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Item 6C TIA TRAFFIC IMPACT ANALYSIS FOR
CRESCENT GREEN
SOUTHLAKE, TEXAS
DeShazo Project No.17042
Prepared for:
Hat Creek Development
P.O Box 92747
Southlake,TX 76092
Prepared by:
DeShazo Group, Inc.
Texas Registered Engineering Firm F-3199
400 South Houston Street, Suite 330
Dallas,Texas 75202
214.748.6740
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May 3, 2017
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DeShazo Group
DeShazo Group, Inc.
April 4,2017
Traffic Impact Analysis for
Crescent Green
DeShazo Project No.17042-
Table of Contents
EXECUTIVESUMMARY .........................................................................................................................i
PRELIMINARY SITE PLAN.....................................................................................................................iii
INTRODUCTION..................................................................................................................................... 1
Purpose.............................................................................................................................................................1
ProjectDescription...........................................................................................................................................2
StudyParameters.............................................................................................................................................2
StudyArea.........................................................................................................................................................2
TRAFFIC IMPACT ANALYSIS................................................................................................................3
Approach...........................................................................................................................................................3
Background Traffic Volume Data....................................................................................................................3
ExistingVolumes............................................................................................................................................3
Projected Background Traffic Volumes..........................................................................................................4
Site-Related Traffic...........................................................................................................................................4
TripGeneration..............................................................................................................................................4
Trip Distribution and Assignment...................................................................................................................5
Site-Generated Traffic Volumes.....................................................................................................................5
Traffic Operational Analysis—Roadway Intersections...............................................................................5
Description.....................................................................................................................................................5
AnalysisTraffic Volumes................................................................................................................................6
Summaryof Results.......................................................................................................................................7
Traffic Operational Analysis—Roadway Links............................................................................................9
Description.....................................................................................................................................................9
Summaryof Results.....................................................................................................................................10
SITEACCESS REVIEW....................................................................................................................... 10
DrivewaySpacing...........................................................................................................................................10
Deceleration Lane Analysis...........................................................................................................................11
IntersectionSight Distance...........................................................................................................................11
SUMMARY OF FINDINGS AND RECOMMENDATIONS..................................................................... 11
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Traffic Impact Analysis
Table of Contents
DeShazo Group, Inc.
April 4,2017
LIST OF TABLES:
Table 1. Development Program Summary
Table 2. Historical Daily Traffic Volume Growth Trend
Table 3. Projected Trip Generation Summary
Table 4. Preliminary Traffic Signal Warrant Analysis Results Summary
Table 5. Peak Hour Intersection Capacity Analysis Results Summary(Signalized Intersections)
Table 6. Peak Hour Intersection Capacity Analysis Results Summary(Unsignalized Intersections)
Table 7. Roadway Link Capacity Analysis Results Summary
Table 8. Median Spacing Summary
Table 9. Driveway Spacing Summary
LIST OF EXHIBITS:
Exhibit 1. Site Location and Study Area Map
Exhibit 2. Existing Roadway Geometry and Traffic Control
Exhibit 3. Sight Distance Analysis
LIST OF APPENDICES:
Appendix A. Traffic Volume Exhibits
Appendix B. Detailed Traffic Volume Data
Appendix C. Site-Generated Traffic Supplement
Appendix D. Detailed Intersection Capacity Analysis Results
Appendix E. Site Access Review Supplement
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Traffic Impact Analysis
Table of Contents
Deshazo Group, Inc.
April 4,2017
EXECUTIVE SUMMARY
The services of Deshazo Group, Inc. (Deshazo) were retained by Hat Creek Development to
conduct a Traffic Impact Analysis (TIA) for the proposed Crescent Green residential development
("the Project") located at northwest corner of Southlake Boulevard (FM 1709) and Shady Oak
Drive in Southlake,Texas. The Project will consist of 57 single-family lots. Buildout of the Project
is estimated to occur in 2020. A TIA is required by the City of Southlake for zoning and site plan
as part of the Project's approval process.
The purpose of this report is to summarize the traffic operational characteristics of the
background conditions within a specific study area and to measure the projected incremental
impact related to the Project as determined by standardized engineering analyses. The study
parameters used in this TIA are based upon the requirements of the City of Southlake and the
Texas Department of Transportation (TxDOT) and are consistent with the standard industry
practices used in similar studies.
The following findings and recommendations are based upon buildout of the subject property in
accordance with the development scenario outlined in the Project Description section of this
report.
FINDING 1:The signalized intersection of Southlake Boulevard (FM 1709) and Shady Oak Drive is
currently operating at an acceptable LOS during the analyzed peak hours. It is expected to
continue to operate at an acceptable LOS under both Site Plan A and Site Plan B buildout
conditions.
FINDING 2: The unsignalized intersection of Shady Oaks Drive and Unity Way is currently
operating at acceptable LOS during the analyzed peak hours. It is expected to continue to operate
at an acceptable LOS under Site Plan A and Site Plan B buildout conditions.
FINDING 3: The unsignalized intersection of Southlake Boulevard (FM 1709) and Timber Lake
Place is currently operating at LOS F due to the difficulty northbound left-turning vehicles
encounter on Southlake Boulevard (FM 1709) during the AM and PM peak hours.When Driveway
2 is added to the intersection at Site Plan A buildout, the southbound left-turn vehicles are
expected to have difficulty finding adequate gaps to turn left into Southlake Boulevard (FM 1709)
during the peak hours due to heavy traffic. Therefore, traffic wanting to go eastbound on
Southlake Boulevard (FM 1709) out of Driveway 2 during the peak hours are expected to use
Driveway 1 on Shady Oak Drive.
+ RECOMMENDATION:A traffic signal warrant analysis maybe performed to determine if the
installation of a traffic signal is warranted at this location for Site Plan A.
FINDING 4:The unsignalized intersection of Driveway 1 and Shady Oak Drive is currently
operating at an acceptable LOS during the analyzed peak hours. It is expected to continue to
operate at an acceptable LOS under Site Plan A and Site Plan B buildout conditions.
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DeShazo Group, Inc.
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FINDING 5: Based upon the auxiliary lane thresholds for the City of South lake and TxDOT, no right-
turn lanes are warranted for Driveway 1 on Shady Oak Drive at Site Plan A and Site Plan B buildout
conditions and for Driveway 2 on Southlake Boulevard (FM 1709) Site Plan A buildout conditions.
END
Crescent Green
Traffic Impact Analysis
Table of Contents
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April 4,2017
Technical Memorandum
To: Mr. Kosse Maykus Hat Creek Development
From: Mark Mathis, P.E. DeShazo Group, Inc.
Date: April 4, 2017
Re: Traffic Impact Analysis for Crescent Green in Southlake,Texas
DeShazo Project Number 17042
INTRODUCTION
The services of DeShazo Group, Inc. (DeShazo) were retained by Hat Creek Development to
conduct a Traffic Impact Analysis (TIA) for the proposed Crescent Creek residential development
("the Project") located at northwest corner of Southlake Boulevard (FM 1709) and Shady Oak
Drive in Southlake,Texas. A site location map is provided for reference in Exhibit 1.
Hat Creek Development is seeking a zoning and site plan approval from the City of Southlake to
facilitate development of the Project. Submittal of a TIA, prepared by a registered professional
engineer experienced and skilled in the field of traffic/transportation engineering, is one of the
requirements of the City of Southlake as part of the Project's approval process. This TIA was
prepared in accordance with industry and local standards by registered professional engineers
employed by DeShazo. DeShazo is a licensed engineering firm based in Dallas, Texas, that
provides professional services in traffic engineering, transportation planning, and related fields.
Purpose
The purpose of a TIA is to determine if any improvements to the adjacent transportation system
are needed to maintain a satisfactory level of service, an acceptable level of safety, and
appropriate access for a proposed development. A TIA is site specific investigation of traffic
conditions in a localized area and is not a substitute for area-wide or regional transportation
planning, which are responsibilities of the local and regional government agencies.
To achieve this objective, this report summarizes the traffic operational characteristics of the
background conditions within a designated study area and the projected incremental impact of
the Project as determined through standardized engineering analyses. Based upon the results of
this analysis, DeShazo may recommend measures to mitigate traffic impacts that excessively or
unduly effect safety or operational efficiency. Some mitigation may be attributable, in part or in
whole, to the proposed development. It is intended that the findings and recommendations
presented in this study provide information to the public and the governing agency regarding
potential transportation improvements that may be warranted. But, also, this study is intended
to provide a credible basis upon which the governing agency may determine whether some
actions may be required as a condition of the Project's approval.
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DeShazo Group, Inc.
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Project Description
The Project will consist of 57 single-family residential lots and will be built in one phase. Buildout
of the Project is estimated to occur in 2020. There are two site plan options for the proposed
development: Plan A and Plan B. Site Plan A will have two access connections: one across from
Timber Lake Place off Southlake Boulevard (FM 1709) and one off Shady Oak Drive. Site Plan B
will have only one public access connection off Shady Oak Drive. An emergency vehicle only
driveway is also provided off Southlake Boulevard. A summary of the proposed development
program, by phase, is provided in Table 1. Preliminary site plans for both options for the Project
as prepared by Sage Group, Inc. are attached following the Executive Summary.
Table 1. Development Program Summary
210 Single Family Detached Housing 57 DU
NOTE: The development program provided above is based upon the most current and
complete information available at the time of this study publication.
Study Parameters
The study parameters used in this TIA are based upon the requirements of the City of Southlake
and TxDOT and are consistent with the standard industry practices used in similar studies.
