Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
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 .2'E OF T �` CO i. . ...' . J MARK ATHIS May 3, 2017 y /,����c�•l�CEN \C• 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 Crescent Green 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 Crescent Green 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. Crescent Green Traffic Impact Analysis Page DeShazo Group, Inc. April 4,2017 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 ! iif •�f :i?: N 1I • lYY y f _ I f l `!" �`s�,� �,, �+• r ISI LL 47 co co It W L] 6q - ' - • - f• � L f -46 ,5 i +Irl aok" 7-0 IPta � s J �"•�# yp� � U C L 9 Q•u �r19 R n esz. D 1° _ �..y Lnco � co vo� 70 r• Y ou Oil- oleo.A. Ln x oa «z n c C was°r�� DeShazo Group, Inc. 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. Crescent Green Traffic Impact Analysis Page 1 DeShazo Group, Inc. April 4,2017 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. Crescent Green Traffic Impact Analysis Page 2 DeShazo Group, Inc. April 4,2017 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. Crescent Green Traffic Impact Analysis Page 3 DeShazo Group, Inc. April 4,2017 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. Crescent Green Traffic Impact Analysis Page 4 DeShazo Group, Inc. April 4,2017 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 Crescent Green Traffic Impact Analysis Page 5 DeShazo Group, Inc. April 4,2017 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 Crescent Green Traffic Impact Analysis Page 6 DeShazo Group, Inc. April 4,2017 • 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. Crescent Green Traffic Impact Analysis Page 7 V `O m `O u�o }, O R N Q N V N Q LL LL p m a a13 ll� m Q Q O 0 0 o m a 13 U E Qj � m a LL LL LL V m Q m Q a m o^ o ui �aov �v O O O O No m No Q LL LL p m Q Q m Q N N m Q 'i LL LL V m Q m Q Q Q Q Q Q O i+ `o o `o "' oo �nry oo v R N R 01 Ul ^W W yV i2+ LL LL LL p LL m Q Q m Q V N N Qj Qj Ca m C Q V LL LL LL V m m Q m Q G O1 � N V7 G rn O oo rn m vaov ov Q V V LL m V Q Q Q Q Q N N O � O 61 Ul N N-- cc ti ti j n No m N No LL LL LL � p LL m Q Q m Q ❑ v Q N G ry 0 O O b 01 O m b� ❑ U m ,'l V 'i LL LL V m m Q m Q O a a v a a a N a O a N Q V w m a a a ° c Y N Y O ul O ul N I� O ` om m ► om Q 'i 'i p m a a O No No v n 31 Y � O m o Cl! ¢ Y ¢ O m a a LA ° � v v v �ui � v m�v 3 Q Q V w m Q Q Qui j �I �I o Z m Q w LL V m Q Q ❑ N r n o c � p � o cri o `�! o •. c a ~ m 3 z z z m m m z v ` c v o a o a w v2 v o N n c c a n a T j Q v v Q 0 3 p 3 N i i LLi m v d d � � T O T O w Q R v❑j c � O m O v O m J Y � Y Ci m � � ❑ u+ c a a � C N ❑ v� '� v ❑ H ❑ 7 ❑ � � O ❑ v°j 7 - v°j vsj vsj Y Z DeShazo Group, Inc. 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: Crescent Green Traffic Impact Analysis Page 9 DeShazo Group, Inc. April 4,2017 <_ 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 Crescent Green Traffic Impact Analysis Page 10 DeShazo Group, Inc. April 4,2017 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 o a z z � r z m N o � •yam- '� W Q LL 0 t ' W 0Lu Z OC C9 rpZ V iE ,-- 1. S • z 0 =LLI N 0 - (A N w a Pxls la e4o awim 2 LU l o � N cic � 4 a I i `•� ,. � ararep��lg�a. �-��.t o. o n« a 1 � CID a -� 4w to n 9 1 - � �, M`lo• '�hl lam., _-_� � \��//f/�/ / i/I IVV�4CL i, :( Via ' ■V i' aO co c a� c cU) 2 U 0 a •- m M - fa aN. r. a• \ , 1 gin