 54 90
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 67 54 90
tC,single(s) 6.4 6.2 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 91 100 100
cM capacity(veh/h) 938 1013 1505
Direction, Lane# EB 1 EB 2 NB 1 SB 1
Volume Total 84 0 13 90
Volume Left 84 0 0 0
Volume Right 0 0 0 72
cSH 938 1700 1505 1700
Volume to Capacity 0.09 0.00 0.00 0.05
Queue Length 95th(ft) 7 0 0 0
Control Delay(s) 9.2 0.0 0.0 0.0
Lane LOS A A
Approach Delay(s) 9.2 0.0 0.0
Approach LOS A
Intersection Summary
Average Delay 4.1
Intersection Capacity Utilization 15.9% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
9: West Driveway & Southmont Drive II AM Peak-2015 Build-out
t i
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Volume(veh/h) 63 4 93 91 6 75
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 68 4 101 99 7 82
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 245 151 200
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 245 151 200
tC,single(s) 6.4 6.2 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 91 100 100
cM capacity(veh/h) 740 896 1372
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 73 200 7 82
Volume Left 68 0 7 0
Volume Right 4 99 0 0
cSH 748 1700 1372 1700
Volume to Capacity 0.10 0.12 0.00 0.05
Queue Length 95th(ft) 8 0 0 0
Control Delay(s) 10.3 0.0 7.6 0.0
Lane LOS B A
Approach Delay(s) 10.3 0.0 0.6
Approach LOS B
Intersection Summary
Average Delay 2.2
Intersection Capacity Utilization 20.9% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
11: Kirkwood Blvd & North Driveway AM Peak-2015 Build-out
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '+
Volume(veh/h) 0 17 0 0 12 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 18 0 0 13 0
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 18 9 9
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 18 9 9
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 99 100
cM capacity(veh/h) 1598 1011 1072
Direction, Lane# EB 1 WB 1 NB 1
Volume Total 18 0 13
Volume Left 0 0 13
Volume Right 18 0 0
cSH 1700 1700 1011
Volume to Capacity 0.01 0.00 0.01
Queue Length 95th(ft) 0 0 1
Control Delay(s) 0.0 0.0 8.6
Lane LOS A
Approach Delay(s) 0.0 0.0 8.6
Approach LOS A
Intersection Summary
Average Delay 3.6
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
3: WB SH-114 Frontage Road & Southmont Drive PM Peak-2015 Build-out
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations tt r r
Volume(veh/h) 0 0 374 238 0 250
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 0 407 259 0 272
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 665 407 203
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 665 407 203
tC,single(s) 4.1 6.8 6.9
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 66
cM capacity(veh/h) 920 572 804
Direction, Lane# WB 1 WB 2 WB 3 SB 1
Volume Total 203 203 259 272
Volume Left 0 0 0 0
Volume Right 0 0 259 272
cSH 1700 1700 1700 804
Volume to Capacity 0.12 0.12 0.15 0.34
Queue Length 95th(ft) 0 0 0 37
Control Delay(s) 0.0 0.0 0.0 11.8
Lane LOS B
Approach Delay(s) 0.0 11.8
Approach LOS B
Intersection Summary
Average Delay 3.4
Intersection Capacity Utilization 32.5% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
5: Southmont Drive & Kirkwood Blvd II PM Peak-2015 Build-out
t t
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations r
Volume(veh/h) 129 0 0 21 15 113
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 140 0 0 23 16 123
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 101 78 139
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 101 78 139
tC,single(s) 6.4 6.2 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 84 100 100
cM capacity(veh/h) 898 983 1444
Direction, Lane# EB 1 EB 2 NB 1 SB 1
Volume Total 140 0 23 139
Volume Left 140 0 0 0
Volume Right 0 0 0 123
cSH 898 1700 1444 1700
Volume to Capacity 0.16 0.00 0.00 0.08
Queue Length 95th(ft) 14 0 0 0
Control Delay(s) 9.7 0.0 0.0 0.0
Lane LOS A A
Approach Delay(s) 9.7 0.0 0.0
Approach LOS A
Intersection Summary
Average Delay 4.5