This TIA analyzed the day-to-day traffic operations at time periods that were considered
representative of the overall most critical conditions on the public roadway system with some
effect from the proposed Project. Based upon the prevailing background traffic conditions and
the trip generation characteristics of the proposed development, the following periods were
analyzed:
Typical weekday AM and PM peak hours and Saturday(special event)of adjacent street traffic at:
• 2017 Existing Conditions
• 2020 Background Conditions (Without site-generated traffic)
• 2020 Project Buildout Conditions (Background plus site-generated traffic)
• 2025 Horizon Year Project Buildout Conditions
The following technical assumption was also made in this analysis:
At the request of the City Engineer for the City of Southlake, a peak hour between 7 PM and 9 PM
on Saturday during a typical event at The Marq Southlake was included in this analysis.
Study Area
The study area for a TIA is typically defined to allow an assessment of the most relevant traffic
impacts to the local area. The extent of the study area is discretionary but is generally
commensurate with the scale of the proposed development. Special localized factors may also
be considered. The specific locations included in the study area of this TIA are listed below and
depicted in Exhibit 1.
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Intersections:
(a) Southlake Boulevard (FM 1709) and Shady Oak Drive: Traffic-signal controlled
(b) Timber Lake Place and Southlake Boulevard (FM 1709): STOP-controlled on minorstreet
(c) Shady Oak Drive and Unity Way:STOP-controlled on minor street
(d) Shady Oak Drive and Driveway 1: Stop-controlled on Driveway 1
(e) Southlake Boulevard (FM 1709) and Driveway 2:STOP-controlled on Driveway 2
Roadway Links:
(A) Southlake Boulevard (FM 1709) east of Timber Lake Place
❑ Functional Classification: Principal Arterial
❑ Existing operation and cross-section: six lanes, two-way operation, median-
divided
❑ Existing Posted Speed Limit: 45 mph
❑ Current Daily Traffic Volume: 52,319(03/23/2017)
(B) Shady Oak Drive north of Southlake Boulevard (FM 1709)
❑ Functional Classification: Major Collector
❑ Existing operation and cross-section: two lanes, two-way operation, undivided
❑ Existing Posted Speed Limit: 30 mph
❑ Current Daily Traffic Volume: 4,276 (03/23/2017)
TRAFFIC IMPACT ANALYSIS
Submittal of a Traffic Impact Analysis to the City of Southlake is required as part of the application
process for the Project. The study is provided to the Staff for technical review. Approval of any
recommendations made in this study are also subject to approval of the respective governing
agency.
Approach
The TIA presented in this report analyzed the operational conditions for the peak hours and study
area as defined above using standardized analytical methodologies where applicable. Current(or
recent)traffic volume data were collected on a typical day throughout the study area to represent
existing traffic conditions. Where applicable,growth factors were applied to the existing volumes
to project future background traffic at the site buildout year conditions. Then, traffic generated
by the proposed development was projected using the standard three-step approach: Trip
Generation,Trip Distribution, and Traffic Assignment. By adding the site-generated traffic to the
background traffic, the resulting site-plus-background traffic impact to operational conditions
may be assessed from which approach mitigation measures may be recommended, if needed.
Background Traffic Volume Data
Existing Volumes
Current traffic volumes were collected during the analysis periods at the study area intersections
on Saturday, March 25, 2017 and Thursday, March 23, 2017. Traffic volumes are graphically
summarized in Appendix A; detailed data sheets are provided in Appendix B.
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Projected Background Traffic Volumes
Background traffic growth is defined as the normal growth of traffic that is not directly related to
the subject development of this study. A review of historical traffic volume data can provide an
indication of the local traffic growth patterns. Table 2 provides a comparison of recent traffic
volumes with prior traffic volumes in the vicinity of the subject site, from which DeShazo
calculated an annual growth rate.
Table 2. Historical Daily Traffic Volume Growth Trend
Annual
Roadway Segment Year Volume Growth
Rate
2015 43776 6.64%
2014 41051 -1.21%
Southlake Blvd (FM 1709) between 2013 41554 1.35%
White Chapel Blvd and Byron Nelson Pkwy 2012 41000 5.13%
2011 39000 -4.88%
2010 41000 -
Data Source: A=TxDOT Traffic Count Database System Average Growth Rate: 1.41%
Based upon the historical traffic volumes in the vicinity and the resulting annual growth rates,
DeShazo applied an annual growth rate of two percent (2%) to determine background traffic
growth.
By applying the assumed growth rate(s) described previously, future background traffic volumes
at the Project buildout year (2020) were calculated for the study area intersections. These
volumes are graphically summarized in Appendix A.
Site-Related Traffic
Trip Generation
Trip generation is calculated in terms of"trip ends"—a trip end is a one-way vehicular trip entering
or exiting a site driveway(i.e.,a single vehicle entering and exiting a site represents two trip ends).
Trip generation for this Project was calculated using the Institute of Transportation Engineers(ITE)
Trip Generation manual (9th Edition). ITE Trip Generation is a compilation of actual, vehicular
traffic volume generation data and statistics by land use as collected over several decades by
creditable sources across the country. Using the ITE equations and rates is an accepted
methodology to calculate the projected site-generated traffic volumes for many land uses(though
engineering judgment is strongly advised).
Table 3 provides a summary of the calculated net increase in trip ends generated by the project.
Supplemental information used in the trip generation calculations is provided in Appendix C.
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Table 3. Projected Trip Generation Summary
Land Avera Peak Houril"MPeak Hour Average Saturday Peak Hour of
Use escription "a"y Saturday Generator
Trisl ML0_Ut__TotaJMJWOut Total
210 Single
F2 157 DU 626 13 37 50 40 23 63 602 32 28 60
Family
Totals: 627 13 37 1 50 40 1 23 1 63 603 32 1 28 60
Trip Distribution and Assignment
The distribution and assignment of site-generated trip ends to the surrounding roadway system
is determined by proportionally estimating the orientation of travel via various travel routes. A
global trip distribution was calculated based on the traffic volumes on TxDOT's Traffic Count
Database.This is a subjective exercise based upon professional judgment considering such factors
as directional characteristics of existing local traffic; trip attributes (e.g., trip purpose, trip length,
travel time, etc.), roadway features (e.g., capacity, operational conditions, character of
environment), regional demographics, etc.
Traffic for the proposed development was distributed and assigned to the study area roadway
network based upon consideration of the factors listed above. Separate traffic assignments were
generated for each site plan option. Detailed trip distribution and traffic assignment calculations
and results are summarized in Appendix C.
Site-Generated Traffic Volumes
Site-generated traffic is calculated by multiplying the trip generation value (from Table 3) by the
corresponding traffic assignments (from Appendix C). The resulting cumulative (for all uses) peak
period site-generated traffic volumes at buildout of the Project are graphically summarized in
Appendix A.
Traffic Operational Analysis —Roadway Intersections
Description
The level of performance of civil infrastructure can often be measured through an analysis of
volume and capacity that considers various physical and operational characteristics of the system.
For vehicular traffic an operational analysis of roadway intersection capacity is the most detailed
type of analysis. An industry-standardized methodology for this type of analysis was developed
by the Transportation Research Board and is presented in the Highway Capacity Manual (HCM).
HCM uses the term "Level of Service"(or, LOS)to qualitatively describe the efficiency using a letter
grade of A through F. Generally, LOS can be described as follows:
LOS A =free, unobstructed flow
LOS 8= reasonably free flow
LOS C=stable flow
LOS D =approaching unstable flow
LOS E= unstable flow, operating at design capacity
LOS F=operating over design capacity
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Traffic operational analysis is typically measured in one-hour periods during day-to-day peak
conditions. In most urban settings, LOS C, or better, is desirable, although LOS D is considered to
be acceptable. Nevertheless, periods of LOS E or F conditions are not uncommon for brief periods
of time at major transportation facilities. In some cases measures to add more capacity, either
through operational changes and/or physical improvements, can be identified to increase
efficiency and sometimes raise Level of Service.
For traffic-signal-controlled ("signalized") intersections and STOP-controlled ("unsignalized")
intersections, LOS is determined based upon the calculated average seconds of delay per vehicle.
For signalized intersections the average delay per vehicle can be effectively calculated for the
entire intersection; however, for unsignalized intersections the average delay per vehicle is
calculated only by approach or by individual traffic maneuvers that must stop or yield right-of-
way. For unsignalized intersections of a minor street or driveway and a major roadway, the
analysis methodology often breaks down and yields low Levels of Service (often, LOS F) than
cannot be mitigated unless a traffic signal is installed. However,for a traffic signal to be installed,
the responsible agency that governs the right-of-way must issue their approval subject to very
specific warrant criteria being met and several other operational considerations being satisfied.
Neither Level-of-Service nor delay is considered a criterion for traffic signal installation.
The following table summarizes the LOS criteria for signalized and unsignalized intersections as
defined in the latest edition of the Highway Capacity Manual.
Table 4. HCM Level-of-Service Criteria
A < 10 < 10
B >10-<20 >10-<15
C >20-<35 >15-<25
D >35-<55 >25-<35
E >55-<80 >35-<50
F >80 >50
Analysis Traffic Volumes
Determination of the traffic impact associated with the Project is measured by comparing the
incremental change in operational conditions during peak periods with and without site-related
traffic. Appendix A provides exhibits summarizing the following:
• Existing traffic volumes during study peak hours
• Projected Background traffic volumes at the Site Buildout Year during study peak hours
• Projected Site-Generated traffic volumes during study peak hours
• Projected Background-plus-Site-Generated traffic volumes at the Site Buildout Year
during study peak hours
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• Projected Horizon Year 2025 traffic volumes, including Site-Generated traffic during study
peak hours
A summary of the existing intersection/roadway geometry and traffic control devices is shown in
Exhibit 2.