O d in _ H s CL cl a4Nvo QVHScl t 7 z r1 O O D ■V -1 - - }+ CL I � - t • <s r i co o_a 14 L W w Y w (6 r � c O 3 :i M- , •� a DeShazo Group,Inc. April 4,2017 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 y L r3 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 07 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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"' 3 07 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 1� C)10� o 3 m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group 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 14-f o 0 0 � r o 3 CT m v m U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK A9. Site Generated Saturday Peak Hour Traffic Volumes - Plan A ^ North Not to Scale RO y r0 Unity Way Site Driveway 1 Ai 6a R T 16-* rn o Cn v Q N O N 0 L 0 CO 6 Southlake Blvd � F3 y Fg $-> o 0 o 3-Ir o 3 m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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, 4y 3 m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 3623- o r- 3397 ":To 22y 14y m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 10'f RTS 113'f RTS 1949 o 0 1885-> 29y 1 y m v (D U) TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 8-f RTS 25-fT � 1 1 1 0 M1125, o"' 4-* CT m v m TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 cn I sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 07 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group 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 TIA for Crescent Green in Southlake, Texas Deshazo Group 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 TIA for Crescent Green in Southlake, Texas Deshazo Group 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 cn sv cn Cn TIA for Crescent Green in Southlake, Texas Deshazo Group SRK 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 J.I' � rrqq � y W ■/� :OWLCL ' 5, _ F co 1_ U . g —"50QD!e!Shazo Group 0 O N l 1 Unity Way 0 N 0 O N Site Driveway 1 A) (20%)---4 (55%)-- o O m m Y (B 0 N ca U) (B 0 0 0 U O LO _ � k— 25% 20% *— (10%) A) t1h., �— 25% 25%--I 10%—�o Southlake Blvd 1o�ro—► � U (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 c� O c� U) Lr) � 4--- (35%) A) kh, 45% 35%---► 35%-00 Southlake Blvd N U (Q 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 LLI � � \\ \\ \ I { - :E \ \ \ 3 ) : A \ ) « }�Q�Q & e 773 & ! ! g _ < § ® _ ° ■ ■ MEN LLJ \ §4==/° ©k° ° § \ § = � ■�■ ■� { CD _ | MIe /r„/, :TCD [� =2 2 f / CD � \ /rte=/= _ �� CD } � I ) ƒ 2 4 @ @ G @ _ \ \ m gimme@ 5° - � lw Ar I-,- ° \ \ ^ ° � � ° _ �� - � »�■ A® - e6 a £ /$ ■ , \ _ 4 §2±}2)\ - {4» 272/\(\{)\/\ /®\G2{))/2*]f \ .. 0 \ \ - \\])G\ 2 § §\i\Z§)] +7 ,» E we j5 ƒ2%3 §F2 F2 F22=7$<«eA2=Jf/73)52»2 ) 2FE ow 0)2b rN � a x a W T ( O r , , , , , , , , , , , , , , ... , , , , , , , , , , , , , , c•J[h r V LL Z 4NN . . o -N . . . . . . . . . . . . . . m pa , N �m N O d m O O Y a.�� , N� , , , • i , , �6J CJ m O O M m O 3 O m U) z y rc-» o 0o rNv --- -mN rn mwm m .