Item 6A and 6B TIA I White Chapel Village
Traffic Impact Analysis
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Southlake, Texas
a Sta me,
r 2435 N. Central Expressway
` Suite 750
Richardson,Texas 75080
214.468.8200
www.stantec.com
C
Prepared for:
RREAF Real Estate & Note Acquisitions
Engineer-in-Charge:
Joshua D. Smith, P.E., PTOE
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JOSHUA D. SMITH
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October 22,2015
Table of Conten]
1 Introduction ................................................................................................................. 1
2 Data Collection & Existing Conditions.....................................................................3
2.1 Traffic Counts & Signal Timing...................................................................................3
2.2 Site Visit.........................................................................................................................4
2.3 Carillon and Southlake Office Plaza Developments.............................................4
2.4 Projected Infrastructure Improvements................................................................... 5
3 Projected Background Growth and Site Traffic.....................................................6
3.1 Projected Background Growth ................................................................................ 6
3.2 Trip Generation ........................................................................................................... 6
3.3 Trip Distribution and Assignment............................................................................... 7
4 Traffic Analysis..............................................................................................................9
4.1 2014 Existing Traffic................................................................................................... 10
4.2 2020 Background Traffic.......................................................................................... 13
4.3 2020 Build-Out Traffic................................................................................................ 18
4.4 2025 Horizon-Year Traffic .........................................................................................25
5 Driveway Analysis......................................................................................................29
5.1 Driveway Spacing ....................................................................................................29
5.2 Auxiliary Lane Analysis .............................................................................................30
5.3 Phase 1 Traffic...........................................................................................................31
6 Conclusions................................................................................................................32
White Chapel Village Traffic Impact Analysis Page i
List of Table
Table1 : Trip Generation .............................................................................................................. 7
Table 2: Intersection Level of Service Thresholds ................................................................... 10
Table 3: Existing Level of Service Analysis................................................................................ 13
Table 4: 2020 Background Level of Service ............................................................................ 16
Table 5: 2020 Build-Out Level of Service..................................................................................23
Table 6: Traffic Signal Intersection Improvement Scenario at Driveway 1/Business
Driveway Level of Service & Delay, 2020 Total Future Condition ........................................24
Table 7: Hooded Left Turn Scenario at Driveway 1/Business Driveway Level of Service &
Delay, 2020 Total Future Condition ..........................................................................................24
Table 8: 2025 Horizon-Year Level of Service............................................................................28
Table 9: Hooded Left Turn Scenario at Driveway 1/Business Driveway Level of Service &
Delay, 2020 Total Future Condition ..........................................................................................29
Table 10: Auxiliary Lane Volume Thresholds for Right Turns ..................................................31
List of Fiaures
Figure1: Site Map......................................................................................................................... 1
Figure 2: Carillon and Southlake Office Plaza Developments Site Map............................... 5
Figure 3: Catchment Area Populations.....................................................................................8
Figure4: Trip Distribution............................................................................................................... 9
Figure 5: 2014 Existing AM Traffic Volumes.............................................................................. 1 1
Figure 6: 2014 Existing PM Traffic Volumes............................................................................... 12
Figure 7: 2020 Background AM Traffic Volumes..................................................................... 14
Figure 8: 2020 Background PM Traffic Volumes ..................................................................... 15
Figure 9: Proposed Roundabout Layout at Highland Street ................................................ 17
Figure 10: 2020 White Chapel Village AM Site Traffic............................................................ 19
Figure 11 : 2020 White Chapel Village PM Site Traffic.............................................................20
Figure 12: 2020 AM Build-Out Traffic Volumes ........................................................................21
Figure 13: 2020 PM Build-Out Traffic Volumes.........................................................................22
Figure 15: 2025 Horizon-Year AM Traffic Volumes ..................................................................26
Figure 16 - 2025 Horizon Year PM Traffic Volumes..................................................................27
White Chapel Village Traffic Impact Analysis Page ii
Introduction
Stantec, Inc. was retained to complete a traffic impact analysis for the White Chapel
Village (project site) — a proposed mixed-use retail, hotel, restaurant, and office
development. The proposed site is located on the southeast corner of White Chapel
Boulevard and the SH 114 eastbound frontage road, north of Highland Street. The site
location is shown in Figure 1.
Figure 1: Site Map
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Aerial Image Source: Google Earth
The project site is expected to contain a 35,000 square-foot shopping center, a 50,000
square-foot office building, a 220 room hotel, and high turnover sit-down restaurants
totaling 15,000 square feet. The site will be accessed by four driveways, with two
coming from White Chapel Boulevard and the other two from the SH 114 eastbound
frontage road. The proposed site plan is shown in Appendix A. It shows detail primarily
for the Phase 1 hotel. The development of the other phases shown is projected but
preliminary. For purposes of this study, the site is expected to be fully built out by the
year 2020. Per TxDOT requirements, analysis for a horizon year of 2025 will also be
considered as part of this study.
