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Item 13 -TIATRAFFIC 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 May 3, 2017 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Table of Contents Traffic Impact Analysis for Crescent Green ~ DeShazo Project No. 17042~ Table of Contents EXECUTIVE SUMMARY ......................................................................................................................... i PRELIMINARY SITE PLAN..................................................................................................................... iii INTRODUCTION ..................................................................................................................................... 1 Purpose ............................................................................................................................................................. 1 Project Description ........................................................................................................................................... 2 Study Parameters ............................................................................................................................................. 2 Study Area ......................................................................................................................................................... 2 TRAFFIC IMPACT ANALYSIS ................................................................................................................ 3 Approach ........................................................................................................................................................... 3 Background Traffic Volume Data .................................................................................................................... 3 Existing Volumes ............................................................................................................................................ 3 Projected Background Traffic Volumes .......................................................................................................... 4 Site-Related Traffic ........................................................................................................................................... 4 Trip Generation .............................................................................................................................................. 4 Trip Distribution and Assignment ................................................................................................................... 5 Site-Generated Traffic Volumes ..................................................................................................................... 5 Traffic Operational Analysis  Roadway Intersections ............................................................................... 5 Description ..................................................................................................................................................... 5 Analysis Traffic Volumes ................................................................................................................................ 6 Summary of Results ....................................................................................................................................... 7 Traffic Operational Analysis  Roadway Links ............................................................................................ 9 Description ..................................................................................................................................................... 9 Summary of Results ..................................................................................................................................... 10 SITE ACCESS REVIEW ....................................................................................................................... 10 Driveway Spacing ........................................................................................................................................... 10 Deceleration Lane Analysis ........................................................................................................................... 11 Intersection Sight Distance ........................................................................................................................... 11 SUMMARY OF FINDINGS AND RECOMMENDATIONS ..................................................................... 11 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Table of Contents 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 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page i 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 may be 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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Table of Contents 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 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 D R I V E W A Y 2 DRIVEWAY 1 DRIVEWAY 1 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 1 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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 2 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 ITE CODE DESCRIPTION QUANTITY 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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 3 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 minor street (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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 4 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 Roadway Segment Year VolumeA Annual Growth Rate Southlake Blvd (FM 1709) between White Chapel Blvd and Byron Nelson Pkwy 2015 43776 6.64% 2014 41051 -1.21% 2013 41554 1.35% 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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 5 Table 3. Projected Trip Generation Summary Land Use Description Quantity Average Daily Trips AM Peak Hour PM Peak Hour Average Saturday Trips Saturday Peak Hour of Generator In Out Total In Out Total In Out Total 210 Single Family 57 DU 626 13 37 50 40 23 63 602 32 28 60 Totals: 627 13 37 50 40 23 63 603 32 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 B = 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 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 6 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 LOS Signalized Intersection (Average Delay per Vehicle) Unsignalized Intersection (Average Delay per Vehicle) 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 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 7  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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 8 B (10.5)B (15.4)A (6.4)B (12.9)B (17.2)A (7.0)B (13.2)B (17.5)A (7.3)B (17.5)C (24.0)A (7.6)B (13.2)B (17.9)A (7.3)B (17.6)C (24.3)A (7.6) Traffic Movement Timber Lake Place/Driveway 2 EBL A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)C (18.2)F (164.5)C (22.9)C (20.4)F (271.3)D (26.7)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0) WBL F (>100)E (43.3)C (15.9)F (>100)F (55.0)C (17.0)F (>100)F (55.0)C (17.0)F (>100)F (94.0)C (19.1)F (>100)F (56.3)C (17.2)F (>100)F (97.5)C (19.3) NBL F (>100)F (>100)E (37.1)F (>100)F (>100)E (42.4)F (>100)F (>100)F (63.8)F (>100)F (>100)F (88.1)F (>100)F (>100)F (60.2)F (>100)F (>100)F (81.1) NBR F (>100)C (23.2)B (14.4)F (>100)D (25.2)B (14.9)------------------------ NBTR ------------F (>100)D (25.3)B (14.9)F (>100)D (29.5)C (15.9)F (>100)D (25.5)B (15.0)F (>100)D (29.7)C (16.0) SBLTR ------------C (15.6)F (50.1)C (17.7)C (16.7)F (65.2)C (19.3)------------ Unity Way WBL B (13.3)B (11.8)A (9.3)B (13.7)B (12.1)A (9.3)B (13.9)B (12.2)A (9.4)B (14.8)B (12.8)A (9.5)C (15.1)B (12.9)A (9.6)C (16.3)B (13.7)A (9.7) WBR B (10.7)A (9.4)A (8.7)B (10.9)A (9.5)A (8.7)B (11.0)A (9.6)A (8.8)B (11.4)A (9.7)A (8.8)B (11.0)A (9.6)A (8.8)B (11.4)A (9.7)A (8.8) SBL A (8.2)A (7.7)A (7.4)A (8.2)A (7.7)A (7.4)A (8.3)A (7.7)A (7.4)A (8.4)A (7.8)A (7.4)A (8.3)A (7.7)A (7.4)A (8.4)A (7.8)A (7.4) Driveway 1 EBLR ------------B (10.6)B (10.2)A (9.0)B (10.5)B (10.4)A (7.4)B (10.3)B (10.3)A (9.1)B (10.6)B (10.6)A (9.2) NBL ------------A (7.6)A (7.7)A (7.4)A (7.6)A (7.8)A (9.1)A (7.6)A (7.8)A (7.4)A (7.6)A (7.8)A (7.4) KEY: A, B, C, D, E, F = Level-of-Service for each intersection approach NB, SB, EB, WB = North-, South-, East-, Westbound approach L, T, R = Left, Through, Right Approach turning movement AM = AM Peak Hour of Adjacent Street PM = PM Peak Hour of Adjacent Street Sat = Saturday Peak Hour of Adjacent Street NOTE: Signalized intersection operational parameters and operational results were obtained directly from the optimized software output and may differ slightly from actual traffic signal operations. Table 5. Peak Hour Intersection Capacity Analysis Results for Signalized Intersections SITE PLAN A SITE PLAN B OPTION A OPTION B PM Sat Shady Oak Drive 2025 Horizon Year2020 Buildout2020 BackgroundExisting Southlake Boulevard at Sat PM Sat 2020 Buildout AM PM Sat 2025 Horizon Year AM SatPMAM SatPMAM 2025 Horizon Year Table 6. Peak Hour Intersection Capacity Analysis Results for Unsignalized Intersections Unsignalized Intersections Signalized Intersections 2020 Buildout 2025 Horizon Year AM PM Sat AMSatPMAM SatPMAM 2020 Buildout SatPMAM SatPMAM 2020 Background Shady Oak Drive at Southlake Boulevard at Shady Oak Drive at PMAM Existing SatPMAM DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 9 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. Area Type Hourly Service Volumes by Roadway Function Principal Arterial Minor Arterial & Frontage Road Collector & Local Street Median- Divided or One-Way Undivided Two-Way Median- Divided or One-Way Undivided Two-Way Median- Divided or One-Way Undivided Two-Way CBD 725 650 725 650 475 425 Urban/ Commercial 850 775 825 750 525 475 Suburban Residential 925 875 900 825 575 525 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: DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 10 Volume-to-Capacity Ratio (V/C) LOS ≤ 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 PLAN A PLAN B PLAN A PLAN B PLAN A PLAN B Existing 4,601 4,601 Principal Arterial (6-Lanes ‐ Divided Two Way)5,550 0.83 0.83 E E Buildout 4,896 4,656 Principal Arterial (6-Lanes ‐ Divided Two Way)5,550 0.88 0.84 E F Horizon Year 5,368 5,128 Principal Arterial (6-Lanes ‐ Divided Two Way)5,550 0.97 0.92 E E Existing 462 462 Major Collector (2-Lane ‐ Undivided two way)1050 0.44 0.44 A/B A/B Buildout 541 490 Major Collector (2-Lane ‐ Undivided two way)1050 0.52 0.47 C C Horizon Year 552 552 Major Collector (2-Lane ‐ Undivided two way)1050 0.53 0.53 C D Roadway Southlake Blvd between Timber Lake Pl and Shady Oak Drive Shady Oak Dr between Southlake Blvd and Unity Way Functional Classification Capacity LOS1Hourly Volume V/CConditions 1The 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 TxDOT Access 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 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 11 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 Spacing Between Required (ft) Available (ft) (Approx.) Meets Spacing Requirements 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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 12 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 may be 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. DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Page 13 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 Shopping Center Traffic Impact Analysis Exhibits Exhibits DeShazo Group, Inc. Southlake Blvd (FM 1709) Sh a d y O a k D r Wh i t e C h a p e l B l v d S H 1 1 4 Unity Way EXHIBIT 1PROJECT #17042 N.T.S LEGEND: STUDY INTERSECTIONS 24-HOUR ROAD TUBE COUNTS EXISTING TRAFFIC SIGNAL PROJECT SITE LOCATION 280' 1700' 660' RESIDENTIAL DR RE S I D E N T I A L D R 1420' DRIVEWAY 1 DR I V E W A Y 2 S H A D Y O A K D R SOUTHLAKE BLVD (FM 1709) EXHIBIT 3APROJECT #17042 N.T.S 280' 1700' RESIDENTIAL DR DRIVEWAY 1 S H A D Y O A K D R SOUTHLAKE BLVD (FM 1709) EMERGENCY VEHICLE ONLY DRIVEWAY EXHIBIT 3BPROJECT #17042 N.T.S DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Appendix A Appendix A. Traffic Volume Exhibits A1. Existing AM Peak Hour Traffic Volumes ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 1 1 9 7 Southlake Blvd 309122 331155 4 0 1245289912 9111788 7 3 7 4 S h a d y O a k D r 27 2 35 Unity Way 3382 4 1 5 2 A2. Existing PM Peak Hour Traffic Volumes ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 5 5 0 Southlake Blvd 166029 712820 7 4 99316091 4277986 8 5 1 1 3 0 S h a d y O a k D r 16 0 25 Unity Way 27302 3 1 6 7 A3. Existing Saturday Peak Hour Traffic Volumes ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 7 3 3 Southlake Blvd 9454 311290 0 519960 3130637 3 8 2 7 S h a d y O a k D r 53 4 Unity Way 1616 3 4 3 A4. Background AM Peak Hour Traffic Volumes ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 1 1 9 7 Southlake Blvd 328022 351226 4 0 1260307613 10118593 7 7 7 9 S h a d y O a k D r 28 9 37 Unity Way 3402 5 1 6 1 A5. Background PM Peak Hour Traffic Volumes ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 5 5 0 Southlake Blvd 176229 752993 7 4 99917071 4294991 9 0 1 1 3 8 S h a d y O a k D r 17 0 27 Unity Way 29322 4 1 7 7 A6. Background Saturday Peak Hour Traffic Volumes ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 7 3 3 Southlake Blvd 10034 331369 0 5201019 3138639 4 0 2 9 S h a d y O a k D r 56 4 Unity Way 1717 3 4 6 A7. Site Generated AM Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 0 0 0 Southlake Blvd 31 43 Si t e D r i v e w a y 2 9 010 331 7 4 S h a d y O a k D r 4 0 Site Driveway 1 721 3 7 Unity Way 00 3 A8. Site Generated PM Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 0 0 0 Southlake Blvd 104 210 Si t e D r i v e w a y 2 6 040 1081 0 2 S h a d y O a k D r 12 0 Site Driveway 1 512 8 5 Unity Way 00 8 A9. Site Generated Saturday Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 0 0 0 Southlake Blvd 83 38 Si t e D r i v e w a y 2 7 030 861 3 3 S h a d y O a k D r 9 0 Site Driveway 1 616 6 6 Unity Way 00 6 A10. 