� O� �v-- vv-� o z d 06 � d m ocivm�n m c�� T�c��EF o'ni mom _ - - - aUU = =0000 V H �Hii Utq min>(7ax� ,�U UUUiia d&& ¢xx Uxxxx 0)2b r� x a W t= ►r�� o o�N� N��o`" a � z F o rn N LL m m ,n m I w LL 1 MEN ■ ■ ■ ■ w , Y N N rn N N p a N o W m t LL Z y , � o U) Os m d q p p rn p N T EL OW cu U o \ a > > T T XO J d s ssv U 3 in in o sU_o0 . N U N o,> >a—= U o U U fn to N U UJ \ T J U J rn o'U U U U U U U H �Hii (s u5 oin>c7 a:f U C)C)Uii LLI � � \\ \\ \ jk jfXg 06 ) \ * f ƒ\ \ a w ° § 2■E 4- 4 = & e7}3 » mom§ g ■ ■ MEN LU \ R^��/� )k° ° :E / \ § _ = :E 2222 � � ��� ■�■ ■CD � /_ Me / I� � E �� �__© © ^ - ° _ » f zz@@C } --`®®0® C) _ _ CD /r„/, ,{__= 2 _ mCD ° � \ } X ° / /� MM C� _ _- _ --_ m CD _ _ � « rG@G-M\ \ M- ,-° ° {� __ _ � m�■ �» - e6 /y\\2\\ Wo 'If - {-6—6 \(\{)\/-a-a'= 2{))/2*]f we j52A2 )G\ )J\ g2Jf§\/iZ ] +72 ,]»2E 1Z\\ \ ]3E2E2-* ] » §) 3 , )5)ƒ2%3 » §§ee» -,) at 72»2 g f\ � /\ � \ ■ (Tmom= �� � . . . _ ^ �� ■ ■�■ ■ � � � � r .@ e . . = $ e - --R={ - ==__ __ e . . . . \ �&■\■G� ■G2r■ � § \� / cu ) —55 iF- \6 \\\I2)\) / \){f}§ - 4 / EF333} m» < _ - CD 2b � } ) & / §r==={ . )__>-© \\/§77\` 6G@®mss // �■ ■ ■ ■ ■ \ " " ' \ j i+§° F " ==G�m = � .� .� . . . . . . . . . �==eea 0 U) = 7= - ELcF cu - ~-- / ) - & / _ _ \eOfw 0Q-/ 333} m & < _ - ____ > m 04 04 \\ \\ \ I { - :E \ \ \/ \ g \ 3 ) : A \ ) « }�Q�Q & e 773 & ! ! g \ § ® _ ° ■ ■ MEN 0 24==/= _ CD m ^ & (11 § = �_, >�__� 22CD 22 ~ pi ■�■ ■� { CD _ /r„/, ]q/§[9[� =2 CD CD f / @}° � - _ __ _ _ _ CD � \ CF) __= 2 /r22/� _{ _ © �� � > ® �» �__ CD \ @ _ ) \ 0CD - Ar -,-co \ ^ ° � � ° _ �� - °� »�■ �� - e6 � � § a £ /$ ■ , \ cu §${� }@)\ ±o {§ EE )$(\ - {4» 272/\(\{)\/\ /®\G2{))/2*]f \ 333 ® - 0 \ \ - ;7)#ZZ\\])G\ 2 ®)». g'T -m § §\i\Z we j5)ƒ2%32A2»3*§§ee»7c2 2<<«ea2=Jfa -S ww—C)</]2] g � a 3 � m O m x a ma Y m (6 m ~ � O N O N 47 o o r N , , , , , , , , , , , , , r ■ ■ ■ r N , , , , , , , , , , , , , �z ANN „ o r . . . . . . . . . . . . . . � N X 1 1 1 1 m morn mc.i N H _ o N m m o s. om o m `c o co 3 � O m U) z c---mo o .� � o� � o �vc� o� vvcaO- d 06 � d O N s ssv U 3 in in _ = D .^sU�O . T U w o > >a—_ - - m 3 3 3 x N L> t m�nxxx �U`nm ocivm�n m c�0 mom _ -'-'- aUU = =0000 V H �Hii Uw of 6) o fx� ��U UUUiia d�� ¢xx Uxxxx � a 3 � m O m x a ma cu Y m U 'E m ~ � O O N ►r�� o�`�� "--o`er aO a � z F N , o o--v , , , , , , , , , , , , , , 'n _ F c.i o m o w N o w m t LL Z Y3 �m o o rn N m co m mXO N co v 7 O != m v3 CO N q,o o rn o N T cu 0 16 J d s ssv U 3 inm o sU_o0 . N U N o,> >a—= inxxx3U�� oUUfn to NUUJ 26 C) o'U U U U U U U Uin xin>C7 a:f U C)C)C) d�� a xx :5 U xx xx m 04 04 \\ \\ \ jk j \ \ \ 0 U) ea _ 06 ) \ * f ƒ\ .55 \ a w ° 2§ ■ - 4 = & e7}3 » mom§ g \ \ _ ° ■ ■ ■ ■ ■ /} w CD 22 ° ^ -_, > CD° co & ) _ = 7} ~ ��� ■�■ ■~ /_ / I� �_, �__© © ^ - CD° » zzmm/° @} __ $ � , CD/r— ,{__= 2 _ ° -� °CD CD � \ } X ° / /� _ ) MM C� _ _- _ --_ \ 0 �i22e2 6CD Ec ,- _ 15 \ _ » {� %&&&^ ^� m)■ �» - e6 � � § _ * ) } _ 4 ±o {§LL § § : /f�mz}4E _ �� »� - _{}\\ \/ \ \ - ;7)#ZZ\\])G\®)»®)J\ :g2 § §\i\Z§)] +7 ,» E we j5)ƒ2%32A2»3*§§ee»7222=7$<«eJ2=Jf/73)A-2 EL g 0 /\ m ■ ] w & 04 04 CA ■ ■ ■ d ■ ■ ■ . . _ ( _ /\ rmq={ . ==__ . . . . ƒ\ `^° 4mm//§\§E/ $$@R @ -® § ' ° ° > \�aI / / ) ® - 4 / e�\eOf,>=)2/ , 333} m» IE m 04 04 q . . / . . .. . . . . . . §r==={ . )__>-© )\\§77\^®G ==22 \/ ` ° ^ �■ ■ ■�■ ■ ■ ■ / " " ' \ j = . . . . . . . . . . . . . . ?@Rees 0 9=e»ee $ S 77 e / > - � ® B cF -> _ c - - :5 - & / _ _ e�\eof6) = f:f 333} m» < _ - ____ > ƒ { \ k04 / a 04 \\ \\ \ I { - :E \ \ )/ \ g \ 3 ) : A \ ) « }�Q�Q & e 773 & ! ! g // ` _ ° ■ ■ MEN � \ 24==/= °� ° -_, >�__ _ _ CD° ) § CD pi ■�■ ■� co I --/- _ 04 a /r„/, ,} �� o§\j>2m; :TCD §==�2 CD � \ /r22/� _{__= 2 ® CD_ � __ LL \ > @ _ ) ƒ m4reGm _ � § \ mCD - Ar -,- ___� \ ^ ° � � ° _ �� - °� - -2 - e6 � � § a £ /$ ■ , \ §2±}@)\ Wo - {4» 272/\(\{)\/\ - \/\ \ \ - - ;7)#ZZ\\])G\®)»®)J\ :g2 § §\i\Z§)] +7 ,» E we j5)ƒ2%32A2»3*§§ee»7222=7$<«eJ2=Jf/73)52»223 &//]2] g � � m m m a EL a E o 3 0 o �«� � o , , , , , , , , , , , , , , of I I z ii z H � N 7 O m (,3 U) z N m o m --ori �- -vmm vvmco ; Z co p U m N > > o o > O N s ssv U 3 win .