White Chapel Village Traffic Impact Analysis Page 1
In addition to the project site, the background developments Carillon and Southlake
Office Plaza, as well as various infrastructure improvements along White Chapel
Boulevard have been included in this study. Both Carillon and Southlake Office Plaza
developments are assumed to be fully built-out in the year 2020 analysis. Roadway
improvements along White Chapel Boulevard include widening from a two-lane
undivided cross-section to a four-lane divided cross section. The intersection of White
Chapel Boulevard and Highland Street, which currently operates under temporary
signal control, will be converted to a two-lane roundabout. These improvements are
also assumed to be complete by 2020.
This report is divided into five main sections which describe the steps taken to complete
this traffic impact analysis:
• Data Collection & Existing Conditions: explains the method for obtaining traffic
counts, signal timings, and existing roadway characteristics
• Proiected Background Growth and Site Traffic: explains the process for
estimating background traffic for future-year analyses, and includes the trip
generation, distribution, and assignment methodology. This section also
describes the inclusion of the Carillon and Southlake Office Plaza developments
and expected roadway improvements in detail.
• Traffic Analysis: includes the traffic analysis done for each scenario for the AM
and PM peak hours.
• Driveway Analysis: describes the steps taken in determining whether the site
meets the requirements of the City of Southlake and TxDOT, and determining
which improvements would be needed to meet those requirements.
• Phase 1 Traffic
The site developer, as described previously, intends to construct the Phase 1 hotel prior
to the other portions of the development. Stantec performed a gualitative analysis
using simplified assumptions and engineering judgment to determine if any of the
previously described improvements would likely be needed prior to opening of the
hotel. The ultimate improvements to be evaluated for potential implementation for
Phase 1 include:
• A traffic signal along White Chapel Boulevard at the intersection of Driveway 1 .
• Deceleration lanes along the SH 114 eastbound frontage road at proposed
Driveways 3 and 4
As shown in Table 1 presented previously, AM traffic from the hotel is projected to
include 69 inbound trips and 48 outbound trips. PM hotel traffic is projected to include
67 inbound trips and 65 outbound trips. Trip flows for the inbound and outbound
movements associated with the hotel are no greater than about 30% of the total trips
(-48 hotel trips / 165 total trips outbound in the AM). Using 30% as an approximation,
the peak directional flows for Phase 1 would be 21 inbound and 14 outbound trips
during the AM peak hour and 20 inbound and 20 outbound trips during the PM peak.
White Chapel Village Traffic Impact Analysis Page 2
By inspection, these traffic volumes are too low to warrant traffic improvements even if
all trips were to be made via a single driveway. Because the developer intends to
construct all four ultimate site driveways prior to opening of the Phase 1 hotel, these low
trip volumes will be divided among the four driveways and different origins and
destinations in proportions similar to those shown in Figure 4, resulting in peak hour
turning movement volumes at individual driveways of roughly 10 or fewer vehicles.
Though Stantec has not conducted actual trip assignment or capacity analysis for
Phase 1, such low volumes of traffic should be accommodated without construction of
a traffic signal for Phase 1 and would not reach the 60 vehicle/hour turning volume
thresholds required to construct the Driveway 3 or 4 deceleration lanes prior to Phase 1 .
• conclusions: provides a summary of analysis results and makes final
recommendations.
2 wum %.viie0ion & Existing Conditions
Traffic Counts & Sianal Timinr
Based on the location of the site, it was determined to study the following intersections
that provide access or are adjacent to the proposed development:
• Kirkwood Blvd. at White Chapel Blvd. (unsignalized)
• SH 114 Frontage Roads at White Chapel Blvd. (signalized diamond interchange)
• Countryside Court at White Chapel Blvd. (unsignalized)
• Business Driveway at 1320-1340 White Chapel Blvd. (unsignalized)
• Highland St. at White Chapel Blvd. (temporary signal)
CJ Hensch & Associates, Inc. was contracted from a previous TIA to collect turning
movement counts at most of the above-listed intersections. The Ione exception was for
the Business Driveway at 1320-1340 White Chapel Blvd., which provides access to a
variety of small office buildings housing tenants such as realtors and a title company.
For the other four study intersections, turning movement counts had been collected on
Thursday, May 29, 2014 and June 3, 2014, and were aggregated into 15-minute counts
for the AM and PM peak periods: the AM peak period was from 7:00-9:00 AM; the PM
peak period was from 4:00-6:00 PM. The Business Driveway turning movement counts
were collected on August 11, 2015 during the same peak periods.
Turning movement volumes were taken from the new 2015 count for analysis. Because
it was collected during summer months when schools are not in session and peak hour
traffic is typically lower due to vacationing commuters, through volumes on White
Chapel Boulevard were balanced from the adjacent 2014 intersection counts. All of
the counts collected are included in Appendix B.
Signal timing data for the intersection of the SH 114 Frontage Roads with White Chapel
Boulevard was obtained from TxDOT.