2020 Background Plus Site Generated AM Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 11 0 97 Southlake Blvd 3328122 3512293Si t e D r i v e w a y 2 9 4 0 1261307613 10118996 9 4 8 2 S h a d y O a k D r 4 35 3 Site Driveway 1 721 1 6 4 3 29 6 37 Unity Way 3402 5 1 6 4 A11. 2020 Background Plus Site Generated PM Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 5 0 50 Southlake Blvd 10176629 75299510Si t e D r i v e w a y 2 6 7 4 910317071 4295999 1 0 1 1 1 4 0 S h a d y O a k D r 12 19 0 Site Driveway 1 512 2 0 6 8 17 4 27 Unity Way 29322 4 1 8 5 A12. 2020 Background Plus Site Generated Saturday Peak Hour Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 7 0 33 Southlake Blvd 810064 3313728Si t e D r i v e w a y 2 7 0 5231019 3139446 5 3 3 1 S h a d y O a k D r 9 59 Site Driveway 1 616 6 3 6 62 4 Unity Way 1717 3 5 2 A13. 2025 Horizon Plus Site Generated AM Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 11 0 97 Southlake Blvd 3362322 3913573Si t e D r i v e w a y 2 9 4 0 1288339714 111312106 1 0 2 9 0 S h a d y O a k D r 4 39 0 Site Driveway 1 721 1 8 2 3 32 6 41 Unity Way 4452 8 1 8 1 A14. 2025 Horizon Plus Site Generated PM Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 5 0 50 Southlake Blvd 10194929 83330610Si t e D r i v e w a y 2 6 7 4 911318851 53266109 1 1 0 1 1 5 5 S h a d y O a k D r 12 21 0 Site Driveway 1 512 2 2 7 8 19 2 29 Unity Way 32352 7 2 0 4 A15. 2025 Horizon Plus Site Generated Saturday Peak Hour Traffic Volumes ‐ Plan A ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 7 0 33 Southlake Blvd 811104 3615148Si t e D r i v e w a y 2 7 0 5251125 4153850 5 7 3 4 S h a d y O a k D r 9 66 Site Driveway 1 616 6 9 6 68 5 Unity Way 1919 4 5 7 A16. Site Generated AM Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 0 0 Southlake Blvd 5 13 050 6 1 7 1 3 S h a d y O a k D r 1 1 0 Site Driveway 1 730 3 7 Unity Way 00 3 A17. Site Generated PM Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 0 0 Southlake Blvd 14 8 0140 18 1 0 8 S h a d y O a k D r 32 0 Site Driveway 1 518 8 5 Unity Way 00 8 A18. Site Generated Saturday Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 0 0 Southlake Blvd 11 10 0110 14 1 3 1 0 S h a d y O a k D r 2 5 0 Site Driveway 1 623 6 6 Unity Way 00 6 A19. 2020 Background Plus Site Generated AM Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 1 1 9 7 Southlake Blvd 328522 351239 4 0 1265307613 10118599 9 4 9 1 S h a d y O a k D r 1 1 35 3 Site Driveway 1 730 1 6 4 3 29 6 37 Unity Way 3402 5 1 6 4 A20. 2020 Background Plus Site Generated PM Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 5 5 0 Southlake Blvd 177629 753001 7 4 911317071 42949109 1 0 1 1 1 4 6 S h a d y O a k D r 32 19 0 Site Driveway 1 518 2 0 6 8 17 4 27 Unity Way 29322 4 1 8 5 A21. 2020 Background Plus Site Generated Saturday Peak Hour Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 7 3 3 Southlake Blvd 10144 331379 0 5311019 3138654 5 3 3 8 S h a d y O a k D r 2 5 59 Site Driveway 1 623 6 3 6 62 4 Unity Way 1717 3 5 2 A22. 2025 Horizon Plus Site Generated AM Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 1 1 9 7 Southlake Blvd 362622 391366 4 0 1292339714 111309109 1 0 2 1 0 0 S h a d y O a k D r 1 1 39 0 Site Driveway 1 730 1 8 2 3 32 6 41 Unity Way 4452 8 1 8 1 A23. 2025 Horizon Plus Site Generated PM Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 5 5 0 Southlake Blvd 195929 833312 7 4 912318851 53256119 1 1 0 1 1 6 0 S h a d y O a k D r 32 21 0 Site Driveway 1 518 2 2 7 8 19 2 29 Unity Way 32352 7 2 0 4 A24. 2025 Horizon Plus Site Generated Saturday Peak Hour Traffic Volumes ‐ Plan B ^ North Not to Scale TIA for Crescent Green in Southlake, Texas Deshazo Group SRK T i m b e r l a k e s P l 7 3 3 Southlake Blvd 11184 361521 0 5331125 4153058 5 7 4 1 S h a d y O a k D r 2 5 66 Site Driveway 1 623 6 9 6 68 5 Unity Way 1919 4 5 7 DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Appendix B Appendix B. Detailed Traffic Volume Data Page 1 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source:Description: B e g i n E n d ULTRULTRULTRULTR 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 8:45 AM 0 1 0 23 0 0 0 0 0 0 605 4 0 4 208 0 8:45 AM 9:00 AM 0 2 0 10 0 0 0 0 0 0 615 4 0 5 211 0 0 11 0 97 0 0 0 0 0 0 3,091 22 0 33 1,155 0 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 Intersection Peak Hour:Intersection PHF: 0.94 0 11 0 97 0 0 0 0 0 0 3,091 22 0 33 1,155 0 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 Study Peak Hour: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 0 5 0 50 0 0 0 0 0 0 1,660 29 0 71 2,820 0 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:Intersection PHF: 0.96 0 5 0 50 0 0 0 0 0 0 1,660 29 0 71 2,820 0 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 Study Peak Hour:Study Area PHF: 0.96 PHF: Intersection PHV: 7:15 AM - 8:15 AM 7:15 AM - 8:15 AM PHF: Study Area PHV: Minor-Street STOP Controlled Southlake, Texas Southbound on Timber Lake Place Southlake Boulevard Southlake Boulevard (FM 1709) at Timber Lake Place Northbound on Timber Lake Place Eastbound on Southlake Boulevard Westbound on Thursday, March 23, 2017 17042 CJ-Hensch Camera Mild/Normal Conditions Unsignalized Time of Count File: C2X3HRS - 4L&12Mv_Peds.XLS Intersection PHV: PHF: 5:00 PM - 6:00 PM Study Area PHV: PHF: 5:00 PM - 6:00 PM Observations: Page 2 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source: B e g i n E n d ULTRULTRULTRULTR 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 8:45 AM 0 0 0 2 0 14 1 20 0 28 555 6 3 3 202 19 8:45 AM 9:00 AM 0 1 0 5 0 18 1 11 0 16 607 5 4 8 204 11 0 4 0 1 0 73 4 74 0 245 2,899 12 19 9 1,117 88 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 Intersection Peak Hour:Intersection PHF: 0.95 0 4 0 1 0 73 4 74 0 245 2,899 12 19 9 1,117 88 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 Study Peak Hour: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 0 7 4 9 0 85 1 130 0 93 1,609 1 36 4 2,779 86 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:Intersection PHF: 0.96 0 7 4 9 0 85 1 130 0 93 1,609 1 36 4 2,779 86 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 Study Peak Hour:Study Area PHF: 0.96 File: C2X3HRS - 4L&12Mv_Peds.XLS PHF: 5:00 PM - 6:00 PM PHF: 5:00 PM - 6:00 PM Study Area PHV: PHF: 7:15 AM - 8:15 AM Intersection PHV: PHF: 7:15 AM - 8:15 AM Study Area PHV: Count Driveway Shady Oak Drive Southlake Blvd Southlake Blvd Intersection PHV: CJ-Hensch Time of Northbound on Southbound on Eastbound on Westbound on 17042 Signalized Southlake Boulevard (FM 1709) at Shady Oak Drive Southlake, Texas Camera Thursday, March 23, 2017 Mild/Normal Conditions Observations: Page 3 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source:Description: B e g i n E n d ULTRULTRULTRULTR 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 AM 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 8:45 AM 0 0 28 2 0 5 41 0 0 0 0 0 0 2 0 4 8:45 AM 9:00 AM 0 0 10 7 0 4 30 0 0 0 0 0 0 0 0 2 0 0 281 38 0 26 161 0 0 0 0 0 0 4 0 39 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:Intersection PHF: 0.83 0 0 272 35 0 24 152 0 0 0 0 0 0 3 0 38 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 Study Peak Hour: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 0 0 179 28 0 23 167 0 0 0 0 0 0 22 0 33 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:Intersection PHF: 0.92 0 0 160 25 0 23 167 0 0 0 0 0 0 27 0 30 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 Study Peak Hour:Study Area PHF: 0.88 File: C2X3HRS - 4L&12Mv_Peds.XLS PHF: 5:00 PM - 6:00 PM PHF: 4:45 PM - 5:45 PM Study Area PHV: PHF: 7:15 AM - 8:15 AM Intersection PHV: PHF: 7:30 AM - 8:30 AM Study Area PHV: Count Shady Oak Drive Shady Oak Drive Unity Way Unity Way Intersection PHV: CJ-Hensch Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on 17042 Unsignalized Shady Oak Drive at Unity Way Southlake, Texas Camera Thursday, March 23, 2017 Mild/Normal Conditions Observations: Page 1 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source:Description: 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 7 0 33 0 0 0 0 945 4 31 1,290 0 0.88 0.00 0.69 0.00 0.00 0.00 0.00 0.84 0.50 0.78 0.92 0.00 Intersection Peak Hour:Intersection PHF: 0.89 7 0 33 0 0 0 0 945 4 31 1,290 0 0.88 0.00 0.69 0.00 0.00 0.00 0.00 0.84 0.50 0.78 0.92 0.00 Study Peak Hour:Study Area PHF: 0.89 7:00 PM - 8:00 PM 7:00 PM - 8:00 PM Study Area PHV: PHF: PHF: Unsignalized File: C1X5HRS - 4L&12Mv.XLS Intersection PHV: 17042-01 CJ-Hensch Southlake Boulevard (FM 1709) at Timber Lake Place Northbound on Timber Lake Place Camera Eastbound on Southlake Blvd Mild/Normal Conditions Westbound on Southlake Blvd Minor-Street STOP Controlled Southlake, Texas Saturday, March 25, 2017 Time of Count Southbound on Timber Lake Place Observations: Page 2 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source: 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 0 0 5 38 0 27 19 960 0 3 1,306 37 0.00 0.00 0.42 0.79 0.00 0.56 0.68 0.90 0.00 0.75 0.92 0.77 Intersection Peak Hour:Intersection PHF: 0.92 0 0 5 38 0 27 19 960 0 3 1,306 37 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:Study Area PHF: 0.92 File: C1X5HRS - 4L&12Mv.XLS Study Area PHV: PHF: 7:00 PM - 8:00 PM 7:00 PM - 8:00 PM Count Driveway Shady Oak Drive Southlake Blvd Southlake Blvd Intersection PHV: PHF: CJ-Hensch Time of Northbound on Southbound on Eastbound on Westbound on 17042-02 Signalized Southlake Boulevard (FM 1709) at Shady Oak Drive Southlake, Texas Camera Saturday, March 25, 2017 Mild/Normal Conditions Observations: Page 3 of 3 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source:Description: Begin End L T R L T R L T R L T R 7:00 PM-7 : 1 5 P M 0 1 3 0 2 1 0 0 000 505 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 : 4 5 P M - 8 : 0 0 P M 0 1 2 0 080 000 201 8:00 PM- 8:15 PM 0 14 1 0 13 0 0 0 0 0 0 2 8 : 1 5 P M - 8 : 3 0 P M 0 1 5 1 050 000 002 8 : 3 0 P M - 8 : 4 5 P M 0 1 6 0 080 000 400 8 : 4 5 P M - 9 : 0 0 P M 0 1 1 2 060 000 103 05 34 34 30 0 0 0 1 601 6 0.00 0.74 0.50 0.38 0.72 0.00 0.00 0.00 0.00 0.50 0.00 0.80 Intersection Peak Hour:Intersection PHF: 0.82 05 34 34 30 0 0 0 1 601 6 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:Study Area PHF: 0.82 File: C1X5HRS - 4L&12Mv.XLS Study Area PHV: PHF: 7:00 PM - 8:00 PM 7:00 PM - 8:00 PM Count Shady Oak Drive Shady Oak Drive Driveway Unity Way Intersection PHV: PHF: CJ-Hensch Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on 17042-03 Unsignalized Shady Oak Drive at Unity Way Southlake, Texas Camera Saturday, March 25, 2017 Mild/Normal Conditions Observations: TIME 0:00 0:15 0:30 0:45 TOTAL Date Began: 0:00 16 10 14 10 50 3/23/2017 1:00 6486 2 4 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 23:00 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 EB Southlake Boulevard East of Timber Lake Place 0 500 1000 1500 2000 2500 3000 3500 VO L U M E TIME 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 23:00 102 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 WB Southlake Boulevard East of Timber Lake Place 0 500 1000 1500 2000 2500 3000 3500 VO L U M E TIME TIME 0:00 0:15 0:30 0:45 TOTAL Date Began: 0:00 10001 3/23/2017 1:00 00101 2:00 00000 3:00 00022 4:00 00202 5:00 10135 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 3353 1 4 23:00 3223 1 0 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 NB Shady Oak Drive South of Unity Way 0 50 100 150 200 250 300 VO L U M E TIME TIME 0:00 0:15 0:30 0:45 TOTAL Date Began: 0:00 02024 3/23/2017 1:00 00000 2:00 02002 3:00 00202 4:00 00033 5:00 02024 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 7524 1 8 22:00 23218 23:00 11327 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 SB Shady Oak Drive South of Unity Way 0 50 100 150 200 250 VO L U M E TIME DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Appendix C Appendix C. Site-Generated Traffic Supplement DRIVEWAY 1 DR I V E W A Y 2 S H A D Y O A K D R SOUTHLAKE BLVD (FM 1709)45% 35% 20 % EXHIBIT CPROJECT #17042 N.T.S Site Driveway 1 Unity Way Southlake Blvd Si t e D r i v e w a y 2 Ti m b e r l a k e P l a c e Sh a d y O a k B l v d 20 % 20 % 30 % 20% 25% 10% 25% 25% 10% (2 0 % ) (20%) (55%) (4 5 % ) (1 0 % ) (10%) NOT TO SCALE C2 EXHIBIT LEGEND XX % - Inbound (XX %) - Outbound Site Driveway 1 Unity Way Southlake Blvd Ti m b e r l a k e P l a c e Sh a d y O a k B l v d 20 % 20 % 80 % 45% 35% 35% (2 0 % ) (20%) (80%) (4 5 % ) (3 5 % ) (35%) NOT TO SCALE C3 EXHIBIT LEGEND XX % - Inbound (XX %) - Outbound DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Appendix D Appendix D. Detailed Intersection Capacity Analysis Results 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) E x i s t i n g TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 245 2899 1 2 9 1 1 1 7 8 8 4 0 1 7 3 0 7 4 Future Volume (vph) 245 2899 1 2 9 1 1 1 7 8 8 4 0 1 7 3 0 7 4 Peak Hour Factor0.95 0.95 0. 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 Adj. Flow (vph)258 3052 1 3 9 1 1 7 6 9 3 4 0 1 7 7 0 7 8 Shared Lane Traffic (%)Lane Group Flow (vph) 258 306 5 0 9 1 1 7 6 9 3 4 1 0 7 7 7 8 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 110.5 1 5 . 0 1 1 0 . 5 1 1 0 . 5 2 4 . 5 2 4 . 5 2 4 . 5 2 4 . 5 Total Split (%)10.0% 73.7% 1 0 . 0 % 7 3 . 7 % 7 3 . 7 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 121.0 118. 9 1 1 2 . 3 1 0 6 . 7 1 0 6 . 7 2 0 . 0 2 0 . 0 2 0 . 0 2 0 . 0 Actuated g/C Ratio 0.81 0.79 0 . 7 5 0 . 7 1 0 . 7 1 0 . 1 3 0 . 1 3 0 . 1 3 0 . 