Intersection Capacity Utilization 21.6% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
9: West Driveway & Southmont Drive II PM Peak-2015 Build-out
t i
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Volume(veh/h) 112 7 157 81 5 138
Sign Control Stop Free Free
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 122 8 171 88 5 150
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 376 215 259
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 376 215 259
tC,single(s) 6.4 6.2 4.1
tC,2 stage(s)
tF(s) 3.5 3.3 2.2
p0 queue free% 80 99 100
cM capacity(veh/h) 623 825 1306
Direction, Lane# WB 1 NB 1 SB 1 SB 2
Volume Total 129 259 5 150
Volume Left 122 0 5 0
Volume Right 8 88 0 0
cSH 632 1700 1306 1700
Volume to Capacity 0.20 0.15 0.00 0.09
Queue Length 95th(ft) 19 0 0 0
Control Delay(s) 12.2 0.0 7.8 0.0
Lane LOS B A
Approach Delay(s) 12.2 0.0 0.3
Approach LOS B
Intersection Summary
Average Delay 3.0
Intersection Capacity Utilization 26.5% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
11: Kirkwood Blvd & North Driveway PM Peak-2015 Build-out
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations '+
Volume(veh/h) 0 15 0 0 21 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate(vph) 0 16 0 0 23 0
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal(ft)
pX,platoon unblocked
vC,conflicting volume 16 8 8
vC1,stage 1 conf vol
vC2,stage 2 conf vol
vCu,unblocked vol 16 8 8
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 98 100
cM capacity(veh/h) 1601 1013 1074
Direction, Lane# EB 1 WB 1 NB 1
Volume Total 16 0 23
Volume Left 0 0 23
Volume Right 16 0 0
cSH 1700 1700 1013
Volume to Capacity 0.01 0.00 0.02
Queue Length 95th(ft) 0 0 2
Control Delay(s) 0.0 0.0 8.6
Lane LOS A
Approach Delay(s) 0.0 0.0 8.6
Approach LOS A
Intersection Summary
Average Delay 5.0
Intersection Capacity Utilization 13.3% ICU Level of Service A
Analysis Period(min) 15
HCM Unsignalized Intersection Capacity Analysis
Halff, Inc.
Carillon Development
Southlake, Texas AVO 27385
APPENDIX C
North Central Texas Council of Governments
Capacity Estimates for Roadways
- C- ;■; HALFF'
ROADWAY SERVICE VOLUME (CAPACITY) ESTIMATES
THOROUGHFARE CAPACITY SUMMARY
Level of Service "C" Level of Service "D" Level of Service "E"
Roadway
Type Daily Service Hourly Service Hourly Service Hourly Service
Volume Range Daily Service Volume Range Daily Service Volume Range
Volume Range* per Lane** Volume Range* per Lane** Volume Range* per Lane**
8D-A*** 41,000-47,000 620-700 47,000-52,000 700-775 52,000-58,000 775-875
6D-A*** 31,000-35,000 620-700 35,000-39,000 700-775 39,000-44,000 775-875
4D-C*** 21,000-23,000 620-700 23,000-26,000 700-775 26,000-39,000 775-875
41JI-At 17,000-18,000 500-550 18,000-21,000 550-625 21,000-23,000 625-675
4U-B$ 15,000-17,000 440-500 17,000-18,000 500-550 18,000-21,000 550-625
2 U-C 6,000 - 8,000 350-400 8,000-9,000 400-450 9,000 -10,000 450-500
* Level of Service with"K"=0.10 and"D"=60/40
** Assumes signal progression;no parking;some access management;and increased intersection capacity
*** Assumes 12-foot lanes and divided roadway
t 4-lane undivided with 12-foot lanes
$ 4-lane undivided with 11-foot lanes
HOURLY SERVICE VOLUME PER LANE (Divided or One-Way Roads)
Functional Class
Area Type Principal Minor Frontage
Freeway Arterial Arterial Collector Local Ramp Road HOV Lane
CBD 2,050 575 575 475 475 1,250 575 1,800
Fringe 2,125 625 625 500 500 1,375 625 1,800
Urban Residential 2,150 675 650 525 525 1,425 650 1,800
Suburban Residential 2,225 750 725 575 575 1,600 725 1,800
Rural 2,300 825 775 600 600 1,725 775 1,800
HOURLY SERVICE VOLUME PER LANE (Undivided Roads)
Functional Class
Area Type Principal Minor Frontage
Freeway Arterial Arterial Collector Local Ramp Road HOV Lane
CBD N/A 525 525 425 425 1,250 525 N/A
Fringe N/A 575 575 450 450 1,375 575 N/A
Urban Residential N/A 625 600 475 475 1,425 600 N/A
Suburban Residential N/A 700 650 525 525 1,600 650 N/A
Rural N/A 750 700 550 550 1,725 700 N/A
Source: NCTCOG
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Traffic Data of Texas, Inc.