^sU�O . T U w o > > t w A E c>» sr � Jds LL m�nxxx UUU ocivm�n '�c��o'ni > > aUU = =0000 C)C)C) d�� ¢xx U xx xx Q ¢ �rnrno�o 0 o�c.i 0 = z � tO o a o a m m 0 0 mfroo o �No - �� 0 0 -o — N 1 Z > O F�-- ---cam o N m o z in vc'i'�m�n Priv m"'o � U = m o m m o o-N . . . . . . . . . . . . . . _ Fc�.iNo m o� � m U le � � �� w U) N co t w Z o N 3 oo rnN o . . . . . . . . . . . . . . co w- m Tfn mF�� w m��vm ui d p >. cu 0 J d s ssv U 3 in in o o LU_o0 . N U N o>> >a to7 3 E > H UUs 3U >> UFo 7a ��-H1 w xi> :5 MU UU 6ii d U ¢xx :5 U xx xx Q a EL a � E fA ~ m 3 0 m O N O r(S o o . . . . . . . . . . . . . N o r N LL z r N . . . . . . . . . . . . LL z 4mo r . . . . . . . . . . . . . . oa , H mm YrnCDrnmo 3 O m y.5 r�� o 0o rcvv ----------- -- mem m � v v ro d � d of C9 'k t w `—° E U»�cj ds�LL �_ m�inxxxUin in oUUin in m U� T�U�rn mF V H A F x i Uin in ƒ { \ k04 / a 04 \\ \\ \ jk 5 \ \ \ 0 U) ®° G° co ) \ * f 6 \ \\\ \ a w ° § ■ 2- 4 = & e7}3 » mom§ g w ° MENEM � \ /� 22 ° -_, >�__� _ ^ ^ _ ° IE ) § >�__� 2222 � � ��� ■�■ ■CD � / \ __/_ 04 / I� �_, �__© © ^ - CD° ° CD /r„/, ,{__= 2 _ ° ° � \ } X ° /}f § CD @ \ G _ ) ƒ m4== r = , _ _- _ --_ \ 0 �i22e2 ECD : Ar \-,- _ %i i & ^ °� @)■ �» - e6 � � § _ * ) } _ 4 ±o LL § § : /f�mz}4E _ �� »� - _{}\\ ® cu - {4» 272/\(\{)\/ U) - ;7)#ZZ\\])G\®)»®)J\ :g2 § §\i\Z§)] +7 ,» E we j5)ƒ2%32A2»3*§§ee»7222=7$<«eJ2=Jf/73)52»2230//]2] g � � m m m a EL a E o 3 0 O i z Ooo o N v . . . . . . . . . . . . . N N N LL rn N I I m�irn o rn N z x v m U N o m o t U Z m W 3 F o¢ T O m N U) z v- m-v� m m --m-co W o z o o p d � U N > > o > O N s ssv U - m 3 3 3 x N L t w A E c>» � `=°J°'�dsLLm�nxxx �U`nm ocivm�n m c�0 mom _ - - - aUU = =0000 M H �Hii U in xin>(7ax� ,�U UUUiia d�� ¢xx Uxxxx fA m oo rn o - - c-- O v-- m oin opo � o m v� 3 + • MEN m m o� O N 1 Z > O o0o 0 o N mr-- o m - my---N-- vvcam- Ir . . . . . . . . . . . . . . . . . m o 42T o . . . . . . . . . . . . . . m v 3 Y co W LL Z o N 3 TU) ui W LL Id 11 d ■ ■ m z XO C "1 J d s ssv U 3 in in o sU_o0 . N U N o,> w a oa oa fn to N U�J \ T J U J o,F os o_UU = �UUUU rn H �425 Utq xW2 ax e U UU Uii a d�� ¢xx U xx xx Q a EL a � E fA ~ m 3 0 m O N O r tZ m o . . . . . . . . . . . . . N o m N LL z mN N o m . . . . . . . . . . . . z ii z m m 1 1 1 1 �orao H "'oo�ao � o m T 3 (6 � co z N � N cu t Cu w `—° E U»�cj m d� �s�LL �_ in inxxx Ulm oUUmW min>c7ax:5 :E& a xx � cixxxx � /{ \ � \} ` a 04 04 \\ / k I 0 \ \ ® _ ® _ ee o6 ) \ * f ƒ\ \\\ \ a w ° § ■ - 4 4 = & e7}3 » nom§ g /{ ■ ® _ ° ■ ■ ■ ■ ■ ƒ / 24== = , �_, °° _ _ ° \\ cD \ /° cD@} -_, >�__, , _ �� ° _ ` � _ � ■ ■ ■ ■ | § Ed R _} �� xm �_, > ■ ■ » /° _° © ° �� R cD0 Ed /r==/= =f=== 2 __ � \ } X /} f § /° _ ) ƒ L4=z@@ _ _ __ -- - _ _ � « \ 0 cD : � Ar °- ,- ° \ \ ^ {� ° __ °- �� ■ �® - e6 \ ) §$ - {4J!7o (\{)\E-a—a 2{))/2*]f \ \ - \\])G\®)»®)J\ :g2 § +7 ,» E wej5)ƒ2%32A2»3*§§ee»i2e2=J><«eJ2=Jf/Jf)5Af22f &//]2] g � � m m a .. E 0 H 0 o � � om r . . . . . . . . . . . . . . N m m w I I . . . . . . . . . . . . �z U _ w 0 F T o m N U) z '� o m rn v rn rn m m rn rn co ! ��� ' ■ 1 > T T O N s ssv U .