1 3 v/c Ratio0.66 0.76 0 . 0 8 0 . 3 3 0 . 0 8 0 . 0 2 0 . 0 0 0 . 4 1 0 . 2 0 Control Delay11.7 10.2 4 . 6 8 . 5 1 . 4 5 7 . 2 0 . 0 6 6 . 9 1 . 1 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay11.7 10.2 4 . 6 8 . 5 1 . 4 5 7 . 2 0 . 0 6 6 . 9 1 . 1 L O SBB A A A E A E A Approach Delay10.4 7 . 9 4 5 . 8 3 3 . 8 Approach LOSB A D C Queue Length 50th (ft) 48 452 1 1 4 7 0 3 0 7 0 0 Queue Length 95th (ft) 69 710 5 1 7 0 1 7 1 6 0 1 2 6 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 398 4027 1 7 2 3 6 1 5 1 1 5 2 1 6 3 2 9 8 1 8 8 3 9 1 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.65 0.76 0 . 0 5 0 . 3 3 0 . 0 8 0 . 0 2 0 . 0 0 0 . 4 1 0 . 2 0 Intersection SummaryCycle Length: 150Actuated Cycle Length: 150Offset: 50.2 (33%), Referenced to phase 4:EBTL and 8:WBT L , S t a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.76 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) E x i s t i n g T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 0 . 5 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 2 . 4 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) E x i s t i n g TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 3.9MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 3091 2 2 3 3 1 1 5 5 1 1 9 7 Future Vol, veh/h 0 3091 2 2 3 3 1 1 5 5 1 1 9 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 94 9 4 9 4 9 4 9 4 9 4 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 3288 2 3 3 5 1 2 2 9 1 2 1 0 3 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 3 3 1 2 0 3 8 6 2 1 6 5 6 Stage 1-- - - - 3 3 0 0 - Stage 2-- - - - 5 6 2 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - ~ 2 6 - ~ 8 ~ 7 4 Stage 1-- - - - ~ 8 - Stage 2-- - - - 4 8 7 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - ~ 2 6 - 0 ~ 7 4 Mov Cap-2 Maneuver -- - - - 0 - Stage 1-- - - - ~ 8 - Stage 2-- - - - 0 - ApproachEB W B N B HCM Control Delay, s 0 1 4 . 5 HCM LOS - Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)- 74 - - - ~ 2 6 - HCM Lane V/C Ratio- 1.394 - - - 1 . 3 5 - HCM Control Delay (s) -$ 338.4 0 - - $ 5 2 2 . 8 - HCM Lane LOS - F A - - F - HCM 95th %tile Q(veh) - 8.3 - - - 4 . 2 - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 4 : S h a d y O a k D r & U n i t y W a y E x i s t i n g T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 2 M o v e m e n t W B L W B R N B T N B R S B L S B T L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 3 3 8 2 7 2 3 5 2 4 1 5 2 F u t u r e V o l , v e h / h 3 3 8 2 7 2 3 5 2 4 1 5 2 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 7 9 7 9 7 9 7 9 7 9 7 9 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 4 4 8 3 4 4 4 4 3 0 1 9 2 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 6 1 9 3 6 6 0 0 3 8 9 0 S t a g e 1 3 6 6 - - - - - S t a g e 2 2 5 3 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 - - 4 . 1 2 - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 - - 2 . 2 1 8 - P o t C a p - 1 M a n e u v e r 4 5 2 6 7 9 - - 1 1 7 0 - S t a g e 1 7 0 2 - - - - - S t a g e 2 7 8 9 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 3 9 6 7 9 - - 1 1 7 0 - M o v C a p - 2 M a n e u v e r 4 3 9 - - - - - S t a g e 1 7 0 2 - - - - - S t a g e 2 7 6 6 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 0 . 9 0 1 . 1 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 W B L n 2 S B L S B T C a p a c i t y ( v e h / h ) - - 4 3 9 6 7 9 1 1 7 0 - H C M L a n e V / C R a t i o - - 0 . 0 0 9 0 . 0 7 1 0 . 0 2 6 - H C M C o n t r o l D e l a y ( s ) - - 1 3 . 3 1 0 . 7 8 . 2 0 H C M L a n e L O S - - B B A A H C M 9 5 t h % t i l e Q ( v e h ) - - 0 0 . 2 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) E x i s t i n g TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph)93 1609 1 4 2 7 7 9 8 6 7 4 9 8 5 1 1 3 0 Future Volume (vph)93 1609 1 4 2 7 7 9 8 6 7 4 9 8 5 1 1 3 0 Peak Hour Factor0.96 0.96 0. 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 Adj. Flow (vph)97 1676 1 4 2 8 9 5 9 0 7 4 9 8 9 1 1 3 5 Shared Lane Traffic (%)Lane Group Flow (vph) 97 167 7 0 4 2 8 9 5 9 0 7 1 3 0 8 9 1 3 6 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 99.0 1 5 . 0 9 9 . 0 9 9 . 0 2 6 . 0 2 6 . 0 2 6 . 0 2 6 . 0 Total Split (%)10.7% 70.7% 1 0 . 7 % 7 0 . 7 % 7 0 . 7 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 109.5 107. 5 1 0 2 . 1 9 6 . 6 9 6 . 6 2 1 . 5 2 1 . 5 2 1 . 5 2 1 . 5 Actuated g/C Ratio 0.78 0.77 0 . 7 3 0 . 6 9 0 . 6 9 0 . 1 5 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.61 0.43 0 . 0 2 0 . 8 3 0 . 0 8 0 . 0 5 0 . 0 5 0 . 4 2 0 . 4 0 Control Delay38.8 6.3 3 . 8 1 8 . 6 4 . 1 5 1 . 7 3 0 . 8 6 0 . 3 1 7 . 5 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay38.8 6.3 3 . 8 1 8 . 6 4 . 1 5 1 . 7 3 0 . 8 6 0 . 3 1 7 . 5 L O SDA A B A D C E B Approach Delay8.1 1 8 . 1 3 8 . 1 3 4 . 4 Approach LOSA B D C Queue Length 50th (ft) 34 156 1 6 3 9 1 1 6 3 7 4 1 9 Queue Length 95th (ft) 95 249 3 7 4 2 3 1 2 1 2 4 1 3 2 8 3 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 185 3903 2 9 3 3 5 0 7 1 1 0 6 1 4 5 2 6 3 2 1 4 3 3 8 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.52 0.43 0 . 0 1 0 . 8 3 0 . 0 8 0 . 0 5 0 . 0 5 0 . 4 2 0 . 4 0 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.83 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) E x i s t i n g T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 5 . 4 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 1 . 5 % I C U L e v e l o f S e r v i c e D A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) E x i s t i n g TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 1.4MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 1660 2 9 7 1 2 8 2 0 5 5 0 Future Vol, veh/h 0 1660 2 9 7 1 2 8 2 0 5 5 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 96 9 6 9 6 9 6 9 6 9 6 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 1729 3 0 7 4 2 9 3 8 5 5 2 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 1 7 5 9 0 3 0 6 7 8 8 0 Stage 1-- - - - 1 7 4 4 - Stage 2-- - - - 1 3 2 3 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - 1 6 5 - 2 4 2 4 9 Stage 1-- - - - 8 3 - Stage 2-- - - - 1 9 1 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - 1 6 5 - 1 3 2 4 9 Mov Cap-2 Maneuver -- - - - 1 3 - Stage 1-- - - - 8 3 - Stage 2-- - - - 1 0 5 - ApproachEB W B N B HCM Control Delay, s 0 1 . 1 5 8 . 2 HCM LOS F Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)13 249 - - - 1 6 5 - HCM Lane V/C Ratio 0.401 0.209 - - - 0 . 4 4 8 - HCM Control Delay (s) $ 408.1 23.2 0 - - 4 3 . 4 - HCM Lane LOS F C A - - E - HCM 95th %tile Q(veh) 1 0.8 - - - 2 . 1 - 4 : S h a d y O a k D r E x i s t i n g T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 8 M o v e m e n t W B L W B R N B T N B R S B L S B T L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 2 7 3 0 1 6 0 2 5 2 3 1 6 7 F u t u r e V o l , v e h / h 2 7 3 0 1 6 0 2 5 2 3 1 6 7 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 8 8 8 8 8 8 8 8 8 8 8 8 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 3 1 3 4 1 8 2 2 8 2 6 1 9 0 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 4 3 8 1 9 6 0 0 2 1 0 0 S t a g e 1 1 9 6 - - - - - S t a g e 2 2 4 2 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 - - 4 . 1 2 - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 - - 2 . 2 1 8 - P o t C a p - 1 M a n e u v e r 5 7 6 8 4 5 - - 1 3 6 1 - S t a g e 1 8 3 7 - - - - - S t a g e 2 7 9 8 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 6 4 8 4 5 - - 1 3 6 1 - M o v C a p - 2 M a n e u v e r 5 6 4 - - - - - S t a g e 1 8 3 7 - - - - - S t a g e 2 7 8 1 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 0 . 5 0 0 . 9 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 W B L n 2 S B L S B T C a p a c i t y ( v e h / h ) - - 5 6 4 8 4 5 1 3 6 1 - H C M L a n e V / C R a t i o - - 0 . 0 5 4 0 . 0 4 0 . 0 1 9 - H C M C o n t r o l D e l a y ( s ) - - 1 1 . 8 9 . 4 7 . 7 0 H C M L a n e L O S - - B A A A H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 2 0 . 1 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B a c k g r o u n d TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 260 3076 1 3 1 0 1 1 8 5 9 3 4 0 1 7 7 0 7 9 Future Volume (vph) 260 3076 1 3 1 0 1 1 8 5 9 3 4 0 1 7 7 0 7 9 Peak Hour Factor0.95 0.95 0. 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 Adj. Flow (vph)274 3238 1 4 1 1 1 2 4 7 9 8 4 0 1 8 1 0 8 3 Shared Lane Traffic (%)Lane Group Flow (vph) 274 325 2 0 1 1 1 2 4 7 9 8 4 1 0 8 1 8 3 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 110.5 1 5 . 0 1 1 0 . 5 1 1 0 . 5 2 4 . 5 2 4 . 5 2 4 . 5 2 4 . 5 Total Split (%)10.0% 73.7% 1 0 . 0 % 7 3 . 7 % 7 3 . 7 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 121.0 116. 8 1 1 2 . 2 1 0 6 . 5 1 0 6 . 5 2 0 . 0 2 0 . 0 2 0 . 0 2 0 . 0 Actuated g/C Ratio 0.81 0.78 0 . 7 5 0 . 7 1 0 . 7 1 0 . 1 3 0 . 1 3 0 . 1 3 0 . 1 3 v/c Ratio0.74 0.82 0 . 0 9 0 . 3 5 0 . 0 9 0 . 0 3 0 . 0 0 0 . 4 3 0 . 2 2 Control Delay17.5 13.4 4 . 9 8 . 7 1 . 3 5 7 . 2 0 . 0 6 7 . 7 1 . 3 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay17.5 13.4 4 . 9 8 . 7 1 . 3 5 7 . 2 0 . 0 6 7 . 7 1 . 3 L O SBB A A A E A E A Approach Delay13.7 8 . 1 4 5 . 8 3 4 . 1 Approach LOSB A D C Queue Length 50th (ft) 52 529 2 1 5 9 0 3 0 7 4 0 Queue Length 95th (ft) 96 832 6 1 8 2 1 7 1 6 0 1 3 3 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 376 3957 1 7 4 3 6 1 0 1 1 5 2 1 5 8 2 9 7 1 8 8 3 7 9 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.73 0.82 0 . 0 6 0 . 3 5 0 . 0 9 0 . 0 3 0 . 0 0 0 . 4 3 0 . 2 2 Intersection SummaryCycle Length: 150Actuated Cycle Length: 150Offset: 50.2 (33%), Referenced to phase 4:EBTL and 8:WBT L , S t a r t o f G r e e n Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B a c k g r o u n d T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 2 . 9 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 6 . 1 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B a c k g r o u n d TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 6.1MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 3280 2 2 3 5 1 2 2 6 1 1 9 7 Future Vol, veh/h 0 3280 2 2 3 5 1 2 2 6 1 1 9 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 94 9 4 9 4 9 4 9 4 9 4 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 3489 2 3 3 7 1 3 0 4 1 2 1 0 3 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 3 5 1 3 0 4 0 9 7 1 7 5 6 Stage 1-- - - - 3 5 0 1 - Stage 2-- - - - 5 9 6 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - ~ 2 0 - ~ 6 ~ 6 3 Stage 1-- - - - ~ 6 - Stage 2-- - - - 4 6 8 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - ~ 2 0 - 0 ~ 6 3 Mov Cap-2 Maneuver -- - - - 0 - Stage 1-- - - - ~ 6 - Stage 2-- - - - 0 - ApproachEB W B N B HCM Control Delay, s 0 2 2 . 6 HCM LOS - Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)- 63 - - - ~ 2 0 - HCM Lane V/C Ratio- 1.638 - - - 1 . 8 6 2 - HCM Control Delay (s) -$ 456.1 0 - - $ 8 1 2 . 9 - HCM Lane LOS - F A - - F - HCM 95th %tile Q(veh) - 9.2 - - - 5 - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 4 : S h a d y O a k D r & U n i t y W a y 2 0 2 0 B a c k g r o u n d T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 2 M o v e m e n t W B L W B R N B T N B R S B L S B T L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 3 4 0 2 8 9 3 7 2 5 1 6 1 F u t u r e V o l , v e h / h 3 4 0 2 8 9 3 7 2 5 1 6 1 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 7 9 7 9 7 9 7 9 7 9 7 9 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 4 5 1 3 6 6 4 7 3 2 2 0 4 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 6 5 6 3 8 9 0 0 4 1 3 0 S t a g e 1 3 8 9 - - - - - S t a g e 2 2 6 7 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 - - 4 . 1 2 - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 - - 2 . 2 1 8 - P o t C a p - 1 M a n e u v e r 4 3 0 6 5 9 - - 1 1 4 6 - S t a g e 1 6 8 5 - - - - - S t a g e 2 7 7 8 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 1 7 6 5 9 - - 1 1 4 6 - M o v C a p - 2 M a n e u v e r 4 1 7 - - - - - S t a g e 1 6 8 5 - - - - - S t a g e 2 7 5 4 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 1 . 1 0 1 . 1 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 W B L n 2 S B L S B T C a p a c i t y ( v e h / h ) - - 4 1 7 6 5 9 1 1 4 6 - H C M L a n e V / C R a t i o - - 0 . 0 0 9 0 . 0 7 7 0 . 0 2 8 - H C M C o n t r o l D e l a y ( s ) - - 1 3 . 7 1 0 . 9 8 . 2 0 H C M L a n e L O S - - B B A A H C M 9 5 t h % t i l e Q ( v e h ) - - 0 0 . 2 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B a c k g r o u n d TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph)99 1707 1 4 2 9 4 9 9 1 7 4 9 9 0 1 1 3 8 Future Volume (vph)99 1707 1 4 2 9 4 9 9 1 7 4 9 9 0 1 1 3 8 Peak Hour Factor0.96 0.96 0. 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 Adj. Flow (vph)103 1778 1 4 3 0 7 2 9 5 7 4 9 9 4 1 1 4 4 Shared Lane Traffic (%)Lane Group Flow (vph) 103 177 9 0 4 3 0 7 2 9 5 7 1 3 0 9 4 1 4 5 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 99.0 1 5 . 0 9 9 . 0 9 9 . 0 2 6 . 0 2 6 . 0 2 6 . 0 2 6 . 0 Total Split (%)10.7% 70.7% 1 0 . 7 % 7 0 . 7 % 7 0 . 7 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 109.5 107. 5 1 0 2 . 0 9 6 . 4 9 6 . 4 2 1 . 5 2 1 . 5 2 1 . 5 2 1 . 5 Actuated g/C Ratio 0.78 0.77 0 . 7 3 0 . 6 9 0 . 6 9 0 . 1 5 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.64 0.46 0 . 0 2 0 . 8 8 0 . 0 9 0 . 0 5 0 . 0 5 0 . 4 4 0 . 4 3 Control Delay42.1 6.5 3 . 8 2 1 . 3 4 . 2 5 1 . 9 3 0 . 8 6 1 . 1 1 9 . 7 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay42.1 6.5 3 . 8 2 1 . 3 4 . 2 5 1 . 9 3 0 . 8 6 1 . 1 1 9 . 7 L O SDA A C A D C E B Approach Delay8.5 2 0 . 8 3 8 . 2 3 6 . 0 Approach LOSA C D D Queue Length 50th (ft) 39 170 1 7 4 9 1 3 6 3 7 9 2 7 Queue Length 95th (ft) 103 272 3 8 5 4 3 3 2 1 2 4 1 3 9 9 4 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 185 3903 2 7 4 3 5 0 2 1 1 0 5 1 3 8 2 6 3 2 1 4 3 3 7 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.56 0.46 0 . 