Summary of Results
Intersection capacity analyses presented in this study were performed using the Synchro software
package. Table 5 and Table 6 provide a summary of the peak period intersection operational
conditions under the analysis conditions presented previously. Detailed software output is
provided in Appendix D.
NOTE: Traffic signal operational parameters used in this analysis were based upon actual,existing
traffic signal operational characteristics observed in the field at the time of traffic data collection.
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April 4,2017
See specific recommendations in the Summary of Findings and Recommendations section of this
report.
Traffic Operational Analysis —Roadway Links
Description
A roadway link is a segment of roadway between two intersections. Roadway link capacity
analysis is a comparison of actual or forecasted traffic volumes to the available roadway capacity.
The capacity of the roadway link is predominantly a function of the roadway's cross-section (i.e.,
number of lanes, lane widths,type of center divider,etc.). Generally, roadway link capacity is less
critical than intersection capacity; however, it can provide a gage of the utilization of given
roadway.
A specific industry standard for roadway link capacity does not exist, but the typical concept is
derived from a base saturation flow rate (i.e., the maximum theoretical rate of continuous flow
under ideal, unobstructed conditions -- in the traffic engineering industry, this value is generally
considered to range between 1,900-2,100 vehicles per lane per hour). A series of adjustment
factors are then applied to the saturation flow rate to reflect the characteristics of a given
location.
The North Central Texas Council of Governments (NCTCOG) —the metropolitan planning agency
for the Dallas-Fort Worth region — has derived internal "hourly service volume" guidelines used
for transportation modelling purposes. The NCTCOG values were based upon the principals
presented in the Highway Capacity Manual with "regional calibration" factors applied. Though
these per-lane capacities, or"Service Volumes" (summarized in the table below),are intended for
modelling purposes,they do provide a reasonable estimate of the roadway capacity.
Hourly Service Volumes by Roadway Function
Principal Arterial Minor Arterial& Collector
Median-Area Type Frontage Road Local Street
Median- Undivided Median- Undivided
DividedDivided. Divided.
L=M • - • - One-Way
CBD
-
CBD 725 650 725 650 475 425
Urban/ 850 775 825 750 525 475
Commercial
Suburban 925 875 900 825 575 525
Residential
Rural 1,025 925 975 875 600 550
To determine the utilization of a roadway, the volume-to-capacity ratio v/c can be calculated—a
v/c ratio of less than 1.0 indicates that the roadway is operating under capacity. NCTCOG's Level
of Service denominations are as follows:
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<_
45% A/B
>45%<_65% C
>65%<_80% D
>80%<_ 100% E
> 100% F
Summary of Results
For roadways adjacent to or in the vicinity of the subject site, the volume/capacity ratio was
calculated for existing and site buildout conditions. A summary of the link capacity analysis is
provided in Table 7. See specific recommendations in the Recommendations section of this
report.
Table 7. Roadway Link Capacity Analysis Results Summary
Roadway Conditions .Hourly Volume Functional Classification Capacity V/C L��
PLANA PLAN B PLANA PLAN B _%6"61d��
Existing 4,601 4,601 Principal Arterial 5,550 0.83 0.83 E E
Southlake Blvd 6-Lanes-Divided Two Way)
between Timber Lake Principal Arterial
Buildout 4,896 4,656 5,550 0.88 0.84 E F
PI and Shady Oak 6-Lanes-Divided Two Way)
Drive Horizon Principal Arterial
5,368 5,128 5,550 0.97 0.92 E E
Year 6-Lanes-Divided Two Way)
Existing 462 462 Major Collector 1050 0.44 0.44 A/B A/B
Shady Oak Dr 2-Lane-Undivided two way)
between Southlake Buildout 541 490 Major Collector 1050 0.52 0.47 C C
Blvd and Unity Way 2-Lane-Undivided two way)
Horizon Major Collector
552 552 1050 0.53 0.53 C D
Year 2-Lane-Undivided two wa
'The hourly volume represents the highest peak hour volume during a 24-hour period.
Based upon the link analysis results above, Southlake Blvd (FM 1709) is expected to operate at an
acceptable LOS even though the roadway capacity is projected to be near roadway capacity during
the weekday and Saturday peak hours. Shady Oak Drive is expected to operate below roadway
capacity and at an acceptable LOS during the weekday and Saturday peak hours.
SITE ACCESS REVIEW
The site access review portion of this study examined spacing requirements for proposed
driveways, the need for auxiliary lanes, and sight distance from proposed driveways along the
existing roadways.
Driveway Spacing
TxDOT controls access connection on Southlake Boulevard (FM 1709) and the City of Southlake
controls access connection on Shady Oak Drive.The TxDOTAccess Management Manual provides
guidelines for new driveways along State Highways based upon the posted speed limit. For a
posted speed limit of 45 mph, the minimum distance between access connections is 360 feet
(refer to TxDOT Table 2-2 in Appendix E).TxDOT considers the spacing between access points as
inside-edge-(of driveway pavement)-to-inside-edge.
The City of Southlake's Driveway Ordinance 634 Section 5.1 Design Standards(Table One) require
a minimum centerline spacing of 150 feet for access connections on collector roads such as Shady
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Oak Drive. Exhibit 3 depicts the approximate location for each proposed access connection on
Southlake Boulevard and Shady Oak Drive.Table 8 summarizes the driveway spacing analysis.
Table 8. Driveway Spacing Summary
Driveway 1 and Residential Driveway to the south 150 280 YES
Driveway 1 and Love Henry Ct 150 1700 YES
Driveway 2 and Residential Driveway to the east 360 660 YES
Driveway 2 and Ginger Ct 360 1420 YES
Note:Site Plans A and B have Driveway 1 in the same location on Shady Oak Drive.
Based upon the driveway spacing summary above, proposed Driveway 1 (Site Plans A and B) on
Shady Oak Drive meets the City of Southlake's minimum centerline driveway spacing
requirements. Proposed Driveway 2 (Site Plan A) also meets TxDOT's meets the minimum
connection spacing requirement along Southlake Boulevard (FM 1709).
Deceleration Lane Analysis
The TxDOT criteria for providing right-turn deceleration auxiliary lanes are outlined in Table 2-3
(Appendix E) of the Access Management Manual. The threshold for roadways with a posted
speed limit less than or equal to 45 MPH is greater than 60 vehicles per hour.
Since the existing posted speed limit is 45 mph on Southlake Boulevard (FM 1709) and the right-
turn volumes into Driveway 2 (Site Plan A) do not exceed 60 vehicles during the AM, PM, and
Saturday peak hours, a right-turn lane is not warranted.
Since an exclusive eastbound left-turn lane into the proposed Driveway 2 already exists on
Southlake Boulevard (FM 1709), ingress left-turn volumes do not need to be evaluated for an
additional left-turn lane.
The City of Southlake's Ordinance 634 Section 5.4 Auxiliary Lanes requires that turn lanes be
provided for any driveway located on an arterial street if the ingress volume exceeds 50 vehicles
in the peak hour. If the existing speed limit on the street facility exceeds 40 mph, a deceleration
lane may be required if 40 right-turn ingress vehicles occur in the peak hour.
Since the existing posted speed limit is less than 40 mph (30 mph) on Shady Oak Drive and the
right-turn ingress volumes into Driveway 1 (Site Plan A and B) do not exceed 40 vehicles during
the AM, PM, and Saturday peak hours, a right-turn lane is not warranted.
Intersection Sight Distance
Sight Distance is the metric used to describe the ability of a motorist to physically see,via a direct
line of sight, objects and/or other vehicles to a degree sufficient to allow safe and efficient use a
roadway in the intended manner. Standardized intersection sight distance criteria are outlined in
the current edition of the American Association of State Highway and Transportation Officials
(AASHTO) A Policy on Geometric Design of Highways and Streets (a.k.a., the "Green Book"). An
assessment of the proposed site Driveways 1 and 2 on Southlake Boulevard (FM 1709) and Shady
Oak Drive shows unobstructed sight distance beyond the minimum required visibility.
Crescent Green
Traffic Impact Analysis
Page 11
Deshazo Group, Inc.
April 4,2017
Consideration of clear sight triangles is recommended in the design phase of the proposed
driveway.
SUMMARY OF FINDINGS AND RECOMMENDATIONS
SITE PLAN A
FINDING 1:The signalized intersection of Southlake Boulevard (FM 1709) and Shady Oak Drive is
currently operating at an acceptable LOS during the analyzed peak hours. It is expected to
continue to operate at an acceptable LOS at Site Plan A buildout conditions.
FINDING 2: The unsignalized intersection of Shady Oaks Drive and Unity Way is currently
operating at acceptable LOS during the analyzed peak hours. It is expected to continue to operate
at an acceptable LOS at Site Plan A buildout conditions.
FINDING 3: The unsignalized intersection of Southlake Boulevard (FM 1709) and Timber Lake
Place is currently operating at LOS F due to the difficulty northbound left-turning vehicles
encounter on Southlake Boulevard (FM 1709)during the AM and PM peak hours.When Driveway
2 is added to the intersection, the southbound left-turn vehicles are expected to be extremely
difficult during the peak hours due to the heavy traffic on Southlake Boulevard (FM 179).
Therefore, Driveway 2 is expected to operate at low LOS during the peak hours.
RECOMMENDATION: A traffic signal warrant analysis maybe performed to determine if
the installation of a traffic signal is warranted at this location.
FINDING 4:The unsignalized intersection of Driveway 1 and Shady Oak Drive is currently operating
at an acceptable LOS during the analyzed peak hours. It is expected to continue to operate at an
acceptable LOS at Site Plan A buildout conditions.