^sU�O . T U w o > > t w A E c>>> � `=°J°'�ds LL m�nxxx �U`nm ociv 22 mom _ - - - aUU = =0000 M H �Hii U in xin>(7ax� ,�U UUUiia d�� ¢xx Ux x xx IE y m = m o 0o 0 - m o o ----- - 0 3 O n z N z � . . . . . . . . . . . . . . m . . . . . . . . . . . . . . m Fri�o m cuX 1 1 m H �■ ■ ■ ■ ■ w 7 N p Y v v o m N v o o N U U) (6 w o w N o co t w z o N 0m oo o m . . . . . . . . . . . . . . v o m o > co w o o w m o ar PE _ _ s N 0 # o a > > > T 6 T N U N o,> >a A(n x x x � oa��a a a 2 2 N U OJ T J U J > UUU - - - 3U >> = o,F os m m .� —... �-UU = �UUUU rn H & �HLL Uin xin>c7 ax e :E U 0U 0 u a /{ \ � \} ` a § . . . . . . . . . . . . . . . _ . . � . . __ . . 2 . . . � ■ ■ ■�■ � � � ■ , _ � 2499- % - -... . . _ /\ /\ = y � j (9 - � ■ � / � 3 ) c2 « « ») ® {\) »)\) �) — — — ~— / ° ® - i / _ _ e�\eof,>=)2/ 333} m» < _ - ____ > EL { \ k / a 2 LO 04 ~ (\ } ( { 5q :E K \\ \ � ��� $ % § fE ° ° aI 4 y> E w g{x* W 3 ) : � A \ ) « }�Q�Q MENEM � \ 24==/= °� ° -_, >�__ _ _ CD° ) � � ■�■ ■CD � co I --/- _ j LO_ gr„04 /, ,} �� CD ~ _ __ _ --- CDCF) � \ /r==/� 2{=== 2 _ © �\ f § ��/z ° �® CD \ fn @ _ ) � § \ 0 - r==g= _� ,-co \ ^ ° ° _ �� °� ■�■ �� - j / \5 ) ) ±o {§)$(\ »� - _{}\\ - _»% cu - {4» 272/\(\{)\/ \/\ U) - - ;7)#ZZ\\])G\®)»®)J\ :g2 § §\i\Z§)] +7 ,» E we j5)ƒ2%32A2»3*§§ee»7222=7$<«eJ2=Jf/73)52»223 &//]2] g � � m m m a EL a E o 10 N � LL o rn O = I LO N O N I z o v z x v U j F T O m N U) z > C o rn ��m,n�,n vm co vv mco W o Z U m > > o m > T U w o > > t w mom _ - - - aUU = =0000 (h H �Hii U in xw 0a x� ,�U UUUiia d&& � = z a m m o o 7 a m x m m rn N 0 F�-- ---cam- - o---oN m o O U — LO o m . . . . . . . . . . . . . . o = m o mF x o o-- . . . . . . . . . . . . . . U) O co t LL Z o 3 ��N ' ' oo--v . . . . . . . . . . . . . .04 t� cnv LL x TUU) mF�� x mvrn T > d O C mPE • w - NU # `o ¢ > > > - >` J d s ssvU 3 Win D LUpO . N U N o,> >a 3 3x�2:E 9 � ��N� - L>- Z. a a fn to N U 0ME J \ T J U J > >> � `0���� c m F o s m m o a U�U = U U U U tq H -H1 Utq xin>(7 ax� U UU Uii a d�� ¢xx U xx xx Q a EL a � E fA ~ m 3 0 m . . . . . . . . . . . . LO x v o N O N v v o r . . . . . . . . . . . . . LL z �N o r ch . . . . . . . . . . . . . . m rn �o `o 3 `) Z m d of C9 'k 0 d L L L v U RN C C C D O L U U U . - m 3 3 -C `—° E U»�cj m d� 6s�LL ;9 �m inx xx 3�j w 2 2 oUUmw mF --- 2m 2a �'UU TUU C)C) V H �Hii Utq xin>(7 ax� U UU Uii a d am& ¢xx :5 U xx xx r� Q a EL a N E fA E m 3 m 0 O N O 2 LO 04O N U LL c O� � =U O o x T v m > Y Y O m y O N U t O N U) /^ e V T E 0 x Y O O T E (6 U m . m N 0 N m 3 T U co � a t w - CD q U) Q rn 24— �p �p O N N Qa l o ■ ■ ■ ■ ■ ■ r� � m a Nm ` w o zm co N Do v o oN ON Ov O��c� o 00 ocom o �a N Dov ooc�o oc�o �� o z o 0 O N m z N D o v :E Mo z o O LO mr N z o d N :N o--- -- o O N r U 1 t N N a m N x o o U U N N v o 0 0 0 CF) yrs o � ��� �oovmio ovoova �vNoo o z m d o LL m Y w > N m� �a� � x-� oa-ao�� o0 YwFmm rn z N r �ov��U� o o� m c�c-�m o ` m N U v y .