0 1 0 . 8 8 0 . 0 9 0 . 0 5 0 . 0 5 0 . 4 4 0 . 4 3 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.88 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B a c k g r o u n d T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 7 . 2 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 5 . 4 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B a c k g r o u n d TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 1.7MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 1762 2 9 7 5 2 9 9 3 5 5 0 Future Vol, veh/h 0 1762 2 9 7 5 2 9 9 3 5 5 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 96 9 6 9 6 9 6 9 6 9 6 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 1835 3 0 7 8 3 1 1 8 5 5 2 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 1 8 6 6 0 3 2 5 4 9 3 3 Stage 1-- - - - 1 8 5 1 - Stage 2-- - - - 1 4 0 3 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - 1 4 6 - 1 9 2 3 0 Stage 1-- - - - 7 1 - Stage 2-- - - - 1 7 2 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - 1 4 6 - 9 2 3 0 Mov Cap-2 Maneuver -- - - - 9 - Stage 1-- - - - 7 1 - Stage 2-- - - - 8 0 - ApproachEB W B N B HCM Control Delay, s 0 1 . 3 8 1 . 7 HCM LOS F Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)9 230 - - - 1 4 6 - HCM Lane V/C Ratio 0.579 0.226 - - - 0 . 5 3 5 - HCM Control Delay (s) $ 646.6 25.2 0 - - 5 5 - HCM Lane LOS F D A - - F - HCM 95th %tile Q(veh) 1.2 0.8 - - - 2 . 6 - 4 : S h a d y O a k D r & U n i t y W a y 2 0 2 0 B a c k g r o u n d T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 9 M o v e m e n t W B L W B R N B T N B R S B L S B T L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 2 9 3 2 1 7 0 2 7 2 4 1 7 7 F u t u r e V o l , v e h / h 2 9 3 2 1 7 0 2 7 2 4 1 7 7 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - 0 G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 8 8 8 8 8 8 8 8 8 8 8 8 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 3 3 3 6 1 9 3 3 1 2 7 2 0 1 M a j o r / M i n o r M i n o r 1 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 4 6 5 2 0 9 0 0 2 2 4 0 S t a g e 1 2 0 9 - - - - - S t a g e 2 2 5 6 - - - - - C r i t i c a l H d w y 7 . 1 2 6 . 2 2 - - 4 . 1 2 - C r i t i c a l H d w y S t g 1 6 . 1 2 - - - - - C r i t i c a l H d w y S t g 2 6 . 1 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 - - 2 . 2 1 8 - P o t C a p - 1 M a n e u v e r 5 0 8 8 3 1 - - 1 3 4 5 - S t a g e 1 7 9 3 - - - - - S t a g e 2 7 4 9 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 9 9 8 3 1 - - 1 3 4 5 - M o v C a p - 2 M a n e u v e r 4 9 9 - - - - - S t a g e 1 7 9 3 - - - - - S t a g e 2 7 3 2 - - - - - A p p r o a c h W B N B S B H C M C o n t r o l D e l a y , s 1 1 0 0 . 9 H C M L O S B M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 W B L n 2 S B L S B T C a p a c i t y ( v e h / h ) - - 4 9 9 8 3 1 1 3 4 5 - H C M L a n e V / C R a t i o - - 0 . 0 6 6 0 . 0 4 4 0 . 0 2 - H C M C o n t r o l D e l a y ( s ) - - 1 2 . 7 9 . 5 7 . 7 0 H C M L a n e L O S - - B A A A H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 2 0 . 1 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 261 3076 1 3 1 0 1 1 8 9 9 6 4 0 1 9 4 0 8 2 Future Volume (vph) 261 3076 1 3 1 0 1 1 8 9 9 6 4 0 1 9 4 0 8 2 Peak Hour Factor0.95 0.95 0. 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 Adj. Flow (vph)275 3238 1 4 1 1 1 2 5 2 1 0 1 4 0 1 9 9 0 8 6 Shared Lane Traffic (%)Lane Group Flow (vph) 275 325 2 0 1 1 1 2 5 2 1 0 1 4 1 0 9 9 8 6 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 110.5 1 5 . 0 1 1 0 . 5 1 1 0 . 5 2 4 . 5 2 4 . 5 2 4 . 5 2 4 . 5 Total Split (%)10.0% 73.7% 1 0 . 0 % 7 3 . 7 % 7 3 . 7 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 121.0 116. 8 1 1 2 . 2 1 0 6 . 5 1 0 6 . 5 2 0 . 0 2 0 . 0 2 0 . 0 2 0 . 0 Actuated g/C Ratio 0.81 0.78 0 . 7 5 0 . 7 1 0 . 7 1 0 . 1 3 0 . 1 3 0 . 1 3 0 . 1 3 v/c Ratio0.74 0.82 0 . 0 9 0 . 3 5 0 . 0 9 0 . 0 3 0 . 0 0 0 . 5 3 0 . 2 3 Control Delay17.9 13.4 4 . 9 8 . 7 1 . 3 5 7 . 2 0 . 0 7 1 . 6 1 . 4 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay17.9 13.4 4 . 9 8 . 7 1 . 3 5 7 . 2 0 . 0 7 1 . 6 1 . 4 L O SBB A A A E A E A Approach Delay13.7 8 . 1 4 5 . 8 3 9 . 0 Approach LOSB A D D Queue Length 50th (ft) 52 529 2 1 6 0 0 3 0 9 2 0 Queue Length 95th (ft) 101 832 6 1 8 3 1 7 1 6 0 1 5 7 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 375 3957 1 7 4 3 6 0 9 1 1 5 3 1 5 6 2 9 7 1 8 8 3 7 8 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.73 0.82 0 . 0 6 0 . 3 5 0 . 0 9 0 . 0 3 0 . 0 0 0 . 5 3 0 . 2 3 Intersection SummaryCycle Length: 150Actuated Cycle Length: 150Offset: 50.2 (33%), Referenced to phase 4:EBTL and 8:WBT L , S t a r t o f G r e e n Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 3 . 2 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 7 . 0 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl/Driveway 2 & Southlak e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 6.1MovementEBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Vol, veh/h3 3281 2 2 3 5 1 2 2 9 3 1 1 0 9 7 0 0 9 Future Vol, veh/h3 3281 2 2 3 5 1 2 2 9 3 1 1 0 9 7 0 0 9 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized- - None - - N o n e - - N o n e - - N o n e Storage Length380 - - 3 4 0 - - 1 3 0 - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor94 94 9 4 9 4 9 4 9 4 9 4 9 4 9 4 9 4 9 4 9 4 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow3 3490 2 3 3 7 1 3 0 7 3 1 2 0 1 0 3 0 0 1 0 Major/MinorMajor1M a j o r 2 M i n o r 1 M i n o r 2 Conflicting Flow All 1311 0 0 3 5 1 4 0 0 4 1 0 6 4 8 9 4 1 7 5 7 2 7 8 7 4 9 0 4 6 5 5 Stage 1- - - - - - 3 5 0 9 3 5 0 9 - 1 3 8 4 1 3 8 4 - Stage 2- - - - - - 5 9 7 1 3 8 5 - 1 4 0 3 3 5 2 0 - Critical Hdwy5.34 - - 5 . 3 4 - - 6 . 4 4 6 . 5 4 7 . 1 4 6 . 4 4 6 . 5 4 7 . 1 4 Critical Hdwy Stg 1 - - - - - - 7 . 3 4 5 . 5 4 - 7 . 3 4 5 . 5 4 - Critical Hdwy Stg 2- - - - - - 6 . 7 4 5 . 5 4 - 6 . 7 4 5 . 5 4 - Follow-up Hdwy3.12 - - 3 . 1 2 - - 3 . 8 2 4 . 0 2 3 . 9 2 3 . 8 2 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 276 - - ~ 2 0 - - ~ 3 1 ~ 6 3 2 0 1 3 5 0 Stage 1 - - - - - - ~ 3 1 6 - 1 0 7 2 0 9 - Stage 2- - - - - - 4 1 6 2 0 9 - 1 3 1 1 6 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 276 - - ~ 2 0 - - - 0 ~ 6 3 - 0 3 5 0 Mov Cap-2 Maneuver- - - - - - - 0 - - 0 - Stage 1- - - - - - ~ 3 1 6 - 1 0 6 0 - Stage 2- - - - - - - 0 - - 1 6 - ApproachEB W B N B S B HCM Control Delay, s 0 2 2 . 5 1 5 . 6 HCM LOS - C Minor Lane/Major Mvmt NBLn1NBLn2 EBL E B T E B R W B L W B T W B R S B L n 1 S B L n 2 Capacity (veh/h)- 63 27 6 - - ~ 2 0 - - - 3 5 0 HCM Lane V/C Ratio- 1.638 0.01 2 - - 1 . 8 6 2 - - - 0 . 0 2 7 HCM Control Delay (s) -$ 456.1 18. 2 - - $ 8 1 2 . 9 - - 0 1 5 . 6 HCM Lane LOS - F C - - F - - A C HCM 95th %tile Q(veh) - 9.2 0 - - 5 - - - 0 . 1 Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 6 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 7 2 0 4 3 5 3 1 6 4 3 F u t u r e V o l , v e h / h 7 2 0 4 3 5 3 1 6 4 3 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 8 2 2 4 3 8 4 1 7 8 3 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 7 2 1 8 0 1 8 2 0 - 0 S t a g e 1 1 8 0 - - - - - S t a g e 2 3 9 2 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 4 8 2 8 6 3 1 3 9 3 - - - S t a g e 1 8 5 1 - - - - - S t a g e 2 6 8 3 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 8 0 8 6 3 1 3 9 3 - - - M o v C a p - 2 M a n e u v e r 4 8 0 - - - - - S t a g e 1 8 5 1 - - - - - S t a g e 2 6 8 0 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 3 0 . 1 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 9 3 - 7 1 5 - - H C M L a n e V / C R a t i o 0 . 0 0 3 - 0 . 0 4 1 - - H C M C o n t r o l D e l a y ( s ) 7 . 6 - 1 0 . 3 - - H C M L a n e L O S A - B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.2MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h3 40 2 9 6 3 7 2 5 1 6 4 Future Vol, veh/h3 40 2 9 6 3 7 2 5 1 6 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow4 51 3 7 5 4 7 3 2 2 0 8 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 669 398 0 0 4 2 2 0 Stage 1398- - - - - Stage 2271- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 423 652 - - 1 1 3 7 - Stage 1678- - - - - Stage 2775- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 409 652 - - 1 1 3 7 - Mov Cap-2 Maneuver 409- - - - - Stage 1678- - - - - Stage 2750- - - - - ApproachWB N B S B HCM Control Delay, s 11.2 0 1 . 1 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 409 6 5 2 1 1 3 7 - HCM Lane V/C Ratio- - 0.009 0.0 7 8 0 . 0 2 8 - HCM Control Delay (s) - - 13. 9 1 1 8 . 3 0 HCM Lane LOS - -B B A A HCM 95th %tile Q(veh) - - 0 0 . 3 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 103 170 7 1 4 2 9 5 9 9 9 7 4 9 1 0 1 1 1 4 0 Future Volume (vph) 103 170 7 1 4 2 9 5 9 9 9 7 4 9 1 0 1 1 1 4 0 Peak Hour Factor0.96 0.96 0. 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 Adj. Flow (vph)107 1778 1 4 3 0 8 2 1 0 3 7 4 9 1 0 5 1 1 4 6 Shared Lane Traffic (%)Lane Group Flow (vph) 107 177 9 0 4 3 0 8 2 1 0 3 7 1 3 0 1 0 5 1 4 7 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 99.0 1 5 . 0 9 9 . 0 9 9 . 0 2 6 . 0 2 6 . 0 2 6 . 0 2 6 . 0 Total Split (%)10.7% 70.7% 1 0 . 7 % 7 0 . 7 % 7 0 . 7 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 109.5 107. 5 1 0 1 . 9 9 6 . 3 9 6 . 3 2 1 . 5 2 1 . 5 2 1 . 5 2 1 . 5 Actuated g/C Ratio 0.78 0.77 0 . 7 3 0 . 6 9 0 . 6 9 0 . 1 5 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.66 0.46 0 . 0 2 0 . 8 8 0 . 0 9 0 . 0 5 0 . 0 5 0 . 4 9 0 . 4 4 Control Delay44.4 6.5 3 . 8 2 1 . 6 4 . 4 5 1 . 9 3 0 . 8 6 3 . 0 2 0 . 2 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay44.4 6.5 3 . 8 2 1 . 6 4 . 4 5 1 . 9 3 0 . 8 6 3 . 0 2 0 . 2 L O SDA A C A D C E C Approach Delay8.7 2 1 . 0 3 8 . 2 3 8 . 0 Approach LOSA C D D Queue Length 50th (ft) 43 170 1 7 6 1 1 5 6 3 8 9 2 9 Queue Length 95th (ft) 108 272 3 8 6 2 3 6 2 1 2 4 1 5 2 9 6 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 185 3903 2 7 4 3 4 9 9 1 1 0 4 1 3 6 2 6 3 2 1 4 3 3 7 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.58 0.46 0 . 0 1 0 . 8 8 0 . 0 9 0 . 0 5 0 . 0 5 0 . 4 9 0 . 4 4 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.88 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 7 . 5 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 6 . 4 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl/Driveway 2 & Southlak e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 3.2MovementEBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Vol, veh/h10 1766 2 9 7 5 2 9 9 5 1 0 5 0 5 0 0 0 6 Future Vol, veh/h 10 1766 2 9 7 5 2 9 9 5 1 0 5 0 5 0 0 0 6 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized- - None - - N o n e - - N o n e - - N o n e Storage Length380 - - 3 4 0 - - 1 3 0 - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor96 96 9 6 9 6 9 6 9 6 9 6 9 6 9 6 9 6 9 6 9 6 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow10 1840 3 0 7 8 3 1 2 0 1 0 5 0 5 2 0 0 6 Major/MinorMajor1M a j o r 2 M i n o r 1 M i n o r 2 Conflicting Flow All 3130 0 0 1 8 7 0 0 0 3 2 8 0 5 1 6 2 9 3 5 4 0 3 8 5 1 7 2 1 5 6 5 Stage 1- - - - - - 1 8 7 6 1 8 7 6 - 3 2 8 1 3 2 8 1 - Stage 2- - - - - - 1 4 0 4 3 2 8 6 - 7 5 7 1 8 9 1 - Critical Hdwy5.34 - - 5 . 3 4 - - 6 . 4 4 6 . 5 4 7 . 1 4 6 . 4 4 6 . 5 4 7 . 1 4 Critical Hdwy Stg 1 - - - - - - 7 . 3 4 5 . 5 4 - 7 . 3 4 5 . 5 4 - Critical Hdwy Stg 2- - - - - - 6 . 7 4 5 . 5 4 - 6 . 7 4 5 . 5 4 - Follow-up Hdwy3.12 - - 3 . 1 2 - - 3 . 8 2 4 . 0 2 3 . 9 2 3 . 8 2 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 32 - - 1 4 6 - - 1 0 0 2 2 9 3 0 8 6 Stage 1 - - - - - - 4 7 1 1 9 - 4 2 2 - Stage 2- - - - - - 1 3 1 2 1 - 3 3 2 1 1 7 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 32 - - 1 4 6 - - ~ 4 0 2 2 9 1 0 8 6 Mov Cap-2 Maneuver - - - - - - ~ 4 0 - 1 0 - Stage 1- - - - - - 3 2 8 2 - 3 1 0 - Stage 2- - - - - - 5 7 1 0 - 1 7 6 8 0 - ApproachEB W B N B S B HCM Control Delay, s 0.9 1 . 3 1 7 7 . 8 5 0 . 1 HCM LOS F F Minor Lane/Major Mvmt NBLn1NBLn2 EBL E B T E B R W B L W B T W B R S B L n 1 Capacity (veh/h)4 229 3 2 - - 1 4 6 - - 8 6 HCM Lane V/C Ratio 1.302 0.227 0.3 2 6 - - 0 . 5 3 5 - - 0 . 0 7 3 HCM Control Delay (s) $ 1702.3 25.3 164 . 5 - - 5 5 - - 5 0 . 1 HCM Lane LOS F D F - - F - - F HCM 95th %tile Q(veh) 1.5 0.8 1 - - 2 . 6 - - 0 . 2 Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 7 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 5 1 3 1 2 1 9 0 2 0 6 8 F u t u r e V o l , v e h / h 5 1 3 1 2 1 9 0 2 0 6 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 1 4 1 3 2 0 7 2 2 4 9 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 4 6 1 2 2 8 2 3 3 0 - 0 S t a g e 1 2 2 8 - - - - - S t a g e 2 2 3 3 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 5 5 9 8 1 1 1 3 3 5 - - - S t a g e 1 8 1 0 - - - - - S t a g e 2 8 0 6 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 5 3 8 1 1 1 3 3 5 - - - M o v C a p - 2 M a n e u v e r 5 5 3 - - - - - S t a g e 1 8 1 0 - - - - - S t a g e 2 7 9 7 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 2 0 . 5 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 3 5 - 7 1 8 - - H C M L a n e V / C R a t i o 0 . 0 1 - 0 . 0 2 7 - - H C M C o n t r o l D e l a y ( s ) 7 . 7 0 1 0 . 2 - - H C M L a n e L O S A A B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.8MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h29 32 1 7 4 2 7 2 4 1 8 5 Future Vol, veh/h29 32 1 7 4 2 7 2 4 1 8 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor88 88 8 8 8 8 8 8 8 8 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow33 36 1 9 8 3 1 2 7 2 1 0 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 478 213 0 0 2 2 8 0 Stage 1213- - - - - Stage 2265- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 546 827 - - 1 3 4 0 - Stage 1823- - - - - Stage 2779- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 533 827 - - 1 3 4 0 - Mov Cap-2 Maneuver 533- - - - - Stage 1823- - - - - Stage 2761- - - - - ApproachWB N B S B HCM Control Delay, s 10.8 0 0 . 