Page 1
413 Bronco Circle Site Code: 6316-04132008
Weather: Clear, w/some Tstorms Denton, TX 76208 Station ID: 6316
Project Name: Southlake 4-08 Ph: 940.367.4500 SH-144 WB White Chapel Off-ramp
Count: Volume East of White Chapel
Comments: Westbound Off-ramp _
Start 15-Apr-08 Westbound Off-ramp Hour Totals
Time Tue Morning Afternoon Morninn Afternoon
12:00 8 60
12:15 6 61
12:30 4 60
12:45 7 70 25 251
01:00 2 78
01`:15 5 67
01:30 1 76
01:45 6 67 14 288,
02:00 3 78
02:15 4 73
02:30 1 83
02:45 1 76 ' 9 ;310
03:00 0 83
03:15 0 120
03:30 3 112
03:45 D 122 3 437"
04:00 1 106
04:15 0 111
04:30 1 129
04:45 4' 137 6 483 `
05:00 3 120
05:15 6''
05:30 7
05:45 10 26 549
06:00 9
MM
06:15 14 128
06:30 36 142
06:45 51 109 110 5101
07:00 32 115
07:15 78
07:30 _74
07:45 57 227 - 324`'
08:00 ME 73
08:15 54 60
08:30 61 56
08:45 68 55 245 244''
09:00 55 53
09:15 52 42
09:30 51 51
09:45 60 48 218 194
10:00 40 32
10:15 53 17
10:30 45 2
10:45 54 37 192 107
11:00 59 17
11:15 50 I 7
11:30 58 11
11:45 72 11 239 46
Peak 07:15 05:15
Vol. 257 560
P.H.F. 0.824 0.921
Total 1314 3743 1314 3743
Percentage
Combined Total 5057 5057
Total 1314 3743
Percent 26.0% 74.0%
Traffic Page 1
413 Bronco Circle Site Code: 7733-04132008
Weather: Clear, w/some Tstorms Denton, TX 76208 Station ID: 7733
Project Name: Southlake 4-08 Ph: 940.367.4500 SH-114 Frontage Rd
Count: Volume West of White Chapel Exit ramp
Comments:
Start 15-Apr-08 Westbound Hour Totals
Time Tue Morning Afternoon Morning Afternoon
12:00 8 77
12:15 7 63
12:30 4 81
12:45 6s 87 25 308'
01:00 2 96
01:15 5; 93
01:30 2 81
01'.45 6 79 15 349
02:00 3 79
02:15 3- 88
02:30 1 109
02:45 1' 89 8 365
03:00 0 99
03:150 148 I
03:30 _ 3 136
03:45 01 131 3 514
04:00 1 125
04:15 0 131
04:30 1 157
04:45 4 149 6 562'
05:00 _3 142
05:158
05:30 _7
05:45 11 29 622
06:00 12
06:15 24 ' 151
06:30 36 154
06:45 53 126 125 585
07:00 45 118
07:15 86
07:30 83
07:45 67 303 354
08:00 EM 7s
08:15 78 69
08:30 71 64
08:45 71 64 306 273 J
09:00 68 56
09.15 64 - 49
09:30 54 52
09:45 70` 47 256 204
10:00 50 33
10:15 62 18
10:30 58 23
10:45 63 41 233 115
11:00 75 14
11:15 71 7
11:30 66 12
11:45 87 10 299 43
Peak 07:15 05:15
Vol. 344 634
P.H.F. 0.768 0.961
Total 1608 4294 1608 4294
Percentage
Combined Total 5902 5902
Total 1608 4294
Percent 27.2% 72.8%
Traffic Data of Texas, Inc. Page 1
413 Bronco Circle Site Code: 7732-04152008
Weather: Clear,w/some Tstorms Denton, TX 76208 Station ID: 7732
Project Name: Southlake 4-08 Ph: 940.367.4500 White Chapel Rd
Count: Volume North of SH-114
Comments:
Start 16-Apr-08 Northbound Hour Totals Southbound Hour Totals Combined Totals
Time Wed Mominc
i Afternoon Morninq Afternoon Mornincl Afternoon Morning Afternoon -Morning Afternoon
12:00 2 27 0 42
12:15` 3 441 26
12:30 0 33 _ 0 23
12:45 0 38 5 142 0 35 1 126 6 268`
01:00 0 32 0 26
01:15 0 40 029
01:30 0 37 0 __31
01:45< 0 34 0 143 0 37 0 123 0 266`