FINDING 5: Based upon the auxiliary lane thresholds for the City of Southlake and TxDOT, no right-
turn lanes are warranted for Driveway 1 on Shady Oak Drive and Driveway 2 on Southlake
Boulevard (FM 1709).
SITE PLAN B
FINDING 1:The signalized intersection of Southlake Boulevard (FM 1709) and Shady Oak Drive is
currently operating at an acceptable LOS during the analyzed peak hours. It is expected to
continue to operate at an acceptable LOS at Site Plan B buildout conditions.
FINDING 2: The unsignalized intersection of Shady Oaks Drive and Unity Way is currently
operating at acceptable LOS during the analyzed peak hours. It is expected to continue to operate
at an acceptable LOS at Site Plan B buildout conditions.
FINDING 3: The unsignalized intersection of Southlake Boulevard (FM 1709) and Timber Lake
Place is currently operating at LOS F due to the difficulty northbound left-turning vehicles
encounter on Southlake Boulevard (FM 1709) during the AM and PM peak hours.
FINDING 4:The unsignalized intersection of Driveway 1 and Shady Oak Drive is currently operating
at an acceptable LOS during the analyzed peak hours. It is expected to continue to operate at an
acceptable LOS at Site Plan B buildout conditions.
Crescent Green
Traffic Impact Analysis
Page 12
DeShazo Group, Inc.
April 4,2017
FINDING 5: Based upon the auxiliary lane thresholds for the City of Southlake, no right-turn lane
is warranted for Driveway 1 on Shady Oak Drive.
END OF MEMO
Crescent Green
Traffic Impact Analysis
Page 13
DeShazo Group, Inc.
Exhibits
Shopping Center
Traffic Impact Analysis
Exhibits
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Appendix A. Traffic Volume Exhibits
Crescent Green Traffic
Impact Analysis
Appen dix A
Al. Existing AM Peak Hour Traffic Volumes ^ North
Not to Scale
N R38
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T, Unity Way
N M
U)
Q
0
0
R88
Southlake Blvd F 1117
1155 �w F
r33 L r9
3091 245'f R T �f
22-* 2899 o
3 12y
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SRK
A2. Existing PM Peak Hour Traffic Volumes ^ North
Not to Scale
w R30
y L r27
Torn Unity Way
CO N
U)
ZY
w
Q
0
0
R86
Southlake Blvd E2820 0,C F2779
r71 yL r4
1660-> IN ?( 93-f R T �f
29-* 1609-> `- (:Y'3 1y
07
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SRK
A3. Existing Saturday Peak Hour Traffic Volumes ^ North
Not to Scale
_Ph. R16
y y r16
Unity Way
07
v
Q
O
D
R37
Southlake Blvd F1290 J CO 1306
F
r31 L r3
945-> IN ?( 19'f T �
4-* ''w 960-> o"'
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SRK
A4. Background AM Peak Hour Traffic Volumes ^ North
Not to Scale
C R40
y L r3
Unity Way
CO CO
U)
ZY
w
Q
0
0
R93
Southlake Blvd F1226 C-0---A 1185
F
r35 L r10
3280 260-f R T �f
22-* 3076-> "l-
3
3 13y
07
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A5. Background PM Peak Hour Traffic Volumes ^ North
Not to Scale
R32
y y r29
Toff Unity Way
1-N
U)
ZY
w
Q
0
0
R91
Southlake Blvd E2993 °°,o 2949
F
r75 y L r4
1762-> 'N ?( 99 R T �f
29-* 1707 " M
3 1y
07
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Cn
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SRK
A6. Background Saturday Peak Hour Traffic Volumes ^ North
Not to Scale
R17
y L r17
Unity Way
07
v
Q
O
D
R39
Southlake Blvd F1369 CD o -<-1 386
r33 d L r3
1003-> 'N ?( 20- T �f
4y 1019- o"'
3
07
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A7. Site Generated AM Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
RO
y r0
Unity Way
Site Driveway 1 Ai
7a R T
21 n �o
Cn
v
Q
N Q
N 0
L
0
CO
Southlake Blvd F4 L F3
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SRK
A8. Site Generated PM Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
CO RO
y r0
Unity Way
Site Driveway 1 CO
5-0
NO
12-
07
ZY
v
Q
N O
>11 v
(6
N 0
�L
0
CO
Southlake Blvd F2 L F10
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A9. Site Generated Saturday Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
RO
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Unity Way
Site Driveway 1 Ai
6a R T
16-* rn o
Cn
v
Q
N O
N 0
L
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CO
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Southlake Blvd � F3 y Fg
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A10. 2020 Background Plus Site Generated AM Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
m cr, R40
y L r3
Unity Way
N M
Site Driveway 1 y
7a R T
21n �cL.O
CO
Cn
Q
N Q
(6
N 0
L
0
CO R3 R96
Southlake Blvd F1229 �� F1189
rH L r10
3-f RTS 261a RTS
3281-> o m 3076 o
22y 3 13y
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All. 2020 Background Plus Site Generated PM Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
Cn� R32
y y r29
Unity Way
I�N
N
O
Site Driveway 1 Ai y
5-0 NO
12-* rn
Cn
v
Q
N Q
N 0
L
0
CO R10 R99
Southlake Blvd E5 O F2959
x75 � yL r4
10-f RTS 103 RTS
1766 O o 1707, '�
29y 1 y
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Al2. 2020 Background Plus Site Generated Saturday Peak Hour Volumes - Plan A ^ North
Not to Scale
N� , R17
y L r17
Unity Way
a�
Site Driveway 1 y
6a R T
16-* 6'
Cn
v
Q
N O
N 0
L
0
CO R8 R46
Southlake Blvd E ;W F1394
i x337 Id L r3
8-f R T 23-f Ff �1006 M 1019,
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A13. 2025 Horizon Plus Site Generated AM Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
°O� R45
y L r4
Unity Way
CO
CO
Site Driveway 1 Ai y
7a R T
21 n "T c.:)
M
Cn
Q
N 0
N 0
L
0
:tf
CO R3 8106
Southlake Blvd '0 F1357 ON F1312
A� r39 L r11
3-f RTS 288 RTS
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A14. 2025 Horizon Plus Site Generated PM Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
P,� R35
y y r32
Unity Way
67 N
N
N
Site Driveway 1 c)0-4
5-0
NO
12-*
N
Cn
Q
N Q
(6
N 0
L
0
CO R10 R109
Southlake Blvd Cn 3266
� r83 y L r5
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A15. 2025 Horizon Plus Site Generated Saturday Peak Hour Traffic Volumes - Plan A ^ North
Not to Scale
Cn
R19
y y r19
CO U')
Unity Way
CO
rn
Site Driveway 1 A y
6a R T
16-* cy'60,
Cn
v
Q
N Q
N 0
L
0
CO R8 R50
Southlake Blvd -4 F1514 �� F1538
r36 Id L r4
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4-*
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A16. Site Generated AM Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
RO
y r0
Unity Way
Site Driveway 1 Ai
7a R T
30- o
Cn
v
Q
O
0
Southlake Blvd F13 d L R6
5-> o 0 5 -f o
--i0->
3
07
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SRK
A17. Site Generated PM Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
CO RO
y r0
Unity Way
Site Driveway 1 CO
5-0 N
O
18-* co
Cn
v
Q
O
0
Southlake Blvd Fg Id L R18
14-> o0 14- o
--i0->
3
CT
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A18. Site Generated Saturday Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
RO
y r0
Unity Way
Site Driveway 1 Ai
6a R T
23-* N o
Cn
v
Q
O
0
Southlake Blvd F10 L R14
11� 00
--i0->
3
07
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SRK
A19. 2020 Background Plus Site Generated AM Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
�C R40
y L r3
Unity Way
N M
Site Driveway 1 y
7a R T
30- Q
CO
Cn
Q
0
R99
F1239 F1185
Southlake Blvd r35 L r10
3285 265'f R T �f
22y 3076 o
3 13y
07
cn
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cn
Cn
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SRK
A20. 2020 Background Plus Site Generated PM Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
CO� R32
y y r29
Unity Way
1-N
N
O
Site Driveway 1 c,,O y
5-0 N
O
18—*
Cn
ZY
v
Q
O
0
R109
Southlake Blvd F3001
-Pi. C:) F2949
r75 y L r4
1776-> 'N ?( 113RT �f
29-* 1707 '—":TM
3 1y
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A21. 2020 Background Plus Site Generated Saturday Peak Hour Volumes - Plan B ^ North
Not to Scale
N� , R17
y L r17
14 Unity Way
rn
Site Driveway 1 y
6a R T
23-* N O
Cn
ZY
M
Q
O
0
R54
Southlake Blvd F1379 o w F1386
r33 d L r3
1014-> 'N ?( 31 aT �f
4-* W 1019- o"'
3
07
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sv
cn
Cn
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SRK
A22. 2025 Horizon Plus Site Generated AM Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
°°o R45
y L r4
Unity Way
M�
CO
Site Driveway 1 y
7a R T
30-* rn
M
Cn
Q
0
0
R109
Southlake Blvd F1366 0� F1309
r39 'd L r11
3626-> IN ?( 292a R T �f
22-* 3397- o
3 14y
07
cn
sv
cn
Cn
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SRK
A23. 2025 Horizon Plus Site Generated PM Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
�� R35
y y r32
C14 Unity Way
M N
N
N
Site Driveway 1 Ai y
5-0 N
O
18-* co
N
Cn
Q
0
R119
Southlake Blvd 3256
r83 y L r5
1959-> IN ?( 123'f R T �f
29-* 1885-> r- m
3 1y
07
cn
sv
cn
Cn
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SRK
A24. 2025 Horizon Plus Site Generated Saturday Peak Hour Traffic Volumes - Plan B ^ North
Not to Scale
Cn
R19
y y r19
CO LO
Unity Way
CO
rn
Site Driveway 1 A CO
6a R T
23-* N
Cn
v
Q
O
0
R58
F1521 F1530
Southlake Blvd r36 L r4
1118 33-fT �f
4y 1125-> o"'
3
07
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Cn
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DeShazo Group,Inc.