9 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 533 8 2 7 1 3 4 0 - HCM Lane V/C Ratio- - 0.062 0. 0 4 4 0 . 0 2 - HCM Control Delay (s) - - 12.2 9 . 6 7 . 7 0 HCM Lane LOS - -B A A A HCM 95th %tile Q(veh) - - 0.2 0 . 1 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph)23 1019 0 3 1 3 9 4 4 6 0 0 5 5 3 0 3 1 Future Volume (vph)23 1019 0 3 1 3 9 4 4 6 0 0 5 5 3 0 3 1 Peak Hour Factor0.92 0.92 0. 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 Adj. Flow (vph)25 1108 0 3 1 5 1 5 5 0 0 0 5 5 8 0 3 4 Shared Lane Traffic (%)Lane Group Flow (vph) 25 110 8 0 3 1 5 1 5 5 0 0 5 0 5 8 3 4 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 82.0 1 5 . 0 8 2 . 0 8 2 . 0 2 3 . 0 2 3 . 0 2 3 . 0 2 3 . 0 Total Split (%)12.5% 68.3% 1 2 . 5 % 6 8 . 3 % 6 8 . 3 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s)91.7 90.5 8 9 . 5 8 6 . 1 8 6 . 1 1 8 . 5 1 8 . 5 1 8 . 5 Actuated g/C Ratio 0.76 0.75 0 . 7 5 0 . 7 2 0 . 7 2 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.09 0.29 0 . 0 1 0 . 4 2 0 . 0 4 0 . 0 1 0 . 2 7 0 . 0 9 Control Delay4.0 5.2 3 . 3 7 . 7 1 . 6 0 . 0 4 8 . 6 0 . 5 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay4.0 5.2 3 . 3 7 . 7 1 . 6 0 . 0 4 8 . 6 0 . 5 L O SAA A A A A D A Approach Delay5.1 7 . 5 3 0 . 8 Approach LOSA A C Queue Length 50th (ft) 4 77 1 1 7 4 0 0 4 0 0 Queue Length 95th (ft) 10 136 3 2 0 6 1 1 0 8 2 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 325 3833 4 5 7 3 6 5 0 1 1 5 1 4 3 7 2 1 6 3 8 8 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.08 0.29 0 . 0 1 0 . 4 2 0 . 0 4 0 . 0 1 0 . 2 7 0 . 0 9 Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.42 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 7 . 3 I n t e r s e c t i o n L O S : A I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 4 4 . 0 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl/Driveway 2 & Southlak e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 0.7MovementEBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Vol, veh/h8 1006 4 3 3 1 3 7 2 8 7 0 3 3 0 0 7 Future Vol, veh/h8 1006 4 3 3 1 3 7 2 8 7 0 3 3 0 0 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized- - None - - N o n e - - N o n e - - N o n e Storage Length380 - - 3 4 0 - - 1 3 0 - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor89 89 8 9 8 9 8 9 8 9 8 9 8 9 8 9 8 9 8 9 8 9 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow9 1130 4 3 7 1 5 4 2 9 8 0 3 7 0 0 8 Major/MinorMajor1M a j o r 2 M i n o r 1 M i n o r 2 Conflicting Flow All 1551 0 0 1 1 3 5 0 0 1 8 4 2 2 7 7 6 5 6 7 2 0 9 0 2 7 7 3 7 7 5 Stage 1- - - - - - 1 1 5 1 1 1 5 1 - 1 6 2 0 1 6 2 0 - Stage 2- - - - - - 6 9 1 1 6 2 5 - 4 7 0 1 1 5 3 - Critical Hdwy5.34 - - 5 . 3 4 - - 6 . 4 4 6 . 5 4 7 . 1 4 6 . 4 4 6 . 5 4 7 . 1 4 Critical Hdwy Stg 1 - - - - - - 7 . 3 4 5 . 5 4 - 7 . 3 4 5 . 5 4 - Critical Hdwy Stg 2- - - - - - 6 . 7 4 5 . 5 4 - 6 . 7 4 5 . 5 4 - Follow-up Hdwy3.12 - - 3 . 1 2 - - 3 . 8 2 4 . 0 2 3 . 9 2 3 . 8 2 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 210 - - 3 3 7 - - 8 0 1 9 4 0 0 5 6 1 9 2 9 2 Stage 1 - - - - - - 1 5 6 2 7 1 - 7 3 1 6 0 - Stage 2- - - - - - 3 6 5 1 5 9 - 4 9 6 2 7 0 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 210 - - 3 3 7 - - 6 9 1 6 4 0 0 4 5 1 6 2 9 2 Mov Cap-2 Maneuver - - - - - - 6 9 1 6 - 4 5 1 6 - Stage 1- - - - - - 1 4 9 2 5 9 - 7 0 1 4 2 - Stage 2- - - - - - 3 1 6 1 4 2 - 4 3 1 2 5 8 - ApproachEB W B N B S B HCM Control Delay, s 0.2 0 . 4 2 3 . 5 1 7 . 7 HCM LOS C C Minor Lane/Major Mvmt NBLn1NBLn2 EBL E B T E B R W B L W B T W B R S B L n 1 Capacity (veh/h)69 400 21 0 - - 3 3 7 - - 2 9 2 HCM Lane V/C Ratio 0.114 0.093 0.0 4 3 - - 0 . 1 1 - - 0 . 0 2 7 HCM Control Delay (s) 63.8 14.9 22 . 9 - - 1 7 - - 1 7 . 7 HCM Lane LOS F B C - - C - - C HCM 95th %tile Q(veh) 0.4 0.3 0 . 1 - - 0 . 4 - - 0 . 1 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 7 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 6 1 5 1 0 5 9 6 3 6 F u t u r e V o l , v e h / h 6 1 5 1 0 5 9 6 3 6 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 2 8 2 8 2 8 2 8 2 8 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 7 1 8 1 2 7 2 7 7 7 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 1 7 6 8 0 8 4 0 - 0 S t a g e 1 8 0 - - - - - S t a g e 2 9 6 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 8 1 4 9 8 0 1 5 1 3 - - - S t a g e 1 9 4 3 - - - - - S t a g e 2 9 2 8 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 8 0 7 9 8 0 1 5 1 3 - - - M o v C a p - 2 M a n e u v e r 8 0 7 - - - - - S t a g e 1 9 4 3 - - - - - S t a g e 2 9 2 1 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 1 . 1 0 H C M L O S A M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 5 1 3 - 9 2 3 - - H C M L a n e V / C R a t i o 0 . 0 0 8 - 0 . 0 2 8 - - H C M C o n t r o l D e l a y ( s ) 7 . 4 - 9 - - H C M L a n e L O S A - A - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 0 B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 2.1MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h17 17 6 2 4 3 5 2 Future Vol, veh/h17 17 6 2 4 3 5 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow22 22 7 8 5 4 6 6 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 154 81 0 0 8 4 0 Stage 181- - - - - Stage 273- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 838 979 - - 1 5 1 3 - Stage 1942- - - - - Stage 2950- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 835 979 - - 1 5 1 3 - Mov Cap-2 Maneuver 835- - - - - Stage 1942- - - - - Stage 2947- - - - - ApproachWB N B S B HCM Control Delay, s 9.1 0 0 . 4 HCM LOSA Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 835 9 7 9 1 5 1 3 - HCM Lane V/C Ratio- - 0.026 0.0 2 2 0 . 0 0 3 - HCM Control Delay (s) - - 9.4 8 . 8 7 . 4 0 HCM Lane LOS - -A A A A HCM 95th %tile Q(veh) - - 0.1 0 . 1 0 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 288 3397 1 4 1 1 1 3 1 2 1 0 6 4 0 1 1 0 2 0 9 0 Future Volume (vph) 288 3397 1 4 1 1 1 3 1 2 1 0 6 4 0 1 1 0 2 0 9 0 Peak Hour Factor0.95 0.95 0. 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 Adj. Flow (vph)303 3576 1 5 1 2 1 3 8 1 1 1 2 4 0 1 1 0 7 0 9 5 Shared Lane Traffic (%)Lane Group Flow (vph) 303 359 1 0 1 2 1 3 8 1 1 1 2 4 1 0 1 0 7 9 5 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 110.5 1 5 . 0 1 1 0 . 5 1 1 0 . 5 2 4 . 5 2 4 . 5 2 4 . 5 2 4 . 5 Total Split (%)10.0% 73.7% 1 0 . 0 % 7 3 . 7 % 7 3 . 7 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 121.0 116. 8 1 1 1 . 7 1 0 6 . 0 1 0 6 . 0 2 0 . 0 2 0 . 0 2 0 . 0 2 0 . 0 Actuated g/C Ratio 0.81 0.78 0 . 7 4 0 . 7 1 0 . 7 1 0 . 1 3 0 . 1 3 0 . 1 3 0 . 1 3 v/c Ratio0.90 0.91 0 . 1 0 0 . 3 8 0 . 1 0 0 . 0 3 0 . 0 0 0 . 5 7 0 . 2 6 Control Delay41.0 17.9 5 . 0 9 . 2 1 . 3 5 7 . 2 0 . 0 7 3 . 8 1 . 8 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay41.0 17.9 5 . 0 9 . 2 1 . 3 5 7 . 2 0 . 0 7 3 . 8 1 . 8 L O SDB A A A E A E A Approach Delay19.7 8 . 6 4 5 . 8 3 9 . 9 Approach LOSB A D D Queue Length 50th (ft) 71 718 2 1 8 3 0 3 0 1 0 0 0 Queue Length 95th (ft) #149 1124 6 2 0 8 1 8 1 6 0 1 6 8 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 336 3957 1 7 4 3 5 9 3 1 1 5 1 1 4 9 2 9 6 1 8 8 3 6 0 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.90 0.91 0 . 0 7 0 . 3 8 0 . 1 0 0 . 0 3 0 . 0 0 0 . 5 7 0 . 2 6 Intersection SummaryCycle Length: 150Actuated Cycle Length: 150Offset: 50.2 (33%), Referenced to phase 4:EBTL and 8:WBT L , S t a r t o f G r e e n Natural Cycle: 120Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.91 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 7 . 5 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 3 . 7 % I C U L e v e l o f S e r v i c e F A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl/Driveway 2 & Southlak e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 11.9MovementEBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Vol, veh/h3 3623 2 2 3 9 1 3 5 7 3 1 1 0 9 7 0 0 9 Future Vol, veh/h3 3623 2 2 3 9 1 3 5 7 3 1 1 0 9 7 0 0 9 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized- - None - - N o n e - - N o n e - - N o n e Storage Length380 - - 3 4 0 - - 1 3 0 - - 1 0 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor94 94 9 4 9 4 9 4 9 4 9 4 9 4 9 4 9 4 9 4 9 4 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow3 3854 2 3 4 1 1 4 4 4 3 1 2 0 1 0 3 0 0 1 0 Major/MinorMajor1M a j o r 2 M i n o r 1 M i n o r 2 Conflicting Flow All 1447 0 0 3 8 7 8 0 0 4 5 3 2 5 4 0 2 1 9 3 9 3 0 7 6 5 4 1 2 7 2 3 Stage 1- - - - - - 3 8 7 2 3 8 7 2 - 1 5 2 8 1 5 2 8 - Stage 2- - - - - - 6 6 0 1 5 3 0 - 1 5 4 8 3 8 8 4 - Critical Hdwy5.34 - - 5 . 3 4 - - 6 . 4 4 6 . 5 4 7 . 1 4 6 . 4 4 6 . 5 4 7 . 1 4 Critical Hdwy Stg 1 - - - - - - 7 . 3 4 5 . 5 4 - 7 . 3 4 5 . 5 4 - Critical Hdwy Stg 2- - - - - - 6 . 7 4 5 . 5 4 - 6 . 7 4 5 . 5 4 - Follow-up Hdwy3.12 - - 3 . 1 2 - - 3 . 8 2 4 . 0 2 3 . 9 2 3 . 8 2 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 237 - - ~ 1 3 - - ~ 1 0 ~ 4 7 1 3 0 3 1 6 Stage 1 - - - - - - ~ 1 1 0 - 8 4 1 7 8 - Stage 2- - - - - - 3 8 1 1 7 7 - 1 0 6 1 0 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 237 - - ~ 1 3 - - - 0 ~ 4 7 - 0 3 1 6 Mov Cap-2 Maneuver- - - - - - - 0 - - 0 - Stage 1- - - - - - ~ 1 1 0 - 8 3 0 - Stage 2- - - - - - - 0 - - 1 0 - ApproachEB W B N B S B HCM Control Delay, s 0 4 3 . 9 1 6 . 7 HCM LOS - C Minor Lane/Major Mvmt NBLn1NBLn2 EBL E B T E B R W B L W B T W B R S B L n 1 S B L n 2 Capacity (veh/h)- 47 23 7 - - ~ 1 3 - - - 3 1 6 HCM Lane V/C Ratio- 2.196 0.01 3 - - 3 . 1 9 1 - - - 0 . 0 3 HCM Control Delay (s) -$ 735.4 20. 4 - - $ 1 5 7 5 . 5 - - 0 1 6 . 7 HCM Lane LOS - F C - - F - - A C HCM 95th %tile Q(veh) - 10.7 0 - - 6 . 1 - - - 0 . 1 Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 5 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 7 2 0 4 3 9 0 1 8 2 3 F u t u r e V o l , v e h / h 7 2 0 4 3 9 0 1 8 2 3 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 8 2 2 4 4 2 4 1 9 8 3 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 6 3 2 1 9 9 2 0 1 0 - 0 S t a g e 1 1 9 9 - - - - - S t a g e 2 4 3 3 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 4 4 4 8 4 2 1 3 7 1 - - - S t a g e 1 8 3 5 - - - - - S t a g e 2 6 5 4 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 4 2 8 4 2 1 3 7 1 - - - M o v C a p - 2 M a n e u v e r 4 4 2 - - - - - S t a g e 1 8 3 5 - - - - - S t a g e 2 6 5 1 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 5 0 . 1 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 7 1 - 6 8 2 - - H C M L a n e V / C R a t i o 0 . 0 0 3 - 0 . 0 4 3 - - H C M C o n t r o l D e l a y ( s ) 7 . 6 - 1 0 . 5 - - H C M L a n e L O S A - B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.3MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h4 45 3 2 6 4 1 2 8 1 8 1 Future Vol, veh/h4 45 3 2 6 4 1 2 8 1 8 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow5 57 4 1 3 5 2 3 5 2 2 9 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 739 439 0 0 4 6 5 0 Stage 1439- - - - - Stage 2300- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 385 618 - - 1 0 9 6 - Stage 1650- - - - - Stage 2752- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 371 618 - - 1 0 9 6 - Mov Cap-2 Maneuver 371- - - - - Stage 1650- - - - - Stage 2724- - - - - ApproachWB N B S B HCM Control Delay, s 11.7 0 1 . 1 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 371 6 1 8 1 0 9 6 - HCM Lane V/C Ratio- - 0.014 0.0 9 2 0 . 0 3 2 - HCM Control Delay (s) - - 14.8 1 1 . 4 8 . 4 0 HCM Lane LOS - -B B A A HCM 95th %tile Q(veh) - - 0 0 . 3 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 113 188 5 1 5 3 2 6 6 1 0 9 7 4 9 1 1 0 1 1 5 5 Future Volume (vph) 113 188 5 1 5 3 2 6 6 1 0 9 7 4 9 1 1 0 1 1 5 5 Peak Hour Factor0.96 0.96 0. 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 Adj. Flow (vph)118 1964 1 5 3 4 0 2 1 1 4 7 4 9 1 1 5 1 1 6 1 Shared Lane Traffic (%)Lane Group Flow (vph) 118 196 5 0 5 3 4 0 2 1 1 4 7 1 3 0 1 1 5 1 6 2 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 99.0 1 5 . 0 9 9 . 0 9 9 . 0 2 6 . 0 2 6 . 0 2 6 . 0 2 6 . 0 Total Split (%)10.7% 70.7% 1 0 . 7 % 7 0 . 7 % 7 0 . 7 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 109.5 107. 4 1 0 1 . 5 9 5 . 9 9 5 . 9 2 1 . 5 2 1 . 5 2 1 . 5 2 1 . 5 Actuated g/C Ratio 0.78 0.77 0 . 7 2 0 . 6 8 0 . 6 8 0 . 1 5 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.70 0.50 0 . 0 3 0 . 9 8 0 . 1 0 0 . 0 6 0 . 0 5 0 . 5 4 0 . 4 8 Control Delay50.2 7.0 4 . 0 3 2 . 1 4 . 7 5 2 . 1 3 0 . 8 6 4 . 9 2 4 . 2 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay50.2 7.0 4 . 0 3 2 . 1 4 . 7 5 2 . 1 3 0 . 8 6 4 . 9 2 4 . 2 L O SDA A C A D C E C Approach Delay9.5 3 1 . 2 3 8 . 3 4 1 . 1 Approach LOSA C D D Queue Length 50th (ft) 53 200 1 1 0 2 6 1 9 6 3 9 8 4 2 Queue Length 95th (ft) #125 317 4 # 1 2 3 4 4 0 2 1 2 4 1 6 6 1 1 5 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 185 3902 2 4 2 3 4 8 4 1 0 9 9 1 2 4 2 6 3 2 1 4 3 3 6 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.64 0.50 0 . 0 2 0 . 9 8 0 . 1 0 0 . 0 6 0 . 0 5 0 . 5 4 0 . 4 8 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 110Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.98 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 2 4 . 0 I n t e r s e c t i o n L O S : C I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 3 . 