� 0 U) o _ o _ U� —m o m m O m O... n c > m o > cu N LL N � —_ U�,�, U C m A O oa oa N m E y �aa> �ci� as 1ci=�mm nm� = oaoz �� m ` a EL a E o 3 o + i z O tfiN o rn N O = I LO N O N I m o m N . . . . . . . . . . . . . z ii z W 3 F o¢ T O m N U) z > C o rn ------ -- ---- W o m o 0 in z p d � co U > > > o > dsLLm�nxxx �U`nm ocivm�n m c�� T�c��o'ni > > 2m 2a UU = =0000 co xin>(7 ax:5 ,�U UU Uii a d�� ¢xx U xx xx � � z m -- 0 - rn o o--o--r- oo O -o — m m m + z N z ooo Uo o N-�--,n--v o-o - o �v z o� c.i�co�co� z m m CD 04 N U O x . . . . . . . . . . . . . . m o x NONE 3 N U) O co t04 0 LL Z N > co cu 0 XO N � z J d s ssv U 3 in in o sU_o0 . N U N o,> F- Q `m p > UUU - - - 3U >> FS FS o,F os m m � o � �—... � o_UU = �UUUU � rn H �Hii Uw xw 0axe � U UUUiia d�� ¢xx � Uxxxx � EL { \ ) � a m §#a3° m : ' ==mom@ . . . . . . . . . . . . . . . / 04 ~ • 4R --2-V . . _ /\ { ' ==__ _ „ . . . . � 2 _ - _- _ --- _� q ®® j \ | �a £ - ■ ■ � / � cu « « ») ® {\)�»)\) / ° } k ±/j)2)\){f}§ - i / _ - /{ \ � \} ` a 2 LO 04 ~ (\ / k ) f: C 0 \ \ CS ® _ ® _ o6 ) \ * f ƒ\ \\\ \ a w ° § ■ E- 2 4 = C,j » nom§ g /{ ■ 7 = ° ■ ■ MEN �� ° -_, °° _ _ ° \{ cD \ /° _ -_, , _ ° _ ` _ _ � ■ ■ ■ ■ | \ L Ed R _} ��cD > / �_ g�\{A��e 5 ■ ■ ~ �� � \i))/[ __ ��� cD /r„/, __ �, ° � \ } X /} f § /° _ ) __ -- - \ 0 cD : � Ar �- ,- ° \ \ ^ {� ° __ °- �� �■ �® - e6 _ LL -\}\% »% \/ 333 ® - \/\ \ \ - - ;7 \\])G\®)»®)J\ :g2 § + )#ZZ7 ,» E wej5)ƒ2%32A2»3*§§ee»i2e2=J><«ea2=Jf/Jf)5Af22f &//]2] g � � m m a .. E 7 H 0 o �As9 o ---- . . . . . . . . . . . . . . N m w U O = I LO N O N I mF m o m m ' ' ' ' ' ' ' ' ' ' ' ' ' ' z ii z z w v m U H � N _ W j F O m N U) z > '� in z co U N > > > o > N L t w A E c>» � ``°J°'�dsLLm�nxxx �U`nm ocivm�n m c�0 alb = =0000 M H �Hii Uin xin>(7ax� ,�U UUUiia d&&Cc ¢xx Uxxxx m o 0 0 - �w a U ����� � m oo o m U �..E tq to a - o m�m� v 7 F O U m o� 0 m o o o m o N m y LO O x . . . . . . . . . . . . . . m . . . . . . . . . . . . . . -p m m r p m N � m 7 N Y v v o � � m N v . . . . . . . . . . . . . . r p N U) m W o w o co t w z o N 3 o o o m N N . . . . . . . . . . . . . . � rn U o T Id o � s m _ � N � s m U # o a > > > - cC 6 J d s ssv U 3 -0-0 sU_o0 . N U N3x� N d 2 LL j to to x x x > oa a oa oa fn to N U�J \ T J U J = �-UU = �UUUU rn H -mH1 Utq xin>(7 ax� U UU Uii a d&& ¢xx U xx xx :5 Q� r� m ' a � a fA m .. E 3 0 m omFr�� o r . . . . . . . . . . . . . . 0 x �cli� 1 1 1 N O N ` mo r m . . . . . . . . . . . . z ii z mtz co o m . . . . . . . . . . . . . . z x X 1 1 1 1 o�ao H m rn � o c z y. ►ro'� o 0o rc.iN ����mrnv� �vm ��¢ m � d � of 0cu 'k 0 d L L L v U - Cu w � ds�LLm�inxxx Uin in oUU99 m U� T�U�rn coQ `m D > E U A L m m m � .� — o > > `o m mF --- �'UU TUU C)C)c H �� i n� n>c7ax� v c c c �a a�� a xx c xxxx ƒ { \ k04 / a 04 \\ \\ \ I { - :E \ \ )/ \ g \ 3 ) : A \ ) « }�Q�Q & e 773 & ! ! g E\ § ° _ ° ■ ■ MEN � \ 24==/= °� ° -_, >�__ _ _ CD° ) § CD pi ■�■ ■� co I --/- _ 04 a /r„/, ,} �� o§\j>2m; :TCDy==�2 _ � \ /r22/� ® CD_ � __ LL \ > _ ) . b \ 0 - � Ar _� ,- \ � °of »�■ p� - e6 \\@\\ ±o {§)$(\ § § : /f�mz}4E - {4» 2 \/\ \ \ \ - - ;7)#ZZ\\] 2 § §\i\Z§)] +7 ,» E we j5)ƒ2fZA »3*§§ee»7222=7$<«ea2=Jf/73 FE85w 3 &//]2] g E7 � mEL E.. / \ ■ _ . . . . . . . . . . . . . . G \4 = § ' ' ==@ter . . . . . . . . . . . . . . . CID 2+GG° : : ==@�3 = . . . . . . . . . . . . . . \ � _ __ „_- 77 e = _�� . ° ° > \�aI / o 3 ) - \6 \\\I2)\) -C } § )/j)2)\){f - a / \eof,>=)2/ , 333} m» < _ - ____ > ƒ { \ ) � 04 a / - � 2 ) // NONE■ ■ ■ ■ ■ \ \ \ - __}-} /==s-e \ nm g \ U) \ EL ° - j } )\\\ «t� \\ \�� 222\��\ � ��� \ � « f\\G\El E0 \ \ ) �\\\\\}\{)\\ 2 : --- ® \ & / \e1eof,\=)2/ 333} m» < _ - .. 