April 4,2017
Appendix B. Detailed Traffic Volume Data
Crescent Green Traffic
Impact Analysis
Appendix 8
Page I of 3
Intersection Traffic Movements DeShazo Group,Inc.
Location: Southlake Boulevard(FM 1709)at Timber Lake Place
city/state: Southlake, Texas Data collector(s): Camera
Day/Date: Thursday,March 23,2017 Weather conditions: Mild/Normal Conditions
Project-ID#: 17042 Traffic control: Unsignalized
Data source: CJ-Hensch Description: Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count Timber Lake Place Timber Lake Place Southlake Boulevard Southlake Boulevard
Begin End U L T R U L T R U L T R U L T R
7:00 AM 7:15 AM 0 2 0 11 0 0 0 0 0 0 788 0 0 1 147 0
7:15 AM 7:30 AM 0 5 0 21 0 0 0 0 0 0 815 4 0 9 236 0
7:30 AM 7:45 AM 0 3 0 34 0 0 0 0 0 0 826 3 0 2 305 0
7:45 AM 8:00 AM 0 2 0 21 0 0 0 0 0 0 732 12 0 7 299 0
8:00 AM 8:15 AM 0 1 0 21 0 0 0 0 0 0 718 3 0 15 315 0
8:15 AM 8:30 AM 0 1 0 19 0 0 0 0 0 0 635 6 0 2 235 0
8:30 AM 845 AM 0 1 0 23 0 0 0 0 0 0 605 4 0 4 208 0
845 AM 900 AM 0 2 0 10 0 0 0 0 0 0 615 4 0 5 211 0
Intersection PH V.- 0 77 0 97 0 0 0 0 0 0 3,091 22 0 33 1,155 0
PHF.' 0.00 0.55 0.00 0.77 0.00 0.00 0.00 0.00 0.00 0.00 0.94 0.46 0.00 0.55 0.92 0.00
Intersection Peak Hour. 7.15 AM-8.-15 AM Intersection PHF- 0.94
Study Area PHV: 0 11 0 97 0 0 0 0 0 0 3,091 22 0 33 1,155 0
PHF: 0.00 0.55 0.00 0.71 0.00 0.00 0.00 0.00 0.00 0.00 0.94 0.46 0.00 0.55 0.92 0.00
F-Study Peak Hour: 7:15 AM-8:15 AM Study Area PHF: 0.94
4:00 PM 4:15 PM 0 1 0 14 0 0 0 0 0 0 317 5 0 18 667 0
4:15 PM 4:30 PM 0 2 0 14 0 0 0 0 0 0 436 3 0 12 638 0
4:30 PM 4:45 PM 0 3 0 10 0 0 0 0 0 0 391 6 0 8 638 0
4:45 PM 5:00 PM 0 1 0 14 0 0 0 0 0 0 404 3 0 17 653 0
5:00 PM 5:15 PM 0 2 0 16 0 0 0 0 0 0 374 9 0 18 738 0
5:15 PM 5:30 PM 0 0 0 12 0 0 0 0 0 0 435 4 0 20 675 0
5:30 PM 5:45 PM 0 2 0 13 0 0 0 0 0 0 446 5 0 19 724 0
5:45 PM 6:00 PM 0 1 0 9 0 0 0 0 0 0 405 11 0 14 683 0
Intersection PH V.- 0 5 0 50 0 0 0 0 0 0 1,660 29 0 71 2,820 0
PHF., 0.00 0.63 0.00 0.78 0.00 0.00 0.00 0.00 0.00 0.00 0.93 0.66 0.00 0.89 0.96 0.00
Intersection Peak Hour. 5.•00 PM-6.•00 PM Intersection PHF- 0.96
Study Area PHV: 0 5 0 50 0 0 0 0 0 0 1,660 29 0 71 2,820 0
PHF: 0.00 0.63 0.00 0.78 0.00 0.00 0.00 0.00 0.00 0.00 0.93 0.66 0.00 0.89 0.96 0.00
F-Study Peak Hour: 5:00 PM-6:00 PM Study Area PHF: 0.96
Observations:
File:C2X3HRS-4L&12 vPe&XLS
Page 2 of 3
Intersection Traffic Movements DeShazo Group,Inc.
Location: Southlake Boulevard(FM 1709)at Shady Oak Drive
city/state: Southlake, Texas Data Collector(s): Camera
Day/Date: Thursday,March 23, 2017 Weather Conditions: Mild/Normal Conditions
Project-ID#: 17042 Traffic Control: Signalized
Data Source: CJ-Hensch
Time of Northbound on Southbound on Eastbound on Westbound on
Count Driveway Shady Oak Drive Southlake Blvd Southlake Blvd
Begin End U L T R U L T R U L T R U L T R
7:00 AM 7:15 AM 0 1 0 2 0 3 0 7 0 19 774 1 3 2 137 5
7:15 AM 7:30 AM 0 0 0 0 0 11 2 10 0 36 760 0 1 1 237 12
7:30 AM 7:45 AM 0 2 0 0 0 17 0 19 0 62 794 8 5 3 276 14
7:45 AM 8:00 AM 0 1 0 1 0 20 1 21 0 79 655 3 5 3 292 36
8:00 AM 8:15 AM 0 1 0 0 0 25 1 24 0 68 690 1 8 2 312 26
8:15 AM 8:30 AM 0 1 0 1 0 11 0 16 0 49 657 6 3 1 218 20
8:30 AM 845 AM 0 0 0 2 0 14 1 20 0 28 555 6 3 3 202 19
845 AM 900 AM 0 1 0 5 0 18 1 11 0 16 607 5 4 8 204 11
Intersection PH V, 0 4 0 7 0 73 4 74 0 245 2,899 72 79 9 7,117 88
PHF., 0.00 0.50 0.00 0.25 0.00 0.73 0.50 0.77 0.00 0.78 0.97 0.38 0.59 0.75 0.90 0.67
Intersection Peak Hour 7.75 AM-8.75 AM Intersection PHF.- 0.95
Study Area PHV: 0 4 0 1 0 73 4 74 0 245 2,899 12 19 9 1,117 88
PHF: 0.00 0.50 0.00 0.25 0.00 0.73 0.50 0.77 0.00 0.78 0.91 0.38 0.59 0.75 0.90 0.61
F-Study Peak Hour: 7:15 AM-8:15 AM Study Area PHF: 0.95
4:00 PM 4:15 PM 0 2 1 9 0 24 1 53 0 17 300 2 16 3 634 19
4:15 PM 4:30 PM 0 3 0 3 0 22 0 29 0 17 406 0 7 0 633 19
4:30 PM 4:45 PM 0 3 2 2 0 15 1 27 0 14 400 1 9 2 638 16
4:45 PM 5:00 PM 0 6 3 5 0 12 1 42 0 30 378 0 12 0 637 24
5:00 PM 5:15 PM 0 4 1 4 0 27 0 32 0 15 378 0 10 2 736 18
5:15 PM 5:30 PM 0 1 1 3 0 22 0 37 0 25 419 0 10 1 650 28
5:30 PM 5:45 PM 0 1 0 1 0 14 1 32 0 36 416 1 7 0 725 26
5:45 PM 6:00 PM 0 1 2 1 0 22 0 29 0 17 396 0 9 1 668 14
Intersection PH V.- 0 7 4 9 0 85 1 130 0 93 1,609 1 36 4 2,779 86
PHF., 0.00 0.44 0.50 0.56 0.00 0.79 0.25 0.88 0.00 0.65 0.96 0.25 0.90 0.50 0.94 0.77
Intersection Peak Hour 5.00 PM-6.00 PM Intersection PHF.-
Study Area PHV: 0 7 4 9 0 85 1 1300 93 1,609 1 36 4 2,779 86
PHF: 0.00 0.44 0.50 0.56 0.00 0.79 0.25 0.88 0.00 0.65 0.96 0.25 0.90 0.50 0.94 0.77
F-Study Peak Hour: 5:00 PM-6:00 PM Study Area PHF: 0.96
Observations:
File:C2X3HRS-4L&12Mv Peds.XLS
Page 3 of 3
Intersection Traffic Movements DeShazo Group,Inc.