4 % I C U L e v e l o f S e r v i c e F A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl/Driveway 2 & Southlak e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 9.3MovementEBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Vol, veh/h10 1949 2 9 8 3 3 3 0 6 1 0 5 0 5 0 0 0 6 Future Vol, veh/h 10 1949 2 9 8 3 3 3 0 6 1 0 5 0 5 0 0 0 6 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized- - None - - N o n e - - N o n e - - N o n e Storage Length380 - - 3 4 0 - - 1 3 0 - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor96 96 9 6 9 6 9 6 9 6 9 6 9 6 9 6 9 6 9 6 9 6 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow10 2030 3 0 8 6 3 4 4 4 1 0 5 0 5 2 0 0 6 Major/MinorMajor1M a j o r 2 M i n o r 1 M i n o r 2 Conflicting Flow All 3454 0 0 2 0 6 0 0 0 3 6 1 6 5 6 9 3 1 0 3 0 4 4 5 5 5 7 0 3 1 7 2 7 Stage 1- - - - - - 2 0 6 6 2 0 6 6 - 3 6 2 2 3 6 2 2 - Stage 2- - - - - - 1 5 5 0 3 6 2 7 - 8 3 3 2 0 8 1 - Critical Hdwy5.34 - - 5 . 3 4 - - 6 . 4 4 6 . 5 4 7 . 1 4 6 . 4 4 6 . 5 4 7 . 1 4 Critical Hdwy Stg 1 - - - - - - 7 . 3 4 5 . 5 4 - 7 . 3 4 5 . 5 4 - Critical Hdwy Stg 2- - - - - - 6 . 7 4 5 . 5 4 - 6 . 7 4 5 . 5 4 - Follow-up Hdwy3.12 - - 3 . 1 2 - - 3 . 8 2 4 . 0 2 3 . 9 2 3 . 8 2 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 22 - - 1 1 7 - - 6 0 1 9 8 2 0 6 6 Stage 1 - - - - - - 3 4 9 5 - 2 1 4 - Stage 2- - - - - - 1 0 5 1 4 - 2 9 8 9 4 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 22 - - 1 1 7 - - ~ 1 0 1 9 8 0 0 6 6 Mov Cap-2 Maneuver - - - - - - ~ 1 0 - 0 0 - Stage 1- - - - - - 1 9 5 2 - 1 4 - Stage 2- - - - - - 2 5 4 - 1 2 0 5 1 - ApproachEB W B N B S B HCM Control Delay, s 1.4 2 . 3 $ 7 1 8 . 4 6 5 . 2 HCM LOS F F Minor Lane/Major Mvmt NBLn1NBLn2 EBL E B T E B R W B L W B T W B R S B L n 1 Capacity (veh/h)1 198 2 2 - - 1 1 7 - - 6 6 HCM Lane V/C Ratio 5.208 0.263 0.4 7 3 - - 0 . 7 3 9 - - 0 . 0 9 5 HCM Control Delay (s) $ 7607 29.5 271 . 3 - - 9 4 - - 6 5 . 2 HCM Lane LOS F D F - - F - - F HCM 95th %tile Q(veh) 1.7 1 1 . 4 - - 4 . 1 - - 0 . 3 Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 6 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 5 1 3 1 2 2 1 0 2 2 7 8 F u t u r e V o l , v e h / h 5 1 3 1 2 2 1 0 2 2 7 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 1 4 1 3 2 2 8 2 4 7 9 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 0 5 2 5 1 2 5 5 0 - 0 S t a g e 1 2 5 1 - - - - - S t a g e 2 2 5 4 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 5 2 7 7 8 8 1 3 1 0 - - - S t a g e 1 7 9 1 - - - - - S t a g e 2 7 8 8 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 2 1 7 8 8 1 3 1 0 - - - M o v C a p - 2 M a n e u v e r 5 2 1 - - - - - S t a g e 1 7 9 1 - - - - - S t a g e 2 7 7 9 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 4 0 . 4 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 1 0 - 6 9 0 - - H C M L a n e V / C R a t i o 0 . 0 1 - 0 . 0 2 8 - - H C M C o n t r o l D e l a y ( s ) 7 . 8 0 1 0 . 4 - - H C M L a n e L O S A A B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.8MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h32 35 1 9 2 2 9 2 7 2 0 4 Future Vol, veh/h32 35 1 9 2 2 9 2 7 2 0 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor88 88 8 8 8 8 8 8 8 8 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow36 40 2 1 8 3 3 3 1 2 3 2 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 528 235 0 0 2 5 1 0 Stage 1235- - - - - Stage 2293- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 511 804 - - 1 3 1 4 - Stage 1804- - - - - Stage 2757- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 497 804 - - 1 3 1 4 - Mov Cap-2 Maneuver 497- - - - - Stage 1804- - - - - Stage 2737- - - - - ApproachWB N B S B HCM Control Delay, s 11.2 0 0 . 9 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 497 8 0 4 1 3 1 4 - HCM Lane V/C Ratio- - 0.073 0.0 4 9 0 . 0 2 3 - HCM Control Delay (s) - - 12.8 9 . 7 7 . 8 0 HCM Lane LOS - -B A A A HCM 95th %tile Q(veh) - - 0.2 0 . 2 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph)25 1125 0 4 1 5 3 8 5 0 0 0 5 5 7 0 3 4 Future Volume (vph)25 1125 0 4 1 5 3 8 5 0 0 0 5 5 7 0 3 4 Peak Hour Factor0.92 0.92 0. 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 Adj. Flow (vph)27 1223 0 4 1 6 7 2 5 4 0 0 5 6 2 0 3 7 Shared Lane Traffic (%)Lane Group Flow (vph) 27 122 3 0 4 1 6 7 2 5 4 0 5 0 6 2 3 7 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 82.0 1 5 . 0 8 2 . 0 8 2 . 0 2 3 . 0 2 3 . 0 2 3 . 0 2 3 . 0 Total Split (%)12.5% 68.3% 1 2 . 5 % 6 8 . 3 % 6 8 . 3 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s)91.8 90.5 8 9 . 5 8 6 . 1 8 6 . 1 1 8 . 5 1 8 . 5 1 8 . 5 Actuated g/C Ratio 0.76 0.75 0 . 7 5 0 . 7 2 0 . 7 2 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.12 0.32 0 . 0 1 0 . 4 6 0 . 0 5 0 . 0 1 0 . 2 9 0 . 1 0 Control Delay4.3 5.3 3 . 2 8 . 1 1 . 7 0 . 0 4 9 . 0 0 . 5 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay4.3 5.3 3 . 2 8 . 1 1 . 7 0 . 0 4 9 . 0 0 . 5 L O SAA A A A A D A Approach Delay5.3 7 . 9 3 0 . 9 Approach LOSA A C Queue Length 50th (ft) 4 88 1 2 0 2 0 0 4 3 0 Queue Length 95th (ft) 10 153 3 2 3 8 1 2 0 8 7 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 293 3833 4 1 8 3 6 4 8 1 1 5 1 4 1 9 2 1 6 3 7 8 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.09 0.32 0 . 0 1 0 . 4 6 0 . 0 5 0 . 0 1 0 . 2 9 0 . 1 0 Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.46 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 7 . 6 I n t e r s e c t i o n L O S : A I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 4 7 . 0 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl/Driveway 2 & Southlak e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 0.8MovementEBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Vol, veh/h8 1110 4 3 6 1 5 1 4 8 7 0 3 3 0 0 7 Future Vol, veh/h8 1110 4 3 6 1 5 1 4 8 7 0 3 3 0 0 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized- - None - - N o n e - - N o n e - - N o n e Storage Length380 - - 3 4 0 - - 1 3 0 - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor89 89 8 9 8 9 8 9 8 9 8 9 8 9 8 9 8 9 8 9 8 9 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow9 1247 4 4 0 1 7 0 1 9 8 0 3 7 0 0 8 Major/MinorMajor1M a j o r 2 M i n o r 1 M i n o r 2 Conflicting Flow All 1710 0 0 1 2 5 2 0 0 2 0 2 8 3 0 5 8 6 2 6 2 3 0 4 3 0 5 7 8 5 5 Stage 1- - - - - - 1 2 6 7 1 2 6 7 - 1 7 8 7 1 7 8 7 - Stage 2- - - - - - 7 6 1 1 7 9 1 - 5 1 7 1 2 7 0 - Critical Hdwy5.34 - - 5 . 3 4 - - 6 . 4 4 6 . 5 4 7 . 1 4 6 . 4 4 6 . 5 4 7 . 1 4 Critical Hdwy Stg 1 - - - - - - 7 . 3 4 5 . 5 4 - 7 . 3 4 5 . 5 4 - Critical Hdwy Stg 2- - - - - - 6 . 7 4 5 . 5 4 - 6 . 7 4 5 . 5 4 - Follow-up Hdwy3.12 - - 3 . 1 2 - - 3 . 8 2 4 . 0 2 3 . 9 2 3 . 8 2 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 175 - - 2 9 5 - - 6 1 1 2 3 6 6 4 1 1 2 2 5 9 Stage 1 - - - - - - 1 2 9 2 3 8 - 5 5 1 3 2 - Stage 2- - - - - - 3 3 0 1 3 2 - 4 6 5 2 3 7 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 175 - - 2 9 5 - - 5 1 1 0 3 6 6 3 2 1 0 2 5 9 Mov Cap-2 Maneuver - - - - - - 5 1 1 0 - 3 2 1 0 - Stage 1- - - - - - 1 2 2 2 2 6 - 5 2 1 1 4 - Stage 2- - - - - - 2 7 7 1 1 4 - 3 9 6 2 2 5 - ApproachEB W B N B S B HCM Control Delay, s 0.2 0 . 4 2 8 . 5 1 9 . 3 HCM LOS D C Minor Lane/Major Mvmt NBLn1NBLn2 EBL E B T E B R W B L W B T W B R S B L n 1 Capacity (veh/h)51 366 17 5 - - 2 9 5 - - 2 5 9 HCM Lane V/C Ratio 0.154 0.101 0.0 5 1 - - 0 . 1 3 7 - - 0 . 0 3 HCM Control Delay (s) 88.1 15.9 26 . 7 - - 1 9 . 1 - - 1 9 . 3 HCM Lane LOS F C D - - C - - C HCM 95th %tile Q(veh) 0.5 0.3 0 . 2 - - 0 . 5 - - 0 . 1 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 6 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 6 1 5 1 0 6 6 6 9 6 F u t u r e V o l , v e h / h 6 1 5 1 0 6 6 6 9 6 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 2 8 2 8 2 8 2 8 2 8 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 7 1 8 1 2 8 0 8 4 7 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 1 9 3 8 8 9 1 0 - 0 S t a g e 1 8 8 - - - - - S t a g e 2 1 0 5 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 7 9 6 9 7 0 1 5 0 4 - - - S t a g e 1 9 3 5 - - - - - S t a g e 2 9 1 9 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 7 9 0 9 7 0 1 5 0 4 - - - M o v C a p - 2 M a n e u v e r 7 9 0 - - - - - S t a g e 1 9 3 5 - - - - - S t a g e 2 9 1 2 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 . 1 1 0 H C M L O S A M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 5 0 4 - 9 1 1 - - H C M L a n e V / C R a t i o 0 . 0 0 8 - 0 . 0 2 8 - - H C M C o n t r o l D e l a y ( s ) 7 . 4 - 9 . 1 - - H C M L a n e L O S A - A - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n A ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 2.2MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h19 19 6 8 5 4 5 7 Future Vol, veh/h19 19 6 8 5 4 5 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow24 24 8 6 6 5 7 2 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 171 89 0 0 9 2 0 Stage 189- - - - - Stage 282- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 819 969 - - 1 5 0 3 - Stage 1934- - - - - Stage 2941- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 817 969 - - 1 5 0 3 - Mov Cap-2 Maneuver 817- - - - - Stage 1934- - - - - Stage 2938- - - - - ApproachWB N B S B HCM Control Delay, s 9.2 0 0 . 5 HCM LOSA Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 817 9 6 9 1 5 0 3 - HCM Lane V/C Ratio- - 0.029 0.0 2 5 0 . 0 0 3 - HCM Control Delay (s) - - 9.5 8 . 8 7 . 4 0 HCM Lane LOS - -A A A A HCM 95th %tile Q(veh) - - 0.1 0 . 1 0 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 265 3076 1 3 1 0 1 1 8 5 9 9 4 0 1 9 4 0 9 1 Future Volume (vph) 265 3076 1 3 1 0 1 1 8 5 9 9 4 0 1 9 4 0 9 1 Peak Hour Factor0.95 0.95 0. 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 Adj. Flow (vph)279 3238 1 4 1 1 1 2 4 7 1 0 4 4 0 1 9 9 0 9 6 Shared Lane Traffic (%)Lane Group Flow (vph) 279 325 2 0 1 1 1 2 4 7 1 0 4 4 1 0 9 9 9 6 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 110.5 1 5 . 0 1 1 0 . 5 1 1 0 . 5 2 4 . 5 2 4 . 5 2 4 . 5 2 4 . 5 Total Split (%)10.0% 73.7% 1 0 . 0 % 7 3 . 7 % 7 3 . 7 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 121.0 116. 8 1 1 2 . 1 1 0 6 . 4 1 0 6 . 4 2 0 . 0 2 0 . 0 2 0 . 0 2 0 . 0 Actuated g/C Ratio 0.81 0.78 0 . 7 5 0 . 7 1 0 . 7 1 0 . 1 3 0 . 1 3 0 . 1 3 0 . 1 3 v/c Ratio0.75 0.82 0 . 0 9 0 . 3 5 0 . 0 9 0 . 0 3 0 . 0 0 0 . 5 3 0 . 2 5 Control Delay18.3 13.4 4 . 9 8 . 7 1 . 3 5 7 . 2 0 . 0 7 1 . 6 1 . 6 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay18.3 13.4 4 . 9 8 . 7 1 . 3 5 7 . 2 0 . 0 7 1 . 6 1 . 6 L O SBB A A A E A E A Approach Delay13.8 8 . 1 4 5 . 8 3 7 . 2 Approach LOSB A D D Queue Length 50th (ft) 53 529 2 1 5 9 0 3 0 9 2 0 Queue Length 95th (ft) 105 832 6 1 8 2 1 7 1 6 0 1 5 7 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 376 3957 1 7 4 3 6 0 7 1 1 5 3 1 4 8 2 9 7 1 8 8 3 7 9 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.74 0.82 0 . 0 6 0 . 3 5 0 . 0 9 0 . 0 3 0 . 0 0 0 . 5 3 0 . 2 5 Intersection SummaryCycle Length: 150Actuated Cycle Length: 150Offset: 50.2 (33%), Referenced to phase 4:EBTL and 8:WBT L , S t a r t o f G r e e n Natural Cycle: 100Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 3 . 2 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 7 . 0 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 6.1MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 3285 2 2 3 5 1 2 3 9 1 1 9 7 Future Vol, veh/h 0 3285 2 2 3 5 1 2 3 9 1 1 9 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 94 9 4 9 4 9 4 9 4 9 4 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 3495 2 3 3 7 1 3 1 8 1 2 1 0 3 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 3 5 1 8 0 4 1 0 8 1 7 5 9 Stage 1-- - - - 3 5 0 6 - Stage 2-- - - - 6 0 2 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - ~ 2 0 - ~ 6 ~ 6 3 Stage 1-- - - - ~ 6 - Stage 2-- - - - 4 6 4 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - ~ 2 0 - 0 ~ 6 3 Mov Cap-2 Maneuver -- - - - 0 - Stage 1-- - - - ~ 6 - Stage 2-- - - - 0 - ApproachEB W B N B HCM Control Delay, s 0 2 2 . 3 HCM LOS - Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)- 63 - - - ~ 2 0 - HCM Lane V/C Ratio- 1.638 - - - 1 . 8 6 2 - HCM Control Delay (s) -$ 456.1 0 - - $ 8 1 2 . 9 - HCM Lane LOS - F A - - F - HCM 95th %tile Q(veh) - 9.2 - - - 5 - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 8 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 7 3 0 1 0 3 5 3 1 6 4 3 F u t u r e V o l , v e h / h 7 3 0 1 0 3 5 3 1 6 4 3 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 8 3 3 1 1 3 8 4 1 7 8 3 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 8 5 1 8 0 1 8 2 0 - 0 S t a g e 1 1 8 0 - - - - - S t a g e 2 4 0 5 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 4 7 3 8 6 3 1 3 9 3 - - - S t a g e 1 8 5 1 - - - - - S t a g e 2 6 7 3 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 6 8 8 6 3 1 3 9 3 - - - M o v C a p - 2 M a n e u v e r 4 6 8 - - - - - S t a g e 1 8 5 1 - - - - - S t a g e 2 6 6 6 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 1 0 . 2 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 9 3 - 7 4 4 - - H C M L a n e V / C R a t i o 0 . 0 0 8 - 0 . 0 5 4 - - H C M C o n t r o l D e l a y ( s ) 7 . 6 - 1 0 . 1 - - H C M L a n e L O S A - B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 2 - - 4: Shady Oak Dr & Unity Way 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.2MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h3 40 2 9 6 3 7 2 5 1 6 4 Future Vol, veh/h3 40 2 9 6 3 7 2 5 1 6 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow4 51 3 7 5 4 7 3 2 2 0 8 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 669 398 0 0 4 2 2 0 Stage 1398- - - - - Stage 2271- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 423 652 - - 1 1 3 7 - Stage 1678- - - - - Stage 2775- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 409 652 - - 1 1 3 7 - Mov Cap-2 Maneuver 409- - - - - Stage 1678- - - - - Stage 2750- - - - - ApproachWB N B S B HCM Control Delay, s 11.2 0 1 . 1 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 409 6 5 2 1 1 3 7 - HCM Lane V/C Ratio- - 0.009 0.0 7 8 0 . 0 2 8 - HCM Control Delay (s) - - 13. 9 1 1 8 . 3 0 HCM Lane LOS - -B B A A HCM 95th %tile Q(veh) - - 0 0 . 