02:00 0 43 0 27
02:15 0 38 0 33
02:30 0 34 1 28
02:45 0 53 0 168 0 44 1 132 1' 300
03:00 0 39 0 48
03:15`' 1 0
03:30 1
03:45 1 3 281 0 1 205 4' 486
04:00 0 1
04:15 ` 1 44 0 38
04:30 0 76 2 49
04:45 ; 1 46 2 213 3 59 6 201 8 414
05:00 0 45 3 48
05:15 2 51 2 49
05:30 1 68 10 42
05:45 3 56 6 220` 9 48 24 187 30; 407,'
06:00 4 63 13 66
06:15 5 37 17 53
06:30 16 52 16 39
06:45; 18 56 43 208 29 46 75 204 118 412
07:00 25 40 38 29
07:15 26 55 59 29
07:30 44 39
07:45 37 166 17623 236 120 402 296
08:00 40 20
08:15 = 23 a 12
08:30 33 26 38 17
08:45 32 20 =207 109'' 40 16 227 65 434' 174'
09:00 38 20 46 14
09:15 29 29 24 20
09:30 26 15 40 10
09:45 31 18 124 82 39 5 149 49 273 131
10:00 28 7 33 5
10:15 31 10 244
10:30 25 4 24 5
10:45 26 7 110 28 <29 2 110 16 220` 44'
11:00 27 6 25 1
11:15 31 ; 2 24 0
11:30 29 4 43 p
11:45 28 ' 6 115 18 43 0 135 1 250 19
Peak 07:30 03:15 07:30 03:15
Vol. 257 289 288 212
P.H.F. 0.813 0.777 0.878 0.841
Total 781 1788 965 1429 1746 3217
Percent
Combined 2569 2394 4963
Total
Total 781 1788 965 1429 1746 3217
Report 30.4% 69.6% 40.3% 59.7% 35.2% 64.8%
Percent
Traffic Page 1
413 Bronco Circle Site Code: 6315-4132008
Weather: Clear, w/some Tstorms Denton, TX 76208 Station ID: 6315
Project Name: Southlake 4-08 Ph: 940.367.4500 North Carroll Ave
Count: Volume North of Highland Rd
Comments:
Start 15-Apr-08 Northbound Hour Totals Southbound Hour Totals Combined Totals
Time Tue Morning Afternoon Morning Afternoon Morninq Afternoon Mominq Afternoon Morning Afternoon
12:00 3 43 1 34
12:15 0 49 2 45
12:30 2 49 1 42
12:45' 1 43 6 184' 1 34 5 155 11 339`
01:00 6 58 1 44
01:15; 0 55 0 50
01:30 1 50 0 50
01:45 i' 1 '; 59 8 222 0 45 1 189 9 411
02:00 1 34 0 40
02:15 0 77 1 50
02:30 1 70 0 43
02:45' 0 66 2 247 0 84 "1 217 3 464
03:00 0 68 0
03:15 0 72 0
03:30 0 74 0
03:45` 1 76 1 290 2` 2 266 3 556`
04:00 1 49 1 52
04:15'' 1 61 2 44
04:30 0 53 2 42
04:45 .` 1 67 3 230' 2 58' 7 196 10 426
05:00 0 72 6 67
05:15' 2 60 7 46
05:30 4 7 57
05:45',' 17 294 16 52 36 222 43 516
06:00 5 20 48
06:15'; 10N 27 52
06:30 17 66 22 69
06:45 27 75 59 304 27 48 96 217 155 s 521
07:00 24 58 42 34
07:15> 4952 49
07:30 49 29
07:45 50 352 206' 25 318 137 670; <343'
08:00 h 39 26
08:15' 52 38 32
08:30 45 37 65 32
08:45'; 34 27 188 141' 53 33 227 123 ' 415' 264
09:00 28 36 41 30
09:15 33 14 50 9
09:30 47 16 55 6
09:45 30 16 138 52' 44 7 190 52 328' 134
10:00 36 12 47 5
10:15 43 3 34 6
10:30 36 7 49 3
10:45 28 7 143 29 42 1 172 15 315 44
11:00 45 3 39 2
11:15` 52 5 44 1
11:30 42 4 51 3
11:45 45 4 184 16 41 2 175 8 359 24
Peak 07:15 05:30 07:30 03:00
Vol. 385 325 333 266
P.H.F. 0.718 0.893 0.712 0.686
Total 1091 2245 1230 1797 2321 4042
Percent
Combined 3336 3027 6363
Total
Total 1091 2245 1230 1797 2321 4042
Report 32.7% 67.3% 40.6% 59.4% 36.5% 63.5%
Percent
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