Location: Shady Oak Drive at Unity Way
city/state: Southlake, Texas Data collector(s): Camera
Day/Date: Thursday,March 23,2017 Weather conditions: Mild/Normal Conditions
Project-ID#: 17042 Traffic control: Unsignalized
Data source: CJ-Hensch Description: Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count Shady Oak Drive Shady Oak Drive Unity Way Unity Way
Begin End U L T R U L T R U L T R U L T R
7:00 AM 7:15 AM 0 0 19 2 0 2 13 0 0 0 0 0 0 0 0 0
7:15 AM 7:30 AM 0 0 41 2 0 2 21 0 0 0 0 0 0 0 0 4
7:30 AM 7:45 AM 0 0 60 11 0 5 36 0 0 0 0 0 0 0 0 13
7:45 AM 8:00 AM 0 0 91 10 0 10 45 0 0 0 0 0 0 1 0 9
8:00 AM 8:15 A M 0 0 80 12 0 7 50 0 0 0 0 0 0 2 0 12
8:15 AM 8:30 AM 0 0 50 5 0 4 30 0 0 0 0 0 0 1 0 5
8:30 AM 845 AM 0 0 28 2 0 5 41 0 0 0 0 0 0 2 0 4
845 AM 900 AM 0 0 10 7 0 4 30 0 0 0 0 0 0 0 0 2
Intersection PH V.- 0 0 281 38 0 26 161 0 0 0 0 0 0 4 0 39
PHF. 0.00 0.00 0.77 0.79 0.00 0.65 0.81 0.00 0.00 0.00 0.00 0.00 0.00 0.50 0.00 0.75
Intersection Peak Hour. 730 AM-8.30 AM Intersection PHF.- 0.83
Study Area PHV: 0 0 272 35 0 24 152 0 0 0 0 0 0 3 0 38
PHF: 0.00 0.00 0.75 0.73 0.00 0.60 0.76 0.00 0.00 0.00 0.00 0.00 0.00 0.38 0.00 0.73
F-Study Peak Hour: 7:15 AM-8:15 AM Study Area PHF: 0.79
4:00 PM 4:15 PM 0 0 33 2 0 5 66 0 0 0 0 0 0 3 0 8
4:15 PM 4:30 PM 0 0 34 2 0 7 42 0 0 0 0 0 0 1 0 4
4:30 PM 4:45 PM 0 0 23 3 0 12 43 0 0 0 0 0 0 4 0 4
4:45 PM 5:00 PM 0 0 42 10 0 9 41 0 0 0 0 0 0 7 0 7
5:00 PM 5:15 PM 0 0 33 4 0 3 43 0 0 0 0 0 0 5 0 8
5:15 PM 5:30 PM 0 0 46 3 0 7 52 0 0 0 0 0 0 5 0 4
5:30 PM 5:45 PM 0 0 58 11 0 4 31 0 0 0 0 0 0 5 0 14
5:45 PM 6:00 PM 0 0 23 7 0 9 41 0 0 0 0 0 0 12 0 4
Intersection PH V.- 0 0 179 28 0 23 167 0 0 0 0 0 0 22 0 33
PHF. 0.00 0.00 0.77 0.64 0.00 0.64 0.80 0.00 0.00 0.00 0.00 0.00 0.00 0.79 0.00 0.59
Intersection Peak Hour. 4.45 PM-5.45 PM Intersection PHF.- 0.92
Study Area PHV: 0 0 160 25 0 23 167 0 0 0 0 00 27 0 30
PHF: 0.00 0.00 0.69 0.57 0.00 0.64 0.80 0.00 0.00 0.00 0.00 0.00 0.00 0.56 0.00 0.54
F-Study Peak Hour: 5:00 PM-6:00 PM Study Area PHF: 0.88
Observations:
File:C2X3HRS-4L&12 vPe&XLS
Page I of 3
Intersection Traffic Movements DeShazo Group, Inc.
Location: Southlake Boulevard(FM 1709)at Timber Lake Place
City/State: Southlake, Texas Data Collector(s): Camera
Day/Date: Saturday, March 25, 2017 Weather conditions: Mild/Normal Conditions
Project-ID#: 17042-01 Traffic Control: Unsignalized
Data Source: CJ-Hensch Description: Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count Timber Lake Place Timber Lake Place Southlake Blvd Southlake Blvd
Begin End L T R L T R L T R L T R
7:00 PM- 7:15 PM 2 0 12 0 0 0 0 214 1 6 325 0
7:15 PM- 7:30 PM 1 0 6 0 0 0 0 282 2 10 349 0
7:30 PM- 7:45 PM 2 0 8 0 0 0 0 199 0 9 264 0
7:45 PM- 8:00 PM 2 0 7 0 0 0 0 250 1 6 352 0
8:00 PM- 8:15 PM 0 0 4 0 0 0 0 160 2 10 265 0
8:15 PM- 8:30 PM 1 0 3 0 0 0 0 150 2 9 284 0
8:30 PM- 8:45 PM 1 0 2 0 0 0 0 157 2 5 297 0
8:45 PM- 9:00 PM 2 0 2 0 0 0 0 144 0 9 248 0
Intersection PHV 7 0 33 0 0 0 0 945 4 31 1,290 0
PHF.- 0.880.00 0.69 L0.00 0.00 0.00 0.00 0.84 0.50 0.78 0.92 0.00
Intersection Peak Hour.- 7.-00 PM-8:00 PM Intersection PHF. 0.89
Study Area PHV: 7 0 33 0 0 0 945 4 31 1,290 0
PHF: 0.88 0.00 0.69 0.00 0.00 0.00 L_0.000 ..0.84 0.50 0.78 0.92 0.00
Study Peak Hour: 7:00 PM -8:00 PM Study Area PHF: 0.89
Observations:
File:C1X5HRS-4L&12Mv.XLS
Page 2 of 3
Intersection Traffic Movements DeShazo Group, Inc.
Location: Southlake Boulevard(FM 1709)at Shady Oak Drive
City/State: Southlake, Texas Data Collector(s): Camera
Day/Date: Saturday, March 25, 2017 Weather conditions: Mild/Normal Conditions
Project-ID#: 17042-02 Traffic Control: Signalized
Data Source: CJ-Hensch
Time of Northbound on Southbound on Eastbound on Westbound on
Count Driveway Shady Oak Drive Southlake Blvd Southlake Blvd
Begin End L T R L T R L T R L T R
7:00 PM- 7:15 PM 0 0 3 12 0 9 7 225 0 1 329 8
7:15 PM- 7:30 PM 0 0 1 10 0 12 4 266 0 1 348 8
7:30 PM- 7:45 PM 0 0 1 10 0 1 3 216 0 1 273 12
7:45 PM- 8:00 PM 0 0 0 6 0 5 5 253 0 0 356 9
8:00 PM- 8:15 PM 0 0 0 7 0 10 4 160 0 0 265 9
8:15 PM- 8:30 PM 0 0 0 5 0 3 3 154 0 0 296 13
8:30 PM- 8:45 PM 0 0 0 10 0 6 4 154 0 0 303 10
8:45 PM- 9:00 PM 0 0 0 2 0 8 7 132 0 0 256 8
Intersection PHV 0 0 5 38 0 27 19960 0 3 1,306 37
PHF.- 0.00 0.00 0.42 LO79 0.00 0.56 0.68 0.90 0.00 0.75 0.92 0.77
Intersection Peak Hour.- 7.-00 PM-8:00 PM Intersection PHF.- 0.92
Study Area PHV: 0 0 5 38 0 27 19 960 0 3 1,306 37
PHF: 0.00 0.00 0.42 0.79 0.00 0.56 0.68 0.90 0.00 0.75 0.92 0.77
Study Peak Hour: 7:00 PM -8:00 PM Study Area PHF: 0.92
Observations:
File:C1X5HRS-4L&12Mv.XLS
Page 3 of 3
Intersection Traffic Movements DeShazo Group, Inc.
Location: Shady Oak Drive at Unity Way
City/State: Southlake, Texas Data Collector(s): Camera
Day/Date: Saturday, March 25, 2017 weather conditions: Mild/Normal Conditions
Project-ID#: 17042-03 Traffic Control: Unsignalized
Data Source: CJ-Hensch Description: Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count Shady Oak Drive Shady Oak Drive Driveway Unity Way
Begin End L T R L T R L T R L T R
7:00 PM- 7:15 PM 0 13 0 2 10 0 0 0 0 5 0 5
7:15 PM- 7:30 PM 0 10 2 1 15 0 0 0 0 8 0 5
7:30 PM- 7:45 PM 0 18 2 0 10 0 0 0 0 1 0 5
7:45 PM- 8:00 PM 0 12 0 0 8 0 0 0 0 2 0 1
8:00 PM- 8:15 PM 0 14 1 0 13 0 0 0 0 0 0 2
8:15 PM- 8:30 PM 0 15 1 0 5 0 0 0 0 0 0 2
8:30 PM- 8:45 PM 0 16 0 0 8 0 0 0 0 4 0 0
8:45 PM- 9:00 PM 0 11 2 0 6 0 0 0 0 1 0 3
Intersection PHV 0 53 4 3 43 0 0 0 16 0 16
PHF.- 0.00 0.74 0.50 0.38 0.72 0.00
Lo-,-000,00 0.00 0.50 0.00 0.80
Intersection Peak Hour.- 7.-00 PM-8:00 PM Intersection PHF. 0.82
Study Area PHV: 0 53 4 3 43 0 0 0 0 16 0 16
PHF: 0.00 0.74 0.50 0.38 0.72 0.00 0.00 0.00 0.00 0.50 0.00 0.80
Study Peak Hour: 7:00 PM -8:00 PM Study Area PHF: 0.82
Observations:
File:C1X5HRS-4L&12Mv.XLS
EB Southlake Boulevard East of Timber Lake Place
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 16 10 14 10 50
3/23/2017 1:00 6 4 8 6 24
2:00 4 11 8 10 33
3:00 3 17 17 20 57
4:00 31 46 58 90 225
5:00 96 144 184 241 665
6:00 319 458 550 660 1987
7:00 787 812 844 768 3211
8:00 734 613 674 610 2631
9:00 527 496 478 460 1961
10:00 372 325 370 411 1478
11:00 344 392 396 379 1511
12:00 358 362 362 396 1478
13:00 480 435 384 378 1677
14:00 388 374 367 336 1465
15:00 337 389 417 361 1504
16:00 320 438 406 412 1576
17:00 379 437 448 410 1674
18:00 373 366 316 352 1407
19:00 276 252 231 239 998
20:00 178 159 162 148 647
21:00 114 112 101 72 399
22:00 60 52 54 56 222
23:001 36 54 56 22 168
TOTAL: 27048
The A.M. peak hour from 7:00 to 8:00 is 3211
The P.M. peak hour from 16:45 to 17:45 is 1676
3500
3000
2500
2000
LU
>1500
1000
500
0
00 .00 .00 00 .00 00 .00 00 .00 00 .00 00 00 .00 .00 00 .00 00 00 00 .00 .00
O• 1• '�• k. �• �. l• �. I• ^O. `^• ^'V, Nb, ^b• Nle, ,`co• NA• N ^�• LO• Lam• �1• �5•
TIME
WB Southlake Boulevard East of Timber Lake Place
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 36 29 15 21 101
3/23/2017 1:00 24 12 10 4 50
2:00 7 10 7 4 28
3:00 7 8 16 6 37
4:00 5 12 10 18 45
5:00 13 32 50 45 140
6:00 50 94 98 113 355
7:00 144 243 299 300 986
8:00 321 226 210 211 968
9:00 253 258 293 220 1024
10:00 251 252 300 280 1083
11:00 292 331 312 301 1236
12:00 358 347 359 328 1392
13:00 386 378 416 502 1682
14:00 444 410 423 428 1705
15:00 451 492 464 530 1937
16:00 663 632 640 654 2589
17:00 786 679 727 678 2870
18:00 624 580 541 518 2263
19:00 454 426 391 349 1620
20:00 394 368 284 286 1332
21:00 258 275 268 176 977
22:00 167 140 129 104 540
23:001 102 82 71 56 311
TOTAL: 25271
The A.M. peak hour from 7:15 to 8:15 is 1163
The P.M. peak hour from 17:00 to 18:00 is 2870
3500
3000
2500
LU 2000
>1500
1000
500
0 rn
00 .00 .00 00 .00 00 .00 00 .00 .00 00 00 .00 .00 00 .00 00 00 00 .00 .00 .00 .00
O• �• '�• k. �• �. l• �. :Ili,^O. `^• ^1• ^�• ^b• ^l�. ^O. NA• N ^O. LO• �^. �1• any.