1 > m a x a EL 0 0 m O N O r(S o o . . . . . . . . . . . . . N o r N LL z r N . . . . . . . . . . . . LL z 4mo r . . . . . . . . . . . . . . oa , H mm YrnCDrnmo 3 O m y.5 r�� o 0o rcvv ----------- -- mem m � v v ro d � d of C9 'k t w V H �Hii Utq of 6) U UUUiia d�� ¢xx Uxxxx ƒ { \ k04 / a 04 \\ } ( { I « - ) \0 U) e 06 aI 4 yy § w g{x* w 3 ) : � A \ [ 2 /� ^ & e:: » WG g MENEM � \ /� 22 ° -_, >�__� _ �� _ CD° ) >�__� 2222 � � ��� ■�■ ■CD � / \ __/_ 04 a ]\\2§J§^ `~ 5==°2 CD CF) $ � � , -■ ��■ �a /, ,{__= 2 ° °CD � \ } X ° /}f § CD { _ ) _ _� _ ��_ \ 0 �i22e2 ECD y / 0 - e 6 _ /f�mz}4E »� - _{}3 "f - {4» 272/\(\{)\/\ /®\G2{))/2*]f \ \ \ - - ;7)#ZZ\\])G\®)»®)J\ :g2 § §\i\Z§)] +7 5 ,» E we j5 ƒ2%32A2»3*§§ee»7222=7$<«eA2=Jf/73)52»22 ) &//]2] g � � m m m a EL a E o 3 0 O i z Ooo o N v . . . . . . . . . . . . . N N N w rn N I I m F rn o rn N . . . . . . . . . . . . . z w v m U _ W j F TO m (,3 U) z -v ----- o- mom m maw N m- ,n,nm Z� o co U N > > o > O N s ssv U 3 win .^sU�O . T U w o > > 3 3 3 x N L t w A E c>» � `=°J°'�dsLLm�nxxx �U`nm ocivm�n mom _ - - - > > aUU = =0000 M H AM Uin xin>(7ax� ,�U UUUiia d�� ¢xx Uxxxx r m a d a N E fA ~ m 10 N O N fir--m - o W- z mco- o Or m v . . v . . . x w LL �00No0MEN w , -0 . . . . . . . . . . . . . . x p a (6 =o m Y 3 �m o rn . . . . . . . . . . . . . . U o O m F�� w zoo U) d C, O qo o rn o EL U o \ a > > T T J d s ssv U 3 zr2 d�N� L� C � N � U» U Nd�dZ .LL �_ �in inxxx UU fn to NUUJ \ TJUJrn H � ofin>c7ax� � v cicici�a a�� a xx � cixxxx � m a EL a � E fA ~ m 3 0 m O N O r tZ m o . . . . . . . . . . . . . N o m N LL z mN N o m . . . . . . . . . . . . z ii z m m 1 1 1 1 �orao H "'oo�ao � o m T 3 (6 � co z N � N cu t Cu w `—° E U»�cj m d� �s�LL �_ in inxxx Ulm oUUmW min>c7ax:5 :E& a xx � cixxxx � /{ \ � \} ` a 04 04 \\ / k ) f: C 0 \ \ ® _ ® _ ee o6 ) \ * f ƒ\ \\\ \ a w ° § ■ - 4 4 = & e7}3 » nom§ g ■ ■ ■ ■ ■ ƒ / 24==/= �� ° R -_, >�__ °° \ - _ ° cD \\ ° @} -_, , _ ° _ ` � _ � ■ ■ ■ ■ | § Ed R _} �� xw �_, > ■ ■ » /° °} " _ __ �� �� � 3i14- __ _- - cD /r==/= =f=== 2 __ �, ° � \ } X /}f § cD 4 { _ ) ƒ L =z@@ _ _ __ _- - _ _ \ 0 cD : � Ar, ,� ,- \ ° ° {� ° __ °� °� ■ - e6 ±o {§) _ -\}\% c2 »% - {4» 272/\(\{)\/\ /®\G2{))/2*]f \ \ \ - \\])G\®)»®)J\ :g2 § §\i\Z§)] +7 ,» E wej5)ƒ2%32A2»3*§§ee»i2e2=J><«eJ2=Jf/Jf)m85a 2) &//]2] g \ \ � \} ` \ ` ■ _ . . . . . . . . . . . . . . G §4GG° F - - ==@-r . . . . . . . . . . . . . . . +@@° : : ==@�a = . . . . . . . . . . . . . . ( � , 2= _ � ■ / . . . . . (\ _-- __ --�_ _ 62 e � . �� . ° ° 3 ) c2 - \6 \\\I2)\) % \ / ® - a / e25\eof it / , 333} m» /{ \ � \} ` a � agree, / 2erg@= : . & . . 2 . 7 . . g . . . . . w \/ �■ ■ ■°■ ■ \ " " ' = 22/=j . = . . . . . . . . . . . . . . �2mmv k § � � e / \ � cu - ~-- / ) ® - e�\e ,>=)2/ 333} of m» /{ \ � \} ` a § . . . . . . . . . . . . . . . _ . . � . . __ . . 2 . . . � ■ ■ ■�■ � � � ■ , _ � 2499- % - -... . . _ /\ /\ = y � j (9 - � ■ � / � 3 ) c2 « « ») ® {\) »)\) �) — — — ~— / ° ® - i / _ _ e�\eof,>=)2/ 333} m» < _ - ____ > ƒ { \ k / a 2 LO 04 ~ (\ } ( { 5q :E K \\ \ � ��� $ % § fE ° ° aI 4 y> E w g{x* W 3 ) : � A \ ) « }�Q�Q MENEM � \ 24==/= 22 ° -_, >�__ °- _ _ CD° ) pi ■�■ ■� co I --/- _ 24==© �_, __ j m° »§\)>��e ]q/2m $e=={ LO_ @r„/(11 CD , ~ Aa _ __ _ --- CDCF) � \ /r==/� 2{=== 2 _ © �\ f § ��/z ° �® CD \ fn @ _ ) ƒ m422Ge - _ _ ° � § \ 0 @em @ - � \ ^ ° ° _ �� °� ■�■ �� - co j / \5 ) ) ±o {§)$(\ _{}\\ - {4» .7:/ %\{)\ E--F= G {) \ \ \ - - ;7)#ZZ\\])G\®)»®)J\ :g2 § §\i\Z§)] +7 ,» E we j5Fƒ -1A2»3*§§ee»7222=7$<«ea2=Jf/73)52»223 &//]2] g E7 � mEL k / \ ■ _ § _ . . . . . . . . . . . . . . m . . . . . . . . . . . . . . . 