White Chapel Village Traffic Impact Analysis Page 3
site Visit
A site visit was conducted during part of the PM peak period on Wednesday, August
19, 2015. The existing roadway geometry was observed to verify satellite images of the
area, and the traffic signal operation and traffic patterns around the site were
observed. During the site visit, heavy volumes were noticed along southbound White
Chapel Boulevard from the SH 114 interchange; most of these vehicles were coming
from the SH 114 westbound frontage road. The temporary signal at Highland Street
allowed adequate flow and help minimize delay and queuing along White Chapel
Boulevard.
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Also incorporated into this study are the Carillon and Southlake Office Plaza
developments, as shown in Figure 2. The Carillon development is currently partially built,
but is expected to grow over the next few years. For purposes of this study, the Carillon
development is expected to be fully built-out by 2020. It is located north of the White
Chapel Boulevard/SH 114 interchange, and spans between White Chapel Boulevard
and Carroll Avenue.
Currently, the Carillon development includes a children's medical center (according to
the Carillon Development TIA, this medical center is 69,500 square feet), and around 24
townhomes and 90 single family homes; the development is expected to include
additional townhomes and single family homes, as well as shopping, office, and hotel
land uses. The already constructed portions of the development were not included in
the analysis for this project, as it is presumed that those trips generated are already part
of the existing traffic condition.
The Southlake Office Plaza development, located at the southwest corner of the White
Chapel/SH 114 interchange, will contain a medical/dental office building and an office
building, totaling approximately 80,000 square feet. It is also expected to fully built-out
by 2020.
White Chapel Village Traffic Impact Analysis Page 4
Figure 2: Carillon and Southlake Office Plaza Developments Site Map
Southlake
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Aerial Image Source: Google Earth
'rojected Infrastruc.rure In,proveme,,,3
Improvements are expected to be made along White Chapel Boulevard to improve
traffic operations between SH 114 and Highland Street. These improvements are
expected to be completed by the 2020 design year. The improvements expected are
listed below:
• A two-lane roundabout is expected to be built at the intersection of Highland
Street and White Chapel Boulevard. All intersection movements would use this
roundabout, with the exception of the channelized right turn movement on the
eastbound Highland Street approach.
• White Chapel Boulevard is expected to be widened to four lanes from SH 114
through Highland Street.
• The left turn movement at eastbound Countryside Court is expected to be
removed. Instead, left-turning traffic would turn right onto southbound White
Chapel Boulevard and make a U-turn between Countryside Court and Highland
Street.
According to the Mobility & Master Thoroughfare Plan, part of the Southlake 2025 Plan
by the City of Southlake, the following roadway improvements are expected within the
study area:
• White Chapel Boulevard will be expanded to a four-lane divided arterial
between Southlake Boulevard and Dove Street.
White Chapel Village Traffic Impact Analysis Page 5
• Highland Street will be expanded to a three-lane undivided arterial east of White
Chapel Boulevard.
• Kirkwood Boulevard will be extended as a four-lane divided arterial west of its
intersection with White Chapel Boulevard, roughly paralleling SH 114 on the north
side. Kirkwood Boulevard will also be extended farther east to connect with East
Highland Street, providing an additional outlet for Carillon development traffic
that does not yet exist today.
3 Projected Background Growth and Site Traffic
3.1 Projected Background Growth
To account for expected background growth in the analysis years 2020 and 2025,
TxDOT AADT counts were obtained from TxDOT's online statewide planning maps for
points near the study area. Estimated growth was then applied to each collected
turning movement count. Special consideration was made for turning movement
counts north of the White Chapel/SH 114 interchange, as currently empty land in that
area can be expected to develop between now and 2020. The following growth rates
were assumed for this study:
• 4%: applied to counts north of the White Chapel/SH 114 interchange yearly until
2020
• 2%: applied to counts south of the White Chapel/SH 114 interchange yearly until
2020, and applied to all counts yearly from 2020 to 2025
3.2 Trip Generation
Generating traffic for proposed developments is typically based on information in the
Trip Generation, 9t" Edition, 2012 and the Trip Generation Handbook, 2nd Edition, 2004,
developed by the Institute of Transportation Engineers (ITE). The rates and equations in
these reports were applied to the development to determine the anticipated trips
generated from the development where applicable. Table 2 shows the AM and PM
peak period trips projected for the project site. The trip generation analysis can be
found in Appendix C.
White Chapel Village Traffic Impact Analysis Page 6
Table 1: Trip Generation
Land Use (ITE code in AM Peak PM Peak Trips
Site parentheses) Size Trips In Out In Out
Shopping Center 35k sq. ft. 51 31 143 154
820
White Chapel Office (710) 50k sq. ft. 97 13 23 1 1 1
Village Hotel 310 220 rooms 69 48 67 65
Development High-Turnover (Sit-
Down) Restaurant 15k sq. ft. 89 73 89 59
(932)
Total 306 165 322 389
As approved by the City of Southlake, trip generation for the two background
developments was assumed to be equivalent to that detailed in the previous
"Southlake Office Plaza Traffic Engineering Study" dated July 7, 2014 by Savant Group.
