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Item 6B and 6C TIA and Addendum Carillon Development May 19, 2008 Southlake, Texas 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. Ra o .m V ELk—Rd � � ara�st g s �aaawtnet Olive Ra = — SNfDow Ra_ -'zIERtl_ ,y 1 racy psrot �¢ rC \\a•1 � 4 Oai Maror d y_� 5` � a '� iSreet 'b � Pickering Proposed Development E � RNA w � o ti 119 ,ateey a„ z wgmend s< Ewanna s, _� � � I H.g 41 s< oow c,�xs�n m \ %wq Baa — 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 Innovative Transportation Solutions,Inc. - 1 - Carillon Development May 19, 2008 Southlake, Texas 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. Innovative Transportation Solutions,Inc. -2 - Carillon Development May 19, 2008 Southlake, Texas 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 OM I Rd � gs � ara�s � g s rwaaeaWme. suumlpke oa.e Ra a oo„as �y � �.I/ ca,a axro �rc Ern R n Pick.ing Ln » 6 4 paM Proposed ae, Na Development E s as< eniennaa s,� F,y� _ e xwnwa s. re— �h er snaar Ln 41 A`z oow ,�k� y L WJi Ln H�NS� c 9 y Figure 2 - Study Intersections Innovative Transportation Solutions,Inc. -3 - Carillon Development May 19, 2008 Southlake, Texas 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. Innovative Transportation Solutions,Inc. -4 - Carillon Development May 19, 2008 Southlake, Texas 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 Innovative Transportation Solutions,Inc. -5 - Carillon Development May 19, 2008 Southlake, Texas 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 Innovative Transportation Solutions,Inc. -6 - Carillon Development May 19, 2008 Southlake, Texas 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. Innovative Transportation Solutions,Inc. -7 - Carillon Development May 19, 2008 Southlake, Texas 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 Innovative Transportation Solutions,Inc. - 8 - Carillon Development May 19, 2008 Southlake, Texas 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 Innovative Transportation Solutions,Inc. -9 - Carillon Development May 19, 2008 Southlake, Texas 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. Innovative Transportation Solutions,Inc. - 10 - Carillon Development May 19, 2008 Southlake, Texas 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 Innovative Transportation Solutions,Inc. - II - Carillon Development May 19, 2008 Southlake, Texas 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. Innovative Transportation Solutions,Inc. - 12 - Carillon Development May 19, 2008 Southlake, Texas 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. Innovative Transportation Solutions,Inc. - 13 - Carillon Development May 19, 2008 Southlake, Texas • 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. Innovative Transportation Solutions,Inc. - 14 - Carillon Development Southlake, Texas 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 = [/)519 .• \': ,fi. . 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 Traffic Volumes AM Peak Trips m 0 Y R� fO�' °o ►�°�o i �� o \° it 4 t"': S o� o�r X63 °StOr�� 4`�¢� d 0 S �esy r° R oOQ, Exhibit 1 Carillon -Southlake Traffic Volumes PM Peak Trips CD 0 Y 0 00 Y ' oON Y� Ow� i � irk r 'q Q� Frontage R �o�dy oad 1 48e �r on rage R 000, Exhibit 2 Carillon -Southlake Traffic Volumes AM Peak-2015 Build-out m 0 1 Y (_0� ya 01 R� fO�' o\ r If t"': S QJ ^moo oar^� 63�ji�stOr,� O�� ronta9e Roa d R 3 �esy ro R oOQ, Exhibit 3 Carillon -Southlake Traffic Volumes PM Peak-2015 Build-out CD 0 Y M�\r � o Y /y �h?o� F � 1s 1� A-� Sb irk, 00 r 'q Q� rOntag°R � ewdy °ad '11131�5ra 48e X74 Fr tdg°R od°, Exhibit 4 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 "�; � � .71 k•'.�•'z'?:�•>.,'7:ti•2•�'�1.��,�.y�T-.,`•7 v - �-` �rt1 . 1I 21 _ �• � ��= ,.� a �' .� I ' +e': s �1t T T 7 . a• WIN �:- ..�, �..�,?.,`.,..•_.a� ��"��' � ,r. ,.,` . l 1 S7� �•, oft .� ..�/"}s��.�•�"nom.? i.ti .i� .y:7=,Y'� �� .�. - `-_ _. .. .-. ��' •],' •i JI7 '�.,',•1 .1'�,y~/•'�''.Y%� {ti Y. 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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 ICL i EN U*JV 0) IRAN —Fill am-On CV N-VjO) a- 00V 7,3 9 .0 0) 8 C 0 O) o v Cj "Cr 1 0 - m 1w-" q 9--v *co w .;IV V W v- C> i (D M Lf)0 _j E M 0 0Z --- ------------------ z 0 a) , . 00000 ooc� CR cs LL CO CO CL 19 8 UIR -veins R A 2 Ve I Ile- CO ti W4 0 F, 9 p 2 9 R gqlq I q00000 00000 00000 6 ci Z Z 0 o Cl) 00000 L) Ce4) Lu 004 al 0 0 oil Q 0 a 0 < 0 ip mei Q 010 cocoa < gq00000 00000 tar 0 0 0 0 0 a0000 00000 0 C� LU d CL < LIJ 66 0 a Qoo,:,10 000 Ir; I -9-Mn G�wg r� CO r-- A 8�V s ell < (N Val p F4 A a ArA 8 F_ U-1 W LL a-M10 MMMOIF gggg sagg, gggc9, 07 q j _j CO CL Cl izIN co C4 RI 110 1 C,ol. oio 00<500. o0io CNC-4 0 0 -Cv OOOOQ 0 C,00 00000 000 0 A 0 w 6 ci U) 0 V- aoocao oQ000 coo 66 G 0 (9 z Z tm IL ci ci M 4 LL CO co a - coo CIS M I-- "t C4 01 1- ZZ omomm ovmm 0 - 0) v C14 = 40 4N Cy a oorc--, CL < 'O 1 a oo C,0 ---Ntn n---m INO—mm VMV LLJ 6 C tv < 40 co a do U- LLf MMMM— 2222 .7c Al.CL(L M 3: gags 07 'Ne I ca 'oo a C,0 (D 0 C%d ICT .0 0 C:) :C to OD M 04 E m 0 a) (m U3 -Rp 0000 0— ooq (L do g�RgRpp tv- CO in—C4 Of V w 40 IT T to- lo 0 00.0ctovoa cess ooaoa Deas as 06 CO z Z !� DO I I 0 - 0) 0_0 co" e�ooaa Doses aces cv) LLJ 'V- CN d ci 0 boo tq00000 00000 oaaoc o400 d d iqo oo a oaoao oaooa omoaa C,4d,60 ;q000co conoo c; X33tn C14 q� er R > W-L LLf L M IOL.M 13L. 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