2 LO . 04 04 . . . . . . . . . . . . . . . ( , 2= _ ■ / . . . . . \ ( _- _° __ co > )� \6 \\\I2)\) Cu ) --- ® - a / » ƒ { \ ) � LO ~ 2 ) +_� =,meg6zmees ; // °■ ■ MEN ■ ■ \ " " ' \ \ \ \ - __}-\ /-_,-» \ � m +_@ U) EL j } « )\\\ «t� \\\\\}\{)\\ \ & / _ _ e�\eh,\=)2/ 333} EL { \ ) � a . . . . . . . . . . . . . . . / ~ ■ ■ ■ ■ • e . . = \ � = � § j \ | �a £ - � ■ � / � 3 ) C2 « RN « ») ® {\)�»)\) �) - - - ~- Cu C } k ±/j)2)\){f}§ 2 : --- ® - i / m» < _ - ____ > ƒ { \ k / a 2 LO 04 ~ (\ } ( { I « - ) \0 U) e Q - Ee $ g ° ° �)� r2 A aI # yy § w g{x* w 3 ) : � «) o A \ [ 2 /� ^ & e:: » WG g MENNEN � \ w CD ?� ° -_, > __- - CD° ) � � ��� ■�■ ■^ ) ) __/_ _� �_, ==g j -`^ ]\\2\J\°\ `E §° Me _ @r-(11 �CD > __© © ^ - CD° ~ *-__ __ $ ® C) CD/r--/ {__= 2 CD � \ } x ° /}f § CD @ \ _ ) _ _ _ _ _ « \ 0 »2222 yCD : � Ar `- ,- _ _ ___Sm \ \ ° }� �k&&� ( ��■ �® - j / - }� 2 \/ > ±o {§LL § § : -2-63. »� - _A - {4» 272/\(\{)\/\ /®\G2{))/2*]f \ 333 ® - -C) \ \ - - ;7)#ZZ\\]of-F. ®)J\ :g2 § §\i\Z§)] +7 � _ ,» E we j5)ƒ2%32A2»3*§§ee»»215 22=7$<«AJ2=Jf/73)52»223 &-/o :5 g mEL k / \ ■ _ . . . . . . . . . . . . . . m . . . . . . . . . . . . . . . 2 LO . 04 04 . . . . . . . . . . . . . . . ( � � � , 2= _ � ■ / . . . . . (\ _� _ „-- _ 77 � � . ° ° � � �\� � - aI / \6 \\\I2)\) / ) - a / » ƒ { \ ) � jaz--- - _ ° LO 04 ~ 2 ) 6z@eee \/ ^ � ■ ■°■ ■ \ . . . . . / \ \ mm +°z a , ■ ■ ■ - �� � � _� .� e / m - ~-- / ) - ] & / _ _ e�\a)of6)2/ 333} m» < _ - ____ > EL { \ ) � a m §#a3° m : ' ==mom@ _ . . . . . . . . . . . . . . / 04 ~ • 4R --2-V . . _ /\ { ' ==__ _ „ . . . . � 2 _ - _- _ --- _� q ®® j \ | �a £ - ■ ■ � / � cu « « ») ® {\)�»)\) / ° } k ±/j)2)\){f}§ - i / _ - m a a d a fA m .. E 7 H m 0 O N O 2 LO 04 O a N c O� O x Il m m t C N 3 Y p n N U) � t .S; 0 3 C Om C� C7 O N o6 T O N m a N w � a q U) Q y F O N � � vvov ■ ■ ■ ■ ■ ma m � x �ma�Uoov o d a m o z N o v o 0 0 0 - o 7Hmr`n o N Dov x o 0 op vm �N o 0 O O a o v v m + z o C p F �o �n acv c� �n x o Q ow_ w0000 N O U) mroo�o o �� �o� x N z o a N O N o -o- -mx 1 ~Fo �am m N x oo m o ma- - - -0000 _ C7 010 Ed Z cD LL 0 / o 0 0 1 1 1 m Y w > N Y p N U) w y ,� 7 C o + n o v J} o m 0 o v o v O N o Z U) ■ N■ No - 0 mTaao_� d^ LL >. m> > a '0 m'= mmU m� 0... �... ms Tom ad m E �a F Ov(7� m O _ m�U cu d a E E m" `m E" °3.� m m-- 0 ._ o v T c O CAH a¢c7a=Fm mrn m� = U¢0 zo: \ \ � \} ` \ ` ■ _ . . . . . . . . . . . . . . m §4G@° F - - ==@-3 . . . . . . . . . . . . . . . 2 LO . 04 04 _ . . . . . . . . . . . . . . ( � � � ® � ■ / . . . . . \ ( ° ° > \� � _ aI / cF 3 ) - \6 \\\I2)\) % \ U) } )\){f - a / e�\eofw o / , 333} m» /{ \ � \} ` \ \ 04 2 y +�� \/ ■ ■ ■ ■ ■ ■ ■ ■ § " " ' \ / = . . . . . . . . . . . . . . \ ) cu 0 cF G / ® - -- _ c - - ~-- / ) - & / » < _ - ____ > m a a � a fA m .. E 3 0 m omFr�� o r . . . . . . . . . . . . . . N m x z 0 x �cli� 1 1 1 N O N ` mo r m . . . . . . . . . . . . z ii z mtz co o m . . . . . . . . . . . . . . z x X 1 1 1 1 o�ao H m rn � o c z y. ►ro'� o 0o rc.iN ����mrnv� �vm ��¢ m � d � of 0cu 'k 0 d L L L v U - Cu w � ds�LLm�inxxx Uin in oUU99 m U� T�U�rn coQ `m D > E U A L m m m � .� — o > > `o m mF --- �'UU TUU C)C)c H �� i n� n>c7ax� v c c c �a a�� a xx c xxxx DeShazo Group, Inc. 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