Refer to Appendix D for relevant excerpts from that study.
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Trips beginning and ending within both the project site and the two background
developments were assumed to come from four areas:
• White Chapel Boulevard, north of Kirkwood Boulevard
• White Chapel Boulevard, south of Highland Street
• SH 114, west of White Chapel Boulevard
• SH 114, east of White Chapel Boulevard
The potential catchment area for both sites was assumed to be within eight miles of the
project site in any direction, with the exception of the area north of Grapevine Lake.
This catchment area was divided into four parts, relative to the estimated catchment
area for each access point to the sites. U.S. Census Tracts were then used to estimate
the population of each catchment area. A map of the catchment areas with each
area's population is shown in Figure 3.
White Chapel Village Traffic Impact Analysis Page 7
Figure 3: Catchment Area Populations
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The trip distribution used in this study was applied to both the project site and the
expected new trips to/from the Carillon and Southlake Plaza Office developments. The
share of trips at each access point of the study area is proportional to the population of
each respective catchment area. The trip distribution for this study is shown in Figure 4.
The assigned traffic volumes generated by the two background developments, Carillon
and Southlake Office Plaza, are included in Appendix D.
White Chapel Village Traffic Impact Analysis Page 8
Figure 4: Trip Distribution
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Aerial Image Source: Google Earth
Traffic Analysis
Traffic was analyzed at each intersection of the study area for the AM and PM peak
hours. The following scenarios were analyzed:
• 2014 Existing Traffic
• 2020 Background Traffic: includes projected background growth and the
Southlake Office Plaza and Carillon background development traffic
• 2020 Build-Out Traffic: includes projected background traffic plus full site traffic
for the White Chapel Village site
• 2025 Horizon-Year Traffic: includes projected background traffic and full site
traffic.
Each 2020 and 2025 scenario also incorporated expected infrastructure improvements
along White Chapel Boulevard.
VistroTM version 3 models were also created to assist with trip distribution and assignment
calculations. SynchroTM version 8 was used to perform capacity analysis at each
White Chapel Village Traffic Impact Analysis Page 9
intersection. The capacity analysis functions are based on the Transportation Research
Board's Highway Capacity Manual (HCM), 2000. The HCM is a nationally recognized
standard for performing capacity analyses. Roundabout analysis for 2020 and 2025 for
the intersection of White Chapel Boulevard and Highland Street was performed using
Sidra Intersection TM software, version 6.1 . The reports generated from each Synchro and
Sidra model used are shown in Appendix E and Appendix F, respectively.
Capacity analyses are evaluated based on a level of service that ranges from A
(excellent) to F (poor). Levels of service A through D are generally considered
acceptable and levels of service E and F are considered unacceptable. The level of
service thresholds in the Highway Capacity Manual forsignalized intersections and stop-
controlled intersections are shown in Table 2.
Table 2: Intersection Level of Service Thresholds
Control Delay Per Vehicle (seconds)
LOS Signalized Stop-Controlled
Intersection Intersection
A <_ 10 <_ 10
B >10 and <_20 >10 and <_15
C >20 and <_35 >15 and <_25
D >35 and <_55 >25 and <_35
E >55 and <_80 >35 and <_50
F > 80 > 50
4.1 2014 Existing Traffi,
The existing traffic scenario used collected traffic counts without any applied growth,
and did not consider the project site or any projected development at the Carillon or
Southlake Office Plaza developments. The traffic volumes for the scenario are shown in
Figure 5 and Figure 6 for AM and PM peak periods, respectively. The AM and PM level
of service analysis at each intersection is shown in Table 3.
Most intersections during both peak hours were found to operate at a level of service of
B or better. The intersection at the SH 114 westbound frontage road (WBRF) performs at
LOS E for the PM peak hour due to heavy left-turning traffic in the westbound direction.
White Chapel Village Traffic Impact Analysis Page 10
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Table 3: Existing Level of Service Analysis
LOS
No. Intersection Type Control Approach AM Peak Hour PM Peak Hour
Approach Overall Approach Overall
Kirkwood NB
Blvd at Side Street SB
1 White Stop A A
Chapel WB C B
Blvd
SH 1 14 WB NB B B
2 FR at White Traffic SB B B B E
Chapel Signal WB B F
Blvd
SH 114 EB FR NB B B
3 at White Traffic SB B B B B
Chapel Signal EB B A
Blvd
Countryside NB
Ct at White Side Street SB
4 A A
Chapel Stop EB C C
Blvd
Business NB
Dwy. at Side Street SB
5 White Stop A A
Chapel EB C D
Blvd.
Highland St NB B A
Traffic
at White SB B A
6 Chapel Signal EB B B B A
(Temp.)