3 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 113 170 7 1 4 2 9 4 9 1 0 9 7 4 9 1 0 1 1 1 4 6 Future Volume (vph) 113 170 7 1 4 2 9 4 9 1 0 9 7 4 9 1 0 1 1 1 4 6 Peak Hour Factor0.96 0.96 0. 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 Adj. Flow (vph)118 1778 1 4 3 0 7 2 1 1 4 7 4 9 1 0 5 1 1 5 2 Shared Lane Traffic (%)Lane Group Flow (vph) 118 177 9 0 4 3 0 7 2 1 1 4 7 1 3 0 1 0 5 1 5 3 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 99.0 1 5 . 0 9 9 . 0 9 9 . 0 2 6 . 0 2 6 . 0 2 6 . 0 2 6 . 0 Total Split (%)10.7% 70.7% 1 0 . 7 % 7 0 . 7 % 7 0 . 7 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 109.5 107. 5 1 0 1 . 5 9 5 . 9 9 5 . 9 2 1 . 5 2 1 . 5 2 1 . 5 2 1 . 5 Actuated g/C Ratio 0.78 0.77 0 . 7 2 0 . 6 8 0 . 6 8 0 . 1 5 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.70 0.46 0 . 0 2 0 . 8 8 0 . 1 0 0 . 0 5 0 . 0 5 0 . 4 9 0 . 4 5 Control Delay50.2 6.5 3 . 8 2 1 . 8 4 . 5 5 2 . 0 3 0 . 8 6 3 . 0 2 1 . 7 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay50.2 6.5 3 . 8 2 1 . 8 4 . 5 5 2 . 0 3 0 . 8 6 3 . 0 2 1 . 7 L O SDA A C A D C E C Approach Delay9.3 2 1 . 2 3 8 . 2 3 8 . 5 Approach LOSA C D D Queue Length 50th (ft) 53 170 1 7 7 4 1 7 6 3 8 9 3 4 Queue Length 95th (ft) #125 272 3 8 5 4 3 9 2 1 2 4 1 5 2 1 0 3 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 185 3903 2 7 3 3 4 8 4 1 1 0 1 1 3 1 2 6 3 2 1 4 3 3 7 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.64 0.46 0 . 0 1 0 . 8 8 0 . 1 0 0 . 0 5 0 . 0 5 0 . 4 9 0 . 4 5 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.88 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 7 . 9 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 6 . 8 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 1.9MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 1776 2 9 7 5 3 0 0 1 5 5 0 Future Vol, veh/h 0 1776 2 9 7 5 3 0 0 1 5 5 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 96 9 6 9 6 9 6 9 6 9 6 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 1850 3 0 7 8 3 1 2 6 5 5 2 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 1 8 8 0 0 3 2 7 2 9 4 0 Stage 1-- - - - 1 8 6 5 - Stage 2-- - - - 1 4 0 7 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - 1 4 4 - 1 8 2 2 7 Stage 1-- - - - 6 9 - Stage 2-- - - - 1 7 1 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - 1 4 4 - 8 2 2 7 Mov Cap-2 Maneuver -- - - - 8 - Stage 1-- - - - 6 9 - Stage 2-- - - - 7 8 - ApproachEB W B N B HCM Control Delay, s 0 1 . 4 9 1 . 2 HCM LOS F Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)8 227 - - - 1 4 4 - HCM Lane V/C Ratio 0.651 0.229 - - - 0 . 5 4 3 - HCM Control Delay (s) $ 748 25.5 0 - - 5 6 . 3 - HCM Lane LOS F D A - - F - HCM 95th %tile Q(veh) 1.2 0.9 - - - 2 . 7 - 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 5 1 8 3 2 1 9 0 2 0 6 8 F u t u r e V o l , v e h / h 5 1 8 3 2 1 9 0 2 0 6 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 2 0 3 5 2 0 7 2 2 4 9 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 0 4 2 2 8 2 3 3 0 - 0 S t a g e 1 2 2 8 - - - - - S t a g e 2 2 7 6 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 5 2 8 8 1 1 1 3 3 5 - - - S t a g e 1 8 1 0 - - - - - S t a g e 2 7 7 1 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 5 1 2 8 1 1 1 3 3 5 - - - M o v C a p - 2 M a n e u v e r 5 1 2 - - - - - S t a g e 1 8 1 0 - - - - - S t a g e 2 7 4 8 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 2 1 . 1 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 3 5 - 7 2 0 - - H C M L a n e V / C R a t i o 0 . 0 2 6 - 0 . 0 3 5 - - H C M C o n t r o l D e l a y ( s ) 7 . 8 - 1 0 . 2 - - H C M L a n e L O S A - B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 1 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.8MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h29 32 1 7 4 2 7 2 4 1 8 5 Future Vol, veh/h29 32 1 7 4 2 7 2 4 1 8 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor88 88 8 8 8 8 8 8 8 8 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow33 36 1 9 8 3 1 2 7 2 1 0 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 478 213 0 0 2 2 8 0 Stage 1213- - - - - Stage 2265- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 546 827 - - 1 3 4 0 - Stage 1823- - - - - Stage 2779- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 533 827 - - 1 3 4 0 - Mov Cap-2 Maneuver 533- - - - - Stage 1823- - - - - Stage 2761- - - - - ApproachWB N B S B HCM Control Delay, s 10.8 0 0 . 9 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 533 8 2 7 1 3 4 0 - HCM Lane V/C Ratio- - 0.062 0. 0 4 4 0 . 0 2 - HCM Control Delay (s) - - 12.2 9 . 6 7 . 7 0 HCM Lane LOS - -B A A A HCM 95th %tile Q(veh) - - 0.2 0 . 1 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph)31 1019 0 3 1 3 8 6 5 4 0 0 5 5 3 0 3 8 Future Volume (vph)31 1019 0 3 1 3 8 6 5 4 0 0 5 5 3 0 3 8 Peak Hour Factor0.92 0.92 0. 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 Adj. Flow (vph)34 1108 0 3 1 5 0 7 5 9 0 0 5 5 8 0 4 1 Shared Lane Traffic (%)Lane Group Flow (vph) 34 110 8 0 3 1 5 0 7 5 9 0 5 0 5 8 4 1 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 82.0 1 5 . 0 8 2 . 0 8 2 . 0 2 3 . 0 2 3 . 0 2 3 . 0 2 3 . 0 Total Split (%)12.5% 68.3% 1 2 . 5 % 6 8 . 3 % 6 8 . 3 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s)91.8 90.5 8 9 . 4 8 6 . 0 8 6 . 0 1 8 . 5 1 8 . 5 1 8 . 5 Actuated g/C Ratio 0.76 0.75 0 . 7 4 0 . 7 2 0 . 7 2 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.13 0.29 0 . 0 1 0 . 4 1 0 . 0 5 0 . 0 1 0 . 2 7 0 . 1 1 Control Delay4.3 5.2 3 . 3 7 . 7 1 . 7 0 . 0 4 8 . 6 0 . 6 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay4.3 5.2 3 . 3 7 . 7 1 . 7 0 . 0 4 8 . 6 0 . 6 L O SAA A A A A D A Approach Delay5.1 7 . 5 2 8 . 7 Approach LOSA A C Queue Length 50th (ft) 5 77 1 1 7 4 0 0 4 0 0 Queue Length 95th (ft) 12 136 3 2 0 7 1 3 0 8 2 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 326 3833 4 5 6 3 6 4 4 1 1 5 1 4 3 7 2 1 6 3 8 9 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.10 0.29 0 . 0 1 0 . 4 1 0 . 0 5 0 . 0 1 0 . 2 7 0 . 1 1 Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.41 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 7 . 3 I n t e r s e c t i o n L O S : A I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 4 3 . 9 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 0.6MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 101 4 4 3 3 1 3 7 9 7 3 3 Future Vol, veh/h 0 101 4 4 3 3 1 3 7 9 7 3 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 89 8 9 8 9 8 9 8 9 8 9 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 1139 4 3 7 1 5 4 9 8 3 7 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 1 1 4 4 0 1 8 3 6 5 7 2 Stage 1-- - - - 1 1 4 2 - Stage 2-- - - - 6 9 4 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - 3 3 3 - 1 1 5 3 9 7 Stage 1-- - - - 1 9 8 - Stage 2-- - - - 4 1 6 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - 3 3 3 - 1 0 2 3 9 7 Mov Cap-2 Maneuver -- - - - 1 0 2 - Stage 1-- - - - 1 9 8 - Stage 2-- - - - 3 7 0 - ApproachEB W B N B HCM Control Delay, s 0 0 . 4 1 9 . 9 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)102 397 - - - 3 3 3 - HCM Lane V/C Ratio 0.077 0.093 - - - 0 . 1 1 1 - HCM Control Delay (s) 43.2 15 0 - - 1 7 . 2 - HCM Lane LOS E C A - - C - HCM 95th %tile Q(veh) 0.2 0.3 - - - 0 . 4 - 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 2 . 5 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 6 2 2 2 6 5 9 6 3 6 F u t u r e V o l , v e h / h 6 2 2 2 6 5 9 6 3 6 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 2 8 2 8 2 8 2 8 2 8 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 7 2 7 3 2 7 2 7 7 7 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 2 1 5 8 0 8 4 0 - 0 S t a g e 1 8 0 - - - - - S t a g e 2 1 3 5 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 7 7 3 9 8 0 1 5 1 3 - - - S t a g e 1 9 4 3 - - - - - S t a g e 2 8 9 1 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 7 5 6 9 8 0 1 5 1 3 - - - M o v C a p - 2 M a n e u v e r 7 5 6 - - - - - S t a g e 1 9 4 3 - - - - - S t a g e 2 8 7 1 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 . 1 2 . 3 0 H C M L O S A M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 5 1 3 - 9 2 1 - - H C M L a n e V / C R a t i o 0 . 0 2 1 - 0 . 0 3 7 - - H C M C o n t r o l D e l a y ( s ) 7 . 4 - 9 . 1 - - H C M L a n e L O S A - A - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 1 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 0 B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 2.1MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h17 17 6 2 4 3 5 2 Future Vol, veh/h17 17 6 2 4 3 5 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow22 22 7 8 5 4 6 6 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 154 81 0 0 8 4 0 Stage 181- - - - - Stage 273- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 838 979 - - 1 5 1 3 - Stage 1942- - - - - Stage 2950- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 835 979 - - 1 5 1 3 - Mov Cap-2 Maneuver 835- - - - - Stage 1942- - - - - Stage 2947- - - - - ApproachWB N B S B HCM Control Delay, s 9.1 0 0 . 4 HCM LOSA Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 835 9 7 9 1 5 1 3 - HCM Lane V/C Ratio- - 0.026 0.0 2 2 0 . 0 0 3 - HCM Control Delay (s) - - 9.4 8 . 8 7 . 4 0 HCM Lane LOS - -A A A A HCM 95th %tile Q(veh) - - 0.1 0 . 1 0 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 292 3397 1 4 1 1 1 3 0 9 1 0 9 4 0 1 1 0 2 0 1 0 0 Future Volume (vph) 292 3397 1 4 1 1 1 3 0 9 1 0 9 4 0 1 1 0 2 0 1 0 0 Peak Hour Factor0.95 0.95 0. 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 Adj. Flow (vph)307 3576 1 5 1 2 1 3 7 8 1 1 5 4 0 1 1 0 7 0 1 0 5 Shared Lane Traffic (%)Lane Group Flow (vph) 307 359 1 0 1 2 1 3 7 8 1 1 5 4 1 0 1 0 7 1 0 5 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 110.5 1 5 . 0 1 1 0 . 5 1 1 0 . 5 2 4 . 5 2 4 . 5 2 4 . 5 2 4 . 5 Total Split (%)10.0% 73.7% 1 0 . 0 % 7 3 . 7 % 7 3 . 7 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % 1 6 . 3 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 121.0 116. 8 1 1 1 . 7 1 0 6 . 0 1 0 6 . 0 2 0 . 0 2 0 . 0 2 0 . 0 2 0 . 0 Actuated g/C Ratio 0.81 0.78 0 . 7 4 0 . 7 1 0 . 7 1 0 . 1 3 0 . 1 3 0 . 1 3 0 . 1 3 v/c Ratio0.91 0.91 0 . 1 0 0 . 3 8 0 . 1 0 0 . 0 3 0 . 0 0 0 . 5 7 0 . 2 9 Control Delay42.1 17.9 5 . 0 9 . 2 1 . 3 5 7 . 5 0 . 0 7 3 . 8 2 . 0 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay42.1 17.9 5 . 0 9 . 2 1 . 3 5 7 . 5 0 . 0 7 3 . 8 2 . 0 L O SDB A A A E A E A Approach Delay19.8 8 . 6 4 6 . 0 3 8 . 3 Approach LOSB A D D Queue Length 50th (ft) 74 718 2 1 8 2 0 3 0 1 0 0 0 Queue Length 95th (ft) #153 1124 6 2 0 7 1 8 1 6 0 1 6 8 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 338 3957 1 7 4 3 5 9 3 1 1 5 2 1 4 0 2 9 6 1 8 8 3 6 0 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.91 0.91 0 . 0 7 0 . 3 8 0 . 1 0 0 . 0 3 0 . 0 0 0 . 5 7 0 . 2 9 Intersection SummaryCycle Length: 150Actuated Cycle Length: 150Offset: 50.2 (33%), Referenced to phase 4:EBTL and 8:WBT L , S t a r t o f G r e e n Natural Cycle: 120Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.91 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 7 . 5 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 3 . 7 % I C U L e v e l o f S e r v i c e F A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 11.9MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 3626 2 2 3 9 1 3 6 6 1 1 9 7 Future Vol, veh/h 0 3626 2 2 3 9 1 3 6 6 1 1 9 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 94 9 4 9 4 9 4 9 4 9 4 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 3857 2 3 4 1 1 4 5 3 1 2 1 0 3 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 3 8 8 1 0 4 5 3 3 1 9 4 0 Stage 1-- - - - 3 8 6 9 - Stage 2-- - - - 6 6 4 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - ~ 1 3 - ~ 3 ~ 4 7 Stage 1-- - - - ~ 3 - Stage 2-- - - - 4 3 1 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - ~ 1 3 - 0 ~ 4 7 Mov Cap-2 Maneuver -- - - - 0 - Stage 1-- - - - ~ 3 - Stage 2-- - - - 0 - ApproachEB W B N B HCM Control Delay, s 0 4 3 . 7 HCM LOS - Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)- 47 - - - ~ 1 3 - HCM Lane V/C Ratio- 2.196 - - - 3 . 1 9 1 - HCM Control Delay (s) -$ 735.4 0 - - $ 1 5 7 5 . 5 - HCM Lane LOS - F A - - F - HCM 95th %tile Q(veh) - 10.7 - - - 6 . 1 - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : A M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 7 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 7 3 0 1 0 3 9 0 1 8 2 3 F u t u r e V o l , v e h / h 7 3 0 1 0 3 9 0 1 8 2 3 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 8 3 3 1 1 4 2 4 1 9 8 3 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 6 4 5 1 9 9 2 0 1 0 - 0 S t a g e 1 1 9 9 - - - - - S t a g e 2 4 4 6 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 4 3 7 8 4 2 1 3 7 1 - - - S t a g e 1 8 3 5 - - - - - S t a g e 2 6 4 5 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 3 3 8 4 2 1 3 7 1 - - - M o v C a p - 2 M a n e u v e r 4 3 3 - - - - - S t a g e 1 8 3 5 - - - - - S t a g e 2 6 3 9 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 3 0 . 2 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 7 1 - 7 1 4 - - H C M L a n e V / C R a t i o 0 . 0 0 8 - 0 . 0 5 6 - - H C M C o n t r o l D e l a y ( s ) 7 . 6 - 1 0 . 3 - - H C M L a n e L O S A - B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 - 0 . 2 - - 4: Shady Oak Dr & Unity Way 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : A M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.3MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h4 45 3 2 6 4 1 2 8 1 8 1 Future Vol, veh/h4 45 3 2 6 4 1 2 8 1 8 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow5 57 4 1 3 5 2 3 5 2 2 9 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 739 439 0 0 4 6 5 0 Stage 1439- - - - - Stage 2300- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 385 618 - - 1 0 9 6 - Stage 1650- - - - - Stage 2752- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 371 618 - - 1 0 9 6 - Mov Cap-2 Maneuver 371- - - - - Stage 1650- - - - - Stage 2724- - - - - ApproachWB N B S B HCM Control Delay, s 11.7 0 1 . 