TIME
NB Shady Oak Drive South of Unity Way
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 1 0 0 0 1
3/23/2017 1:00 0 0 1 0 1
2:00 0 0 0 0 0
3:00 0 0 0 2 2
4:00 0 0 2 0 2
5:00 1 0 1 3 5
6:00 3 6 20 20 49
7:00 20 44 74 107 245
8:00 92 57 36 22 207
9:00 32 30 24 35 121
10:00 26 30 40 42 138
11:00 30 30 27 29 116
12:00 23 21 39 29 112
13:00 44 46 29 24 143
14:00 41 24 25 22 112
15:00 47 65 52 34 198
16:00 38 36 27 60 161
17:00 34 53 63 34 184
18:00 34 28 44 38 144
19:00 27 31 24 29 111
20:00 22 13 12 15 62
21:00 20 8 8 2 38
22:00 3 3 5 3 14
23:00 3 2 2 3 10
TOTAL: 2176
The A.M. peak hour from 7:30 to 8:30 is 330
The P.M. peak hour from 16:45 to 17:45 is 210
300
250
200
LU
150
J
O
100
50
0
00 .00 .00 00 .00 00 .00 00 .00 00 .00 00 00 .00 .00 00 .00 00 00 00 .00 .00 .00 .00
O• �• nb. k. 'b. �. l• �. �• ^O. `^• ^1• ^3. ^b• ^�. ^O. NA• ^�• ^1• LO• �^. �1• any.
TIME
SB Shady Oak Drive South of Unity Way
TIME 0:00 0:15 0:30 0:45 TOTAL
Date Began: 0:00 0 2 0 2 4
3/23/2017 1:00 0 0 0 0 0
2:00 0 2 0 0 2
3:00 0 0 2 0 2
4:00 0 0 0 3 3
5:00 0 2 0 2 4
6:00 5 3 7 14 29
7:00 16 22 36 44 118
8:00 56 30 46 32 164
9:00 24 28 24 18 94
10:00 26 24 34 26 110
11:00 24 34 30 28 116
12:00 31 26 34 28 119
13:00 60 56 56 38 210
14:00 42 23 25 29 119
15:00 28 40 55 84 207
16:00 72 47 50 52 221
17:00 55 58 44 52 209
18:00 56 37 23 42 158
19:00 34 34 27 26 121
20:00 18 17 11 11 57
21:00 7 5 2 4 18
22:00 2 3 2 1 8
23:00 1 1 3 2 7
TOTAL: 2100
The A.M. peak hour from 7:45 to 8:45 is 176
The P.M. peak hour from 15:30 to 16:30 is 258
250
200
150
LU
J
O
> 100 - — — — — — — — r
50
0
00 .00 .00 00 .00 00 .00 00 .00 00 .00 00 00 .00 .00 00 .00 00 00 00 .00 .00 .00 .00
O• �• nb. k. 'b. �. l• �. �• ^O. `^• ^1• ^3. ^b• ^l�. ^O. NA• N ^�. LO• �^. �1• any.
TIME
DeShazo Group, Inc.
April 4,2017
Appendix C. Site-Generated Traffic Supplement
Crescent Green Traffic
Impact Analysis
Appendix C
W
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—"50QD!e!Shazo Group
0
O
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l
1 Unity Way
0
N
0
O
N
Site Driveway 1 A)
(20%)---4
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m
m
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(B
0
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U)
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25%--I 10%—�o Southlake Blvd
1o�ro—► �
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(B
Y
(B
L
LEGEND
H
XX% Inbound
(XX%) Outbound
Traffic Assignment - Plan A EXHIBIT
TIA for Crescent Green in Southlake,Texas C2
—"50QD!e!Shazo Group
0
N
1 U n ity Way
0
N
0
O
N
Site Driveway 1 A)
(20%)--4
(80%)--N
O
00
m
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35%---► 35%-00 Southlake Blvd
N
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N
(Q
i
N
E LEGEND
H
XX% Inbound
(XX%) Outbound
Traffic Assignment - Plan 6 EXHIBIT
TIA for Crescent Green in Southlake,Texas C3
DeShazo Group,Inc.
April 4,2017
Appendix D. Detailed Intersection Capacity Analysis Results
Crescent Green Traffic
Impact Analysis
Appendix D
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April 4,2017
Appendix E. Excerpts from the City of Southlake and TxDOT Access Management Manual
Crescent Green Traffic
Impact Analysis
Appendix E
r
TABLE QNE
(including notes on the following page)
Criteria Street Residential
Commercial& Service Driveway
Classification Driveway Multi-Family
Driveway
Driveway Throat S.H- 114&frontage roads 12-20 f
Width* 24-40 ft. 3048 ft.
F.M. 1938,F.M. 1709,S-14.26 12-20& 24-40 ft. 3048 ft.
Arterial 12-20 ft. 24-40 ft.
30-4$ ft.
Collector 12-20 ft. 2440 ft.* ` 30-48 ft.*
Local Street 12-20 ft. 24-40 ft.* 24-36 ft.*
Driveway Curb S.H. 114&frontage roads 20-25 ft
Radius* 20-30 ft. 25-40 ft.
F.M. I938,F.M. 1709,S.H.26 20-25 ft. 20-30 ft.
25-40 ft.
Arterial 20-25 ft. 20-30 ft.
25-30 ft.
Collector 15-20 ft. 10-20 ft.* 10-20 ft.*
Local Street 5-10 ft. 10-20 ft.*
10-20 ft.*
mum Distance to S.H. 114&frontage roads 150 ft.
section Along 200 ft. 200 ft.
Roadway$ F.M. 1938, F-M. 1709, S.H.26 150 ft. 500 ft.
zoo ft.
Arterial 150 ft. 200 ft. 200 ft.
Collector 50 ft. 150 ft.* 150 ft.*
Local Street 30 ft. 100 ft_s 100 ft.*
Minimum Centerline S.H. 114&frontage roads 80 ft.
Driveway Spacing 500 ft.♦ 500 ft.♦
Along Roadwayf F.M. 1938,F.M. 1709,S.H.26 80 fL 500 ft.< 250 ft.*
Arterial 100 ft. 250 ft.
250 ft.*
Collector 40 ft 150 ft.*
150 ft.•
Local Street 20 ft. 100 ft.• 100 ft.*
TABLE ONE NOTES:
* The requirements for Driveway Throat Width and Driveway Curb Radius are for standard undivided two-way
operation and may be varied by the Director if traffic volumes, truck usage,common driveways,and other
factors warrant such.
t The minimum centerline spacing does not implicitly determine the number of driveways allowed.Driveways
served by deceleration lanes may be spaced at closer intervals if approved by the Director.See Section 5.2(b)
for additional restrictions on driveway locations along S.H. 114 frontage roads.
$ Distance measured from the intersecting R_O.W. line to the centerline of the driveway.See Section 5.2(b)for
additional restrictions on driveway locations along S.H. 114 frontage roads.
�k Service driveway centerline spacing may be reduced to 150'if the ingress/egress volume is less than 50 vehicles
per day and if the service driveway is a secondary driveway ancillary to a commercial driveway within the
same development.
♦ The minimum centerline spacing may be reduced to 250'provided that the driveway is connecting directly to a
frontage road and provided that it meets the criteria in Section 5.2(b).
Refer to Section 5.2(c).Commercial,multi-family and service driveways may not be permitted on collector or
local streets.
rr The minimum centerline spacing may be reduced to 250'for right-in/right-out driveways.Refer to Section
5.2(a)-
5.2 GENERAL DESIGN CRITERIA
a. DRIVEWAYS ON F.M. 1709, F-M. 1938 & INTERSECTING ARTERIALS:
The minimum centerline spacing for full-access driveways on F.M. 1709 &F.M.