Blvd WB B B
*Approach does not have any traffic control and is assumed to operate without
delay.
To improve conditions at the study intersections, the following changes are suggested:
• The PM signal timing should be optimized at the SH 114 interchange to provide
more time to the EB/WB ramps; this would result in an overall LOS C and no worse
than LOS D for any movement.
4.2 2020 Background Traffic
The 2020 background traffic scenario includes background growth applied to existing
traffic counts, and adds traffic from the full build-out of the Carillon and Southlake
Office Plaza developments. The traffic volumes for the scenario are shown in Figure 7.
The AM and PM level of service analysis at each intersection is shown in Figure 8.
White Chapel Village Traffic Impact Analysis 13
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Note that Figures 7 and 8 show the driveways for the proposed White Chapel Village
site with zero volume for reference and comparison with the total future volume analysis
that follows.
The background scenario also assumes that previously recommended improvements
from the Southlake Office Plaza TIA will have been implemented by 2020 so as to
provide a fair baseline for comparison of the impacts of the White Chapel Village site.
Background level of service results are shown in Table 4. Inherent in the Table 4 results
are the following background improvements previously identified to be constructed by
either the City, by TxDOT, or by the background developers:
Table 4: 2020 Background Level of Service
LOS
No Intersection
Cont Approach AM Peak Hour PM Peak Hour
Approach Overall Approach Overall
Kirkwood Traffic NB A B
1 Blvd at White SB A A A A
Chapel Blvd Signal WB B B
SH 114 WB FR Traffic NB A A
2 at White SB D C E D
Chapel Blvd Signal WB C D
SH 114 EB FR Traffic NB C E
3 at White SB A B A C
Chapel Blvd Signal EB C D
Countryside Side Street NB
4 Ct at White Stop SB A A
Chapel Blvd p EB A B
Driveway 2 NB
Side Street
5 White Stop SB A A
Chapel Blvd p WB - -
Business NB A A
Driveway/ Side Street SB
6 Driveway 1 Stop EB C A E A
at White
Chapel Blvd WB - -
NB A A
Highland St
7 at White Round- SB A A A A
Chapel Blvd about EB A A
WB A A
*Approach does not have any traffic control and is assumed to operate without
delay.
White Chapel Village Traffic Impact Analysis 16
• White Chapel Boulevard would be widened to a four-lane divided cross section
as part of the City's project between SH 114 and Highland Street.
• At Kirkwood Boulevard, a traffic signal would be installed. This improvement
would be borne by the Carillon retail/office developer.
• At the SH 114 westbound frontage road, an extra through lane would be added
on the westbound approach and the phasing would be converted to a four-
phase diamond operation.
• At Highland Street, a two-lane roundabout would be installed by the City,
pictured in Figure 9.
=figure 9: Proposed Roundabout Layout at Highland Street
White Chapel
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White Chapel Village Traffic Impact Analysis 17
With background growth and all programmed improvements, overall level of service is
projected to be adequate at all study intersections. The eastbound side-street
approach from the business driveways at 1320-1340 White Chapel Blvd. would operate
at LOS E, but queues would be very short and volume would be far less than capacity.
High delay such as this is common at very low volume driveways on busy streets, and
would not be remedied by any new traffic control devices short of an all-way stop,
traffic signal, or roundabout, none of which would be warranted for such low traffic
volumes. In practice during peak periods, drivers turning from the business driveway are
likely to opt to turn right and then make a U-turn rather than attempt a left turn from the
driveway.
4.s 2020 Build-Out Traffic
The 2020 build-out scenario includes background growth applied to existing traffic
counts, as well as full build-out of both the project site and the two background
developments. Trips were assigned according to the percentages shown previously in
Figure 4. Note that while Driveway 1 will provide full movement access, Driveways 2
through 4 will provide right turn movements only.
Figures 10 and 11 show the site trips for the White Chapel Village site for the AM and PM
peak hours, respectively. Figures 12 and 13 show the total 2020 traffic volumes for the
AM and PM peak hours including all forecast background and project site traffic
demand.
Table 5 shows the results of the capacity analysis performed for the 2020 build-out
scenario. All intersections are projected to operate with acceptable LOS except for the
intersection of White Chapel Boulevard with Driveway 1 (intersection #6). With side
street stop control, LOS would be F at this location during the PM peak hour for both
side street approaches. Delay and queuing would be significant on the westbound
approach since this is the only location among the four driveways for White Chapel
Village where drivers will be able to turn left to exit the site.