1 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 371 6 1 8 1 0 9 6 - HCM Lane V/C Ratio- - 0.014 0.0 9 2 0 . 0 3 2 - HCM Control Delay (s) - - 14.8 1 1 . 4 8 . 4 0 HCM Lane LOS - -B B A A HCM 95th %tile Q(veh) - - 0 0 . 3 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 123 188 5 1 5 3 2 5 6 1 1 9 7 4 9 1 1 0 1 1 6 0 Future Volume (vph) 123 188 5 1 5 3 2 5 6 1 1 9 7 4 9 1 1 0 1 1 6 0 Peak Hour Factor0.96 0.96 0. 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 0 . 9 6 Adj. Flow (vph)128 1964 1 5 3 3 9 2 1 2 4 7 4 9 1 1 5 1 1 6 7 Shared Lane Traffic (%)Lane Group Flow (vph) 128 196 5 0 5 3 3 9 2 1 2 4 7 1 3 0 1 1 5 1 6 8 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 99.0 1 5 . 0 9 9 . 0 9 9 . 0 2 6 . 0 2 6 . 0 2 6 . 0 2 6 . 0 Total Split (%)10.7% 70.7% 1 0 . 7 % 7 0 . 7 % 7 0 . 7 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % 1 8 . 6 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s) 109.5 107. 4 1 0 1 . 2 9 5 . 6 9 5 . 6 2 1 . 5 2 1 . 5 2 1 . 5 2 1 . 5 Actuated g/C Ratio 0.78 0.77 0 . 7 2 0 . 6 8 0 . 6 8 0 . 1 5 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.74 0.50 0 . 0 3 0 . 9 8 0 . 1 1 0 . 0 6 0 . 0 5 0 . 5 4 0 . 5 0 Control Delay55.6 7.0 4 . 0 3 2 . 4 4 . 8 5 2 . 3 3 0 . 8 6 4 . 9 2 5 . 5 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay55.6 7.0 4 . 0 3 2 . 4 4 . 8 5 2 . 3 3 0 . 8 6 4 . 9 2 5 . 5 L O SEA A C A D C E C Approach Delay10.0 3 1 . 4 3 8 . 3 4 1 . 5 Approach LOSA C D D Queue Length 50th (ft) 63 200 1 1 0 2 4 2 1 6 3 9 8 4 7 Queue Length 95th (ft) #151 317 4 # 1 2 2 7 4 3 2 1 2 4 1 6 6 1 2 2 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 185 3902 2 4 3 3 4 7 1 1 0 9 7 1 1 9 2 6 3 2 1 4 3 3 6 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 0 Reduced v/c Ratio0.69 0.50 0 . 0 2 0 . 9 8 0 . 1 1 0 . 0 6 0 . 0 5 0 . 5 4 0 . 5 0 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 110Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.98 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 2 4 . 3 I n t e r s e c t i o n L O S : C I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 3 . 7 % I C U L e v e l o f S e r v i c e F A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 3.9MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 1959 2 9 8 3 3 3 1 2 5 5 0 Future Vol, veh/h 0 1959 2 9 8 3 3 3 1 2 5 5 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 96 9 6 9 6 9 6 9 6 9 6 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 2041 3 0 8 6 3 4 5 0 5 5 2 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 2 0 7 1 0 3 6 0 9 1 0 3 5 Stage 1-- - - - 2 0 5 6 - Stage 2-- - - - 1 5 5 3 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - 1 1 5 - 1 2 1 9 7 Stage 1-- - - - 5 2 - Stage 2-- - - - 1 4 2 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - 1 1 5 - ~ 3 1 9 7 Mov Cap-2 Maneuver -- - - - ~ 3 - Stage 1-- - - - 5 2 - Stage 2-- - - - 3 6 - ApproachEB W B N B HCM Control Delay, s 0 2 . 4 2 4 0 . 9 HCM LOS F Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)3 197 - - - 1 1 5 - HCM Lane V/C Ratio 1.736 0.264 - - - 0 . 7 5 2 - HCM Control Delay (s) $ 2352.9 29.7 0 - - 9 7 . 5 - HCM Lane LOS F D A - - F - HCM 95th %tile Q(veh) 1.5 1 - - - 4 . 2 - Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : P M M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 5 1 8 3 2 2 1 0 2 2 7 8 F u t u r e V o l , v e h / h 5 1 8 3 2 2 1 0 2 2 7 8 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 5 2 0 3 5 2 2 8 2 4 7 9 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 5 4 9 2 5 1 2 5 5 0 - 0 S t a g e 1 2 5 1 - - - - - S t a g e 2 2 9 8 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 4 9 7 7 8 8 1 3 1 0 - - - S t a g e 1 7 9 1 - - - - - S t a g e 2 7 5 3 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 4 8 2 7 8 8 1 3 1 0 - - - M o v C a p - 2 M a n e u v e r 4 8 2 - - - - - S t a g e 1 7 9 1 - - - - - S t a g e 2 7 3 0 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 1 0 . 4 1 0 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 3 1 0 - 6 9 2 - - H C M L a n e V / C R a t i o 0 . 0 2 7 - 0 . 0 3 6 - - H C M C o n t r o l D e l a y ( s ) 7 . 8 - 1 0 . 4 - - H C M L a n e L O S A - B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 1 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : P M MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 1.8MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h32 35 1 9 2 2 9 2 7 2 0 4 Future Vol, veh/h32 35 1 9 2 2 9 2 7 2 0 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor88 88 8 8 8 8 8 8 8 8 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow36 40 2 1 8 3 3 3 1 2 3 2 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 528 235 0 0 2 5 1 0 Stage 1235- - - - - Stage 2293- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 511 804 - - 1 3 1 4 - Stage 1804- - - - - Stage 2757- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 497 804 - - 1 3 1 4 - Mov Cap-2 Maneuver 497- - - - - Stage 1804- - - - - Stage 2737- - - - - ApproachWB N B S B HCM Control Delay, s 11.2 0 0 . 9 HCM LOSB Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 497 8 0 4 1 3 1 4 - HCM Lane V/C Ratio- - 0.073 0.0 4 9 0 . 0 2 3 - HCM Control Delay (s) - - 12.8 9 . 7 7 . 8 0 HCM Lane LOS - -B A A A HCM 95th %tile Q(veh) - - 0.2 0 . 2 0 . 1 - 2: Shady Oak Dr & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph)33 1125 0 4 1 5 3 0 5 8 0 0 5 5 7 0 4 1 Future Volume (vph)33 1125 0 4 1 5 3 0 5 8 0 0 5 5 7 0 4 1 Peak Hour Factor0.92 0.92 0. 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 0 . 9 2 Adj. Flow (vph)36 1223 0 4 1 6 6 3 6 3 0 0 5 6 2 0 4 5 Shared Lane Traffic (%)Lane Group Flow (vph) 36 122 3 0 4 1 6 6 3 6 3 0 5 0 6 2 4 5 0 Turn Typepm+pt NA p m + p t N A P e r m P e r m N A P e r m N A Protected Phases7 4 3 8 2 6 Permitted Phases4 8 8 2 6 Detector Phase7 4 3 8 8 2 2 6 6 Switch PhaseMinimum Initial (s) 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s)9.5 22.5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s)15.0 82.0 1 5 . 0 8 2 . 0 8 2 . 0 2 3 . 0 2 3 . 0 2 3 . 0 2 3 . 0 Total Split (%)12.5% 68.3% 1 2 . 5 % 6 8 . 3 % 6 8 . 3 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % 1 9 . 2 % Yellow Time (s)3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s)1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s)4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/LagLead Lag L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Recall ModeNone C-Max N o n e C - M a x C - M a x M a x M a x M a x M a x Act Effct Green (s)91.8 90.5 8 9 . 4 8 6 . 0 8 6 . 0 1 8 . 5 1 8 . 5 1 8 . 5 Actuated g/C Ratio 0.76 0.75 0 . 7 4 0 . 7 2 0 . 7 2 0 . 1 5 0 . 1 5 0 . 1 5 v/c Ratio0.15 0.32 0 . 0 1 0 . 4 6 0 . 0 5 0 . 0 1 0 . 2 9 0 . 1 2 Control Delay4.7 5.3 3 . 2 8 . 1 2 . 0 0 . 0 4 9 . 0 0 . 6 Queue Delay0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay4.7 5.3 3 . 2 8 . 1 2 . 0 0 . 0 4 9 . 0 0 . 6 L O SAA A A A A D A Approach Delay5.3 7 . 9 2 8 . 7 Approach LOSA A C Queue Length 50th (ft) 6 88 1 2 0 1 1 0 4 3 0 Queue Length 95th (ft) 13 153 3 2 3 7 1 5 0 8 7 0 Internal Link Dist (ft)954 6 9 5 2 1 9 2 6 4 Turn Bay Length (ft) 350 3 2 0 1 4 0 1 0 0 Base Capacity (vph) 294 3833 4 1 8 3 6 4 4 1 1 5 1 4 1 9 2 1 6 3 7 9 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.12 0.32 0 . 0 1 0 . 4 6 0 . 0 5 0 . 0 1 0 . 2 9 0 . 1 2 Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBTL, St a r t o f G r e e n Natural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.46 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 7 . 6 I n t e r s e c t i o n L O S : A I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 4 6 . 9 % I C U L e v e l o f S e r v i c e A A n a l y s i s P e r i o d ( m i n ) 1 5 S p l i t s a n d P h a s e s : 2 : S h a d y O a k D r & S o u t h l a k e B l v d ( F M 1 7 0 9 ) 1: Timber Lake Pl & Southlake Blvd (FM 1 7 0 9 ) 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 0.6MovementEBU EBT E B R W B L W B T N B L N B R Lane ConfigurationsTraffic Vol, veh/h 0 111 8 4 3 6 1 5 2 1 7 3 3 Future Vol, veh/h 0 111 8 4 3 6 1 5 2 1 7 3 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 Sign Control Free Free Fr e e F r e e F r e e S t o p S t o p RT Channelized -- None - N o n e - N o n e Storage Length 380- - 3 4 0 - 1 3 0 0 Veh in Median Storage, # - 0 - - 0 0 - Grade, %- 0 - - 0 0 - Peak Hour Factor 92 89 8 9 8 9 8 9 8 9 8 9 Heavy Vehicles, % 2 2 2 2 2 2 2 Mvmt Flow0 1256 4 4 0 1 7 0 9 8 3 7 Major/Minor Major1M a j o r 2 M i n o r 1 Conflicting Flow All - 0 0 1 2 6 1 0 2 0 2 2 6 3 0 Stage 1-- - - - 1 2 5 8 - Stage 2-- - - - 7 6 4 - Critical Hdwy 5.64- - 5 . 3 4 - 5 . 7 4 7 . 1 4 Critical Hdwy Stg 1 -- - - - 6 . 6 4 - Critical Hdwy Stg 2 -- - - - 6 . 0 4 - Follow-up Hdwy 2.32- - 3 . 1 2 - 3 . 8 2 3 . 9 2 Pot Cap-1 Maneuver -- - 2 9 2 - 9 1 3 6 4 Stage 1-- - - - 1 6 8 - Stage 2-- - - - 3 8 2 - Platoon blocked, %- - - Mov Cap-1 Maneuver -- - 2 9 2 - 7 9 3 6 4 Mov Cap-2 Maneuver -- - - - 7 9 - Stage 1-- - - - 1 6 8 - Stage 2-- - - - 3 3 0 - ApproachEB W B N B HCM Control Delay, s 0 0 . 4 2 2 . 9 HCM LOS C Minor Lane/Major Mvmt NBLn1NBLn2 EBU E B T E B R W B L W B T Capacity (veh/h)79 364 - - - 2 9 2 - HCM Lane V/C Ratio 0.1 0.102 - - - 0 . 1 3 9 - HCM Control Delay (s) 55.5 16 0 - - 1 9 . 3 - HCM Lane LOS F C A - - C - HCM 95th %tile Q(veh) 0.3 0.3 - - - 0 . 5 - 3 : S h a d y O a k D r & D r i v e w a y 1 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) T I A f o r C r e s c e n t G r e e n i n S o u t h l a k e , T X T i m i n g P l a n : S a t u r d a y M S S y n c h r o 9 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 2 . 3 M o v e m e n t E B L E B R N B L N B T S B T S B R L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 6 2 2 2 6 6 6 6 9 6 F u t u r e V o l , v e h / h 6 2 2 2 6 6 6 6 9 6 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h 0 - - - - - V e h i n M e d i a n S t o r a g e , # 0 - - 0 0 - G r a d e , % 0 - - 0 0 - P e a k H o u r F a c t o r 8 2 8 2 8 2 8 2 8 2 8 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 7 2 7 3 2 8 0 8 4 7 M a j o r / M i n o r M i n o r 2 M a j o r 1 M a j o r 2 C o n f l i c t i n g F l o w A l l 2 3 2 8 8 9 1 0 - 0 S t a g e 1 8 8 - - - - - S t a g e 2 1 4 4 - - - - - C r i t i c a l H d w y 6 . 4 2 6 . 2 2 4 . 1 2 - - - C r i t i c a l H d w y S t g 1 5 . 4 2 - - - - - C r i t i c a l H d w y S t g 2 5 . 4 2 - - - - - F o l l o w - u p H d w y 3 . 5 1 8 3 . 3 1 8 2 . 2 1 8 - - - P o t C a p - 1 M a n e u v e r 7 5 6 9 7 0 1 5 0 4 - - - S t a g e 1 9 3 5 - - - - - S t a g e 2 8 8 3 - - - - - P l a t o o n b l o c k e d , % - - - M o v C a p - 1 M a n e u v e r 7 3 9 9 7 0 1 5 0 4 - - - M o v C a p - 2 M a n e u v e r 7 3 9 - - - - - S t a g e 1 9 3 5 - - - - - S t a g e 2 8 6 4 - - - - - A p p r o a c h E B N B S B H C M C o n t r o l D e l a y , s 9 . 1 2 . 1 0 H C M L O S A M i n o r L a n e / M a j o r M v m t N B L N B T E B L n 1 S B T S B R C a p a c i t y ( v e h / h ) 1 5 0 4 - 9 0 9 - - H C M L a n e V / C R a t i o 0 . 0 2 1 - 0 . 0 3 8 - - H C M C o n t r o l D e l a y ( s ) 7 . 4 - 9 . 1 - - H C M L a n e L O S A - A - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 1 - 0 . 1 - - 4: Shady Oak Dr & Unity Way 2 0 2 5 H o r i z o n + B u i l d o u t ( S i t e P l a n B ) TIA for Crescent Green in Southlake, TX T i m i n g P l a n : S a t u r d a y MS S y n c h r o 9 R e p o r t P a g e 3 IntersectionInt Delay, s/veh 2.2MovementWBL WBR N B T N B R S B L S B T Lane ConfigurationsTraffic Vol, veh/h19 19 6 8 5 4 5 7 Future Vol, veh/h19 19 6 8 5 4 5 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Sto p F r e e F r e e F r e e F r e e RT Channelized- None - N o n e - N o n e Storage Length0 0 - - - - Veh in Median Storage, # 0- 0 - - 0 Grade, %0- 0 - - 0 Peak Hour Factor79 79 7 9 7 9 7 9 7 9 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow24 24 8 6 6 5 7 2 Major/MinorMinor1 M a j o r 1 M a j o r 2 Conflicting Flow All 171 89 0 0 9 2 0 Stage 189- - - - - Stage 282- - - - - Critical Hdwy6.42 6.22 - - 4 . 1 2 - Critical Hdwy Stg 1 5.42- - - - - Critical Hdwy Stg 2 5.42- - - - - Follow-up Hdwy3.518 3.318 - - 2 . 2 1 8 - Pot Cap-1 Maneuver 819 969 - - 1 5 0 3 - Stage 1934- - - - - Stage 2941- - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 817 969 - - 1 5 0 3 - Mov Cap-2 Maneuver 817- - - - - Stage 1934- - - - - Stage 2938- - - - - ApproachWB N B S B HCM Control Delay, s 9.2 0 0 . 5 HCM LOSA Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h)- - 817 9 6 9 1 5 0 3 - HCM Lane V/C Ratio- - 0.029 0.0 2 5 0 . 0 0 3 - HCM Control Delay (s) - - 9.5 8 . 8 7 . 4 0 HCM Lane LOS - -A A A A HCM 95th %tile Q(veh) - - 0.1 0 . 1 0 - DeShazo Group, Inc. April 4, 2017 Crescent Green Traffic Impact Analysis Appendix E Appendix E. Excerpts from the City of Southlake and TxDOT Access Management Manual Access Management Manual 2-13 TxDOT 07/2011 Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access Connections 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 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. Access Management Manual 2-14 TxDOT 07/2011 Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access 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 Median Type Left Turn to or from Property Right Turn to or from Property (5) Acceleration Deceleration Acceleration Deceleration Non-Traversable (Raised Median) (2) All Right turn egress > 200 vph (4) > 45 mph where right turn volume is > 50 vph (3)  where right turn volume is > 60 vph (3) Traversable (Undi- vided Road) (2) (1) Same as above Same as Above (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-turn 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-turn 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. 45