1938 is 500 feet as per Table One; however, the minimum centerline spacing may
be reduced to 250 feet for right-in/right-out driveways in accordance with
Appendix 1. Driveways constructed within 250 feet of an intersection of F.M.
1709 or F.M. 1938 and an arterial shall be right-in/right-out only. All right-
in/right-out drives shall be designed in accordance with Appendix 5 and shall
have signs placed at the Applicants expense indicating right turn in only facing
the street and right turn out only facing the property.
b. DRIVEWAYS ON S.H. 114: Driveways along S.H. 114 (and its future frontage
roads) shall be designed in accordance with Texas Department of Transportation
(TxDOT) access control guidelines as applicable to the conceptual design and
alignments of the proposed reconstruction of S.H. 114. Driveways will be not be
allowed within areas indicated as "access denied" as per Appendices 2 & 3.
c. DRIVEWAYS PROHIBITED: Commercial, multi-family and service driveways
shall not be permitted on collector or local streets unless the tract or lot has no
other public access. In the event there is no other public access, commercial,
- 9 -
driveway sight distance may be insufficient, the Applicant will be required to
submit vertical and horizontal information prepared by a registered Professional
Engineer to the City Engineer that verifies adequate sight distance is available for
the proposed driveway location.
I. SITE PLAN REQUIRED: A site plan showing all existing right-of-way,
easements, curbs, storm drain inlets, flumes, underground and overhead utilities,
trees and sidewalks shall be required for each non-residential driveway permit
application. The proposed driveway grades shall also be shown for a minimum
distance of fifteen(15') feet past the right-of-way line. All driveways and median
openings within 150 feet of the subject property on both sides of each abutting
street shall be shown on the site plan. If an adjacent street contains a wised
median, showing driveway(s) on the opposite side of the street shall not be
required unless a median opening is present or proposed.
5.3 RESIDENTIAL STANDARDS
a. CIRCULAR DRIVES: Circular drives are allowed on residential lots not fronting
on arterial or collector thoroughfares. There shall be 25' minimum distance
between the two interior portions of the drives at the R_O.W. line. The minimum
lot frontage required to construct a circular drive is 70 feet.
b. COMMON DRIVE WIDTH: A residential driveway shared by two or more
properties shall have a minimum throat width of twelve(12') feet. A common
access easement shall also be required as described in Section 3.5. Shared
residential driveways may be required for adjoining residential lots on major
street facilities to reduce the number of access points on those roadways.
c. ACCESS TO MAJOR STREET FACILITY: Driveway access to a residential lot
from any major street facility shall not be permitted unless that lot has no other
public access. if such a driveway is approved on a major street facility,an off-
street maneuvering area approved by the Director shall be provided to ensure that
vehicles will not back into the public street. Driveway access to a residential lot
from a collector street may be denied if either(a)the lot has access to a local
street or(b) the proposed access would create a traffic flow or safety problem
unless there is no other access.
5.4 AUXILIARY LANES
a. WHEN REQUIRED: As a condition of a Driveway Permit,the Applicant shall
provide a deceleration lane for any driveway located on an arterial street if the
right turn ingress volume exceeds 50 vehicles in the design hour(150 vehicles if
the design hour occurs on a Sunday). If the existing or future speed limit on the
street facility exceeds 40 MPH, a deceleration lane may be required if 40 right
- 12 -
turn ingress vehicles occur in the design hour(100 vehicles if the design hour
occurs on a Sunday).
b. DRIVEWAYS PROHIBITED: No driveway shall be permitted within the
transition area of any separate right turn or deceleration lane.
c. EXTENSION OF RIGHT TURN LANE: When a driveway is approved within
the separate right turn lane of a public street intersection, the lane shall be
extended a minimum of fifty (50') feet in advance of the driveway.
d. CONTINUOUS DECELERATION LANE: A continuous deceleration lane may
be required as a condition of a driveway permit when two or more deceleration
lanes are planned and their proximity necessitates that they be combined for
proper traffic flow and safety. The transition taper for a continuous deceleration
lane shall not extend into or beyond a public street intersection.
e. LEFT TURN LANES ON UNDIVIDED ROADS: On undivided arterial
roadways, a left tum lane and taper may be required as a condition of the
driveway permit when the product of the projected left turn ingress volume(50
minimum) and the opposing volume per lane exceeds 25,000 in any design hour.
In such cases, a Traffic Impact Analysis shall be provided by the Applicant to
analyze the present and future traffic volumes to verify that the left turn lane is
necessary to maintain minimum levels of traffic flow and safety.
f. LEFT TURN LANES ON DIVIDED ROADS: On divided arterial roadways, the
Applicant shall, as a condition of the permit, construct a left tum lane at an
existing public street median opening when the proposed driveway will be served
by such median opening and no left turn lane exists in the median.
g. TEMPORARY AUXILIARY LANE: The Director may require a temporary
auxiliary lane to be constructed on existing arterial roadways that are planned for
future improvement.
h. DECELERATION LANE EXTENSION: In the event the Applicant is allowed to
locate a driveway connecting to a deceleration lane within one hundred(100') feet
of an arterial intersection,the Applicant shall be required to extend the
deceleration lane to such intersection. The one hundred (100') feet shall be
measured from the nearest edge of the driveway throat to the nearest R.O.W. line
of the intersecting arterial.
i. CONSTRUCTION COSTS: 'The Applicant shall be responsible for the design,
right-of-way adjustment of utilities, and construction costs of any auxiliary lane
and street widening required as a condition of the driveway permit. If for any
reason an auxiliary lane required under this Ordinance cannot be constructed in
conjunction with the driveway by the Applicant, the Applicant may be required to
place all necessary funds in escrow with the City.
- 13 -
Chapter 2 Access Management Standards Section 3 Number Location, and Spacing ofAccess
Connections
Table 2-2:Other State Highways Connection Spacing Criteria
Other State Highways Minimum Connection Spacing(1)(2)(3)
Posted Speed(mph) Distance(ft)
<30 200
35 250
40 305
45 360
>50 425
(1)Distances are for passenger cars on level grade.These distances may be
adjusted for downgrades and/or significant truck traffic.Where present or
projected traffic operations indicate specific needs,consideration may be
given to intersection sight distance and operational gap acceptance measure-
ment adjustments.
(2)When these values are not attainable,refer to the variance process as
described in Chapter 2,Section 5.
(3)Access spacing values shown in this table do not apply to rural highways
outside of metropolitan planning organization boundaries where there is little,
if any,potential for development with current ADT levels below 2000.
Access connection spacing below the values shown in this table may be
approved based on safety and operational considerations as determined by
TxDOT.
Corner clearance refers to the separation of access connections from roadway intersections. Table
2-2 provides minimum corner clearance criteria.
Where adequate access connection spacing cannot be achieved,the permitting authority may allow
for a lesser spacing when shared access is established with an abutting property. Where no other
alternatives exist, construction of an access connection may be allowed along the property line far-
thest from the intersection. To provide reasonable access under these conditions but also provide
the safest operation, consideration should be given to designing the driveway connection to allow
only the right-in turning movement or only the right-in/right out turning movements if feasible.
Auxiliary Lanes
This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux-
iliary lanes consist of left-turn and right-turn movements, deceleration, acceleration, and their
associated transitions and storage requirements. Left-turn movements may pose challenges at
driveways and street intersections. They may increase conflicts, delays, and crashes and often com-
plicate traffic signal timing. These problems are especially acute at major highway intersections
Access Management Manual 2-13 RDOT 07/2011
Chapter 2 Access Management Standards Section 3 Number Location, and Spacing ofAccess
Connections
where heavy left-turn movements take place, but also occur where left-turn movements enter or
leave driveways serving adjacent land development. As with left-turn movements,right-turn move-
ments pose problems at both driveways and street intersections. Right-turn movements increase
conflicts, delays, and crashes, particularly where a speed differential of 10 mph or more exists
between the speed of through traffic and the vehicles that are turning right.
Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left
turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual,
Chapter 3, for proper acceleration and deceleration lengths.
Table 2-3:Auxiliary Lane Thresholds
Right Turn to or from Property(5)
Median Type Left Turn to or from Property
Acceleration Deceleration Acceleration Deceleration
Non-Traversable (2) All Right turn egress> ♦ >45 mph where right
(Raised Median) 200 vph(4) turn volume is>50
vph(3)
♦ <45 where right turn
volume is>60 vph(3)
Traversable(Undi- (2) (1) Same as above Same as Above
vided Road)
(1)Refer to Table 3-11,TxDOT Roadway Design Manual,for alternative left-turn-bay operational considerations.
(2)A left-turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road-
way.A left-turn acceleration lane would interfere with the left-turn ingress movements to any other access
connection.
(3)Additional right-tum considerations:
♦ Conditions for providing an exclusive right-turn lane when the right-turn traffic volume projections are less than
indicated in Table 2-3:
• High crash experience
• Heavier than normal peak flow movements on the main roadway
• Large volume of truck traffic
• Highways where sight distance is limited
♦ Conditions for NOT requiring a right-turn lane where right-turn volumes are more than indicated in Table 2-3:
• Dense or built-out corridor where space is limited
• Where queues of stopped vehicles would block the access to the right turn lane
• Where sufficient length of property width is not available for the appropriate design
(4)The acceleration lane should not interfere with any downstream access connection.
♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection
should be equal to or greater than the distances found in Table 2-2.
♦ Additionally,if the next access connection is signalized,the distance from the end of the acceleration lane taper to
the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2.
(5)Continuous right-tum lanes can provide mobility benefits both for through movements and for the turning vehi-
cles.a Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2-
2.However,when combined with crossing left in movements,a continuous right-turn lane can introduce additional
operational conflicts.
Access Management Manual 2-14 TxDOT 07/2011