White Chapel Village Traffic Impact Analysis 18
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Table 5: 2020 Build-Out Level of Service
LOS
No. Intersection Type Control Approach AM Peak Hour PM Peak Hour
Approach Overall A roach Overall
Kirkwood N B A B
Traffic
1 Blvd at White SB A A A B
Chapel Blvd Signal WB B B
SH 114 WBFR NB A A
2 at White Traffic SB D D E D
Chapel Blvd Signal WB C D
SH 114 EBFR Traffic NB C E
3 at White SB A B A C
Chapel Blvd Signal EB C E
Countryside Side Street NB
4 Ct at White Stop SB A A
Chapel Blvd p EB A B
Driveway 2 NB
Side Street
5 White Stop SB A A
Chapel Blvd p WB B B
Business NB
Driveway/ Side Street SB
6 Driveway 1 Stop EB C A F F
at White
Chapel Blvd WB F F
Highland St NB A A
7 at White Round- SB A A A A
Chapel Blvd about EB A A
WB A A
SH 114 EBFR Side Street NB B B
8 at Driveway Stop EB A * A
3
9 SH 114 EBFR Free EB A A
at On-Ram
SH 114 EBFR Side Street NB A A
10 at Driveway Stop EB A * A
4
*Approach does not have any traffic control and is assumed to operate without
delay.
White Chapel Village Traffic Impact Analysis 23
Two alternative intersection control treatments were developed and modeled for the
intersection of White Chapel Boulevard with Driveway 1 . Table 6 shows that for traffic
signal control at the intersection, overall LOS would be A during both peak hours, with
LOS no worse than C on the westbound approach.
Table _. traffic Sig. al In. ..___.._.. ....r.___..._Jitat Driv,.._j 1/Bus..
Driveway Level of Service & Delay, 2020 Total Future Condition
LOS, Delay (sec)
Intersection Type l Approach AM Peak Hour PM Peak Hour
Approach Overall Approach Overall
Business NB A, 3.3 A, 5.1
Driveway/ Traffic SB A, 2.6 A 3.8 A, 6.0 A, 6.9
Driveway 1 Signal EB B, 15.7 B, 14.0
at White
Chapel Blvd WB B, 17.5 C, 22.4
Table 7 shows the predicted performance of a "hooded left turn" intersection at
Driveway 1. This configuration would involve constructing a median channelization
island in the intersection which would permit left turns from White Chapel Boulevard into
the two driveways but prohibit left turns to White Chapel Boulevard for drivers leaving
each site.
��.:. .: Hooded Left Turn Scenario at Driveway 1/Business Driveway Level of Service &
Delay, 2020 Total Future Condition
LOS, Delay (sec)
No. Intersection TYpel Approach AM Peak Hour PM Peak Hour
Approach Overall Approach Overall
Countryside
Side NB A, 0.6 A, 2.4
4 Court at White Street SB A, 0.5 A, 0.6
Chapel Blvd Stop EB A, 9.8 B, 12.7
Business NB A, 0.1
Driveway/ Traffic SB
6 Driveway 1 at Signal B, 13.2
A, 0.8 A, 1.6
EB B, 10.1
White Chapel
g
Blvd WB B, 15.7 B, 18.2
*Approach does not have any traffic control and is assumed to operate without
delay.
White Chapel Village Traffic Impact Analysis 24
The relatively large volume of drivers leaving White Chapel Village to travel south on
White Chapel Boulevard would need to turn right and then make a U-turn at
Countryside Court. Table 8 therefore shows revised operational results for Countryside
Court also.
Utilizing a hooded left turn would greatly reduce delay and improve level of service at
Driveway 1/Business Driveway during both AM and PM peak periods. Despite the
added northbound U-turn volumes at Countryside Court, the amount of delay and
queue length is minimal for that movement.
Each of the two alternative intersection scenarios analyzed would yield favorable
results that both reduce delay and improve overall level of services at the intersection
of Business Driveway/Driveway 1. Although the hooded left has the lowest overall LOS,
primarily due to free northbound and southbound movements, the signal would also
result in very low delay while providing more convenient left turn egress to southbound
White Chapel Boulevard from the site.
.4 2025 Horizon-Year Traffic
The 2025 horizon-year traffic scenario includes full build-out for all developments,
background growth of the traffic counts, and expected infrastructure improvements
along White Chapel Boulevard. The traffic volumes for the AM and PM scenarios are
shown in Figure 15 and Figure 16, respectively. The AM and PM level of service analysis
at each intersection, assuming all previous improvements, is shown in Table 8.
Table 8 shows the results of the capacity analysis performed for the 2025 horizon-year
scenario. All intersections are projected to operate with acceptable LOS. The SH 114
interchange would expect to have movements during the PM peak that will have
heavy volumes and high delays. However, retiming the diamond to four phases will still
allow the interchange to operate at an acceptable overall level of service. At
Driveway, utilizing a traffic signal would expect to have good level of service results.
Table 9 illustrates the effects of using a hooded left turn treatment at Driveway 1 . Each
of the two alternative intersection control options at Driveway 1 would have improved
results.
White Chapel Village Traffic Impact Analysis 25
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Table 8: 2025 Horizon-Year Level of Service
LOS
No Intersection
Cont Approach AM Peak Hour PM Peak Hour
Approach Overall Approach Overall
Kirkwood NB A B
Traffic
1 Blvd at White SB A A A B
Chapel Blvd Signal WB B B
SH 114 WB FR NB A A
Traffic
2 at White SB D C E D
Chapel Blvd Signal WB D E
SH 114 EB FR Traffic NB D F
3 at White SB A C B D
Chapel Blvd Signal EB C E
Countryside Side NB
4 Ct at White Street SB A A
Chapel Blvd Stop EB A B
Driveway 2 Side NB
5 White Street SB A A
Chapel Blvd Stop WB C B
Business NB A A
Driveway/ Traffic SB A A
6 Driveway 1 Signal EB A B A A
at White
Chapel Blvd WB B C
Highland St NB B A
7 at White Round- SB A A B A
Chapel Blvd about EB A A
WB A A
SH 114 EBFR Side NB B B
8 at Driveway Street EB * A * A
3 Stop
9 SH 114 EBFR Free EB A A
at On-Ram
SH 114 EBFR Side NB A A
10 at Driveway Street EB * A * A
4 stop
*Approach does not have any traffic control and is assumed to operate without
delay.
White Chapel Village Traffic Impact Analysis 28
Table 9: Hooded Left Turn Scenario at Driveway 1/Business Driveway Level of Service &
Delay, 2020 Total Future Condition
LOS, Delay (sec)
No. Intersection Type l Approach AM Peak Hour PM Peak Hour
Approach Overall Approach Overall
Countryside
Side NB A, 0.6 A, 0.4
4 Court at White Street SB A, 0.4 A, 0.5
Chapel Blvd Stop EB A, 9.9 B, 13.0
Business NB A A
Driveway/ Traffic SB
6 Driveway 1 at Signal B, 12.5
A, 0.8 A, 1.7
EB B, 10.0
White Chapel
g
Blvd WB B, 16.5 B, 19.1
*Approach does not have any traffic control and is assumed to operate without delay.
Driveway Analysi.c
As part of this analysis, the project site driveways were evaluated to determine whether
they meet regulations made by the City of Southlake and TxDOT.
Along the SH 114 eastbound frontage road, the project site's driveway spacing with
White Chapel Boulevard and a driveway to the Forest Park Medical Center to the east
was checked. The need for acceleration/deceleration lanes at each driveway
intersection was also checked.
,j.1 Driveway Spacinc
TxDOT's driveway spacing criteria, as per Table 2-1 of the Access Management Manual,
is 360 feet (edge of curb to edge of curb) based on the 45 mph speed limit on the
frontage road. The same spacing is required between driveways and adjacent cross
streets as well as consecutive driveways. Driveway 3 meets TxDOT's driveway spacing
criteria, with 360 feet separating it from the upstream radius return for the U-turn lane at
the SH 114/White Chapel Boulevard interchange, and 713 feet separating it from
Driveway 4 downstream.
Note that Driveway 4 to the site is an existing driveway which will be relocated in
coordination with TxDOT and the Forest Park Medical Center to the east. This driveway
cannot be located closer to Driveway 3 because it would interfere with the denial of
access zone associated with the SH 114 on-ramp. It will be approximately 290 feet from
the Medical Center driveway and thus will require a variance to TxDOT's standard
spacing. During preliminary meetings with TxDOT staff, it was indicated that approval of
this variance is likely based on the denial of access constraint and conditioned on
acceptance of this traffic study.
White Chapel Village Traffic Impact Analysis 29
4uxiliary Lane Analysis
Northbound and southbound left turn lanes will already be provided at Driveway 1 by
the City's upcoming widening project on White Chapel Boulevard. Therefore, no
analysis of left turn lane needs is required.
Northbound Right Turns from White Chapel Blvd. to Driveways 1 and 2: Section 5.4.a of
City Ordinance No. 634 states that right turn auxiliary lanes are required where 50 or
more veh/hour are anticipated for right turn ingress during a peak hour. Based on the
AM (PM) ingress volumes of 52 (54) veh/hr at Driveway 1, a right turn deceleration lane
would by a small margin be required there. However, due to the location of Driveway
1 at the southwest corner of the site, right-of-way for a northbound deceleration lane is
not available. The developer therefore requests a variance from this requirement due to
the small margin by which the criterion is met. For Driveway 2, the ingress right turn
volumes are less than 50 veh/hr in each peak hour, so
Eastbound Right Turns from SH 114 Frontage Road to Driveways 3 and 4: The TxDOT
Access Management Manual specifies in Table 2-3 that deceleration lanes are required
where right turn ingress volumes are expected to be in excess of 60 veh/hr during a
peak hour on roadways with posted speeds less than or equal to 45 mph. Based on the
45 mph posted speed of the eastbound SH 114 frontage road and the maximum peak
hour volumes of 102 veh/hr and 70 veh/hr at these driveways, deceleration lanes will be
required at both Driveways 3 and 4.
Northbound Right Turn from Driveways 3 and 4 to Eastbound SH 114 Frontage Road: The
TxDOT Access Management Manual specifies in Table 2-3 that acceleration lanes are
required where right turn egress volumes are expected to be in excess of 200 veh/hr
during a peak hour. Based on the maximum peak hour right turn volumes of 49 veh/hr
and 58 veh/hr from these site driveways to the eastbound SH 114 frontage road, no
acceleration lane will be required.
Table 10 shows a summary of all proposed driveways for White Chapel Village and their
expected relative to the auxiliary lane threshold volumes.
Based on expected PM peak volumes, the two driveways along the eastbound
frontage road of SH 114 will have heavy eastbound right volumes that will warrant
deceleration lanes at Driveway 3 and Driveway 4. None of the driveways warrant
acceleration lanes.
White Chapel Village Traffic Impact Analysis 30
Table 10: Auxiliary Lane Volume Thresholds for Right Turns
Right Turn to or from Property (<_45 MPH)
Acceleration Deceleration
Lane (Based Lane (Based
on Right turn on Right turn Acceleration
egress) ingress) Deceleration
Lane Lane Required?
TxDOT (City) Required?
Requirement/ >200 vph > 60 (50) vph
Driveway#
No by TxDOT
Requirement;
White Chapel Blvd Yes by City
at Driveway #1 31 54 No Requirement
(Request
variance due to
lack of ROW)
White Chapel Blvd 88 41 No No
at Driveway #2
Eastbound SH 114
Frontage Road at 49 102 No Yes
Driveway #3
Eastbound SH 114
Frontage Road at 58 70 No Yes
Driveway #4
-4 phase 1 Traffi -
The site developer, as described previously, intends to construct the Phase 1 hotel prior
to the other portions of the development. Stantec performed a gualitative analysis
using simplified assumptions and engineering judgment to determine if any of the
previously described improvements would likely be needed prior to opening of the
hotel. The ultimate improvements to be evaluated for potential implementation for
Phase 1 include:
• A traffic signal along White Chapel Boulevard at the intersection of Driveway 1 .
• Deceleration lanes along the SH 114 eastbound frontage road at proposed
Driveways 3 and 4
As shown in Table 1 presented previously, AM traffic from the hotel is projected to
include 69 inbound trips and 48 outbound trips. PM hotel traffic is projected to include
White Chapel Village Traffic Impact Analysis 31
67 inbound trips and 65 outbound trips. Trip flows for the inbound and outbound
movements associated with the hotel are no greater than about 30% of the total trips
(-:48 hotel trips / 165 total trips outbound in the AM). Using 30% as an approximation,
the peak directional flows for Phase 1 would be 21 inbound and 14 outbound trips
during the AM peak hour and 20 inbound and 20 outbound trips during the PM peak.
By inspection, these traffic volumes are too low to warrant traffic improvements even if
all trips were to be made via a single driveway. Because the developer intends to
construct all four ultimate site driveways prior to opening of the Phase 1 hotel, these low
trip volumes will be divided among the four driveways and different origins and
destinations in proportions similar to those shown in Figure 4, resulting in peak hour
turning movement volumes at individual driveways of roughly 10 or fewer vehicles.
Though Stantec has not conducted actual trip assignment or capacity analysis for
Phase 1, such low volumes of traffic should be accommodated without construction of
a traffic signal for Phase 1 and would not reach the 60 vehicle/hour turning volume
thresholds required to construct the Driveway 3 or 4 deceleration lanes prior to Phase 1 .
Conclusions
The proposed White Chapel Village is expected to generate 471 trips during the AM
peak hour and 711 trips during the PM peak. Based on known future improvements and
other developments within the study area, each of the proposed driveways is expected
to operate adequately under most conditions. The following improvements within the
study area are suggested prior to full build-out of the development, but would not be
needed for the Phase 1 hotel:
• Construct a traffic signal along White Chapel Boulevard at the intersection of
Driveway 1 . This will allow the greatest amount of overall flow upon the
completion of all developments at and around White Chapel Village.
• Construct deceleration lanes along the SH 114 eastbound frontage road at
proposed Driveways 3 and 4. The volumes during the PM peak period are
expected to exceed TxDOT requirements.
The following additional improvements in the study area result from impacts caused by
adjacent developments, and are suggested for implementation by the City or the other
developers:
• Add a lane to the westbound approach of the intersection of White Chapel
Boulevard and the SH 114 westbound frontage road, and change that
intersection's phasing to a four-phase diamond. This would especially improve
performance of the westbound left-turn movement at that intersection.
• Install a traffic signal at the intersection of Kirkwood Boulevard and White Chapel
Boulevard. This would decrease delay for side-street traffic at the intersection,
which is expected to grow as the Carillon development builds out. This
improvement will be more practical if — according to Southlake's master
thoroughfare plan — Kirkwood Boulevard is expanded to a four-lane divided
arterial that continues westward from the intersection.
White Chapel Village Traffic Impact Analysis 32