Item 5 - TIA_Report 04-19-2018Traffic. Transportation Planning. Parking. Design.
TRAFFIC IMPACT ANALYSIS FOR
SOUTHWEST MEADOWS
SOUTHLAKE, TEXAS
DeShazo Project No. 17175
Prepared for:
Wilks Development
17018 IH20
Cisco, TX 76437
Prepared by:
DeShazo Group, Inc.
Texas Registered Engineering Firm F-3199
400 South Houston Street, Suite 330
Dallas, Texas 75202
214.748.6740
April 19, 2018
04/19/2018
11490
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Table of Contents
Traffic Impact Analysis for
Southwest Meadows
~ DeShazo Project No. 17175~
Table of Contents
EXECUTIVE SUMMARY ........................................................................................................................ 1
INTRODUCTION ..................................................................................................................................... 2
PURPOSE ............................................................................................................................................. 2
TRAFFIC IMPACT ANALYSIS - METHODOLOGY ................................................................................... 2
PROJECT DESCRIPTION ....................................................................................................................... 3
ANALYSIS SCENARIOS ......................................................................................................................... 6
STUDY PARAMETERS .......................................................................................................................... 7
STUDY AREA ........................................................................................................................................ 7
BACKGROUND TRAFFIC VOLUMES ..................................................................................................... 8
EXISTING TRAFFIC VOLUMES .......................................................................................................... 8
PROJECTED BACKGROUND TRAFFIC VOLUMES .............................................................................. 8
SITE-RELATED TRAFFIC ...................................................................................................................... 9
TRIP GENERATION .............................................................................................................................. 9
TRIP DISTRIBUTION AND ASSIGNMENT .............................................................................................. 9
SITE-GENERATED TRAFFIC VOLUMES ................................................................................................. 9
ROADWAY INTERSECTION ANALYSIS............................................................................................. 10
INTERSECTION CAPACITY ANALYSIS - METHODOLGY ..................................................................... 10
2018 EXISTING – INTERSECTION ANALYSIS ...................................................................................... 11
2021 BACKGROUND WITHOUT AND WITH SITE – INTERSECTION ANALYSIS ................................... 11
ROADWAY LINK ANALYSIS ............................................................................................................... 13
ROADWAY LINK ANALYSIS - METHODOLGY .................................................................................... 13
ROADWAY LINK ANALYSIS - RESULTS ............................................................................................... 14
SITE ACCESS REVIEW ....................................................................................................................... 15
DRIVEWAY SPACING REVIEW ........................................................................................................... 15
INTERNAL STORAGE (STACKING) REVIEW ........................................................................................ 15
DECELERATION LANE ANALYSIS........................................................................................................ 16
INTERSECTION SIGHT DISTANCE ....................................................................................................... 17
SUMMARY OF FINDINGS AND RECOMMENDATIONS ..................................................................... 17
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Table of Contents
LIST OF TABLES:
Table 1. Development Program Summary
Table 2. Development Scenarios Analyzed
Table 3. Projected Trip Generation Summary
Table 4. 2018 Existing Traffic Intersection Analysis
Table 5. 2021 Background Traffic Intersection Analysis
Table 6. 2021 Background plus Site-Generated Traffic Intersection Analysis
Table 7. Roadway Link Capacity Analysis Results Summary
Table 8. Driveway Spacing Summary
Table 9. Internal Storage (Stacking) Summary
Table 10.Deceleration Lane Analysis
LIST OF EXHIBITS:
Exhibit 1. Site Location and Study Area Map
Exhibit 2. Preliminary Site Plan
Exhibit 3. Existing Roadway Geometry and Traffic Control
Exhibit 4. Recommended Roadway Geometry and Traffic Control
Exhibit 5. Driveway Spacing
LIST OF APPENDICES:
Appendix A. Traffic Volume Exhibits
Appendix B. Existing Traffic Count Data
Appendix C. Site-Generated Traffic Supplement
Appendix D. Detailed Intersection Capacity Analysis Results
Appendix E. Additional Information
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 1
EXECUTIVE SUMMARY
The services of DeShazo Group, Inc., were retained by Wilks Development to conduct a traffic
impact analysis (TIA) for Southwest Meadows. The proposed commercial development will include
a 134-room business hotel and three (3) sit-down restaurants located on approximately six (6) acres
of land at the southeast of corner of SH 114 and Kirkwood Boulevard in Southlake, Texas.
Below is a summary of findings and recommendations from this TIA:
FINDING 1: Under existing conditions, all signalized intersections are currently operating at LOS D
or better.
FINDING 2: Under full site buildout conditions, all signalized intersections are expected to continue
to operate at LOS D or better during the AM and PM peak hours.
FINDING 3: Under full site buildout conditions, the proposed driveways are expected to operate at
LOS C or better during the AM and PM peak hours.
FINDING 4: The right-turn ingress volumes at Driveways 1 exceeds the City of Southlake’s minimum
right-turn volume to require the installation of a right-turn lane on Kirkwood Blvd. Therefore, a
right-turn lane is required at Driveway 2.
RECOMMENDATION 1: The existing rightmost eastbound lane can be converted to a right-turn lane
for Driveway 1 as Synchro analysis of the driveway indicated that it is expected to operate
acceptably with two eastbound through lanes and a right-turn lane at the intersection.
FINDING 5: The right-turn ingress volumes at Driveway 2 does not exceed the City of Southlake’s
minimum right-turn volume to require the installation of a right-turn lane on Kirkwood Blvd.
Therefore, no right-turn lane is required at Driveway 2.
FINDING 6: The right-turn ingress volume at Driveway 3 do not exceed TxDOT’s minimum right-turn
volume to consider the installation of a right-turn lane on SH 114 NB Frontage Road. Therefore, no
right-turn lane should be considered at Driveway 3.
FINDING 7: The City of Southlake requires that auxiliary left-turn lanes be provided on divided roads
when a proposed driveway will be served by an existing public street median opening.
RECOMMENDATION 2: Since Kirkwood Boulevard is a divided road and Driveway 1 will be
served by the existing median opening, a westbound left-turn lane into Driveway 1 is required.
FINDING 8: Driveway 2 does not meet the minimum driveway spacing of 250 feet required by the
City of Southlake. However, the Synchro analysis of the driveway indicated that it is expected to
operate acceptably with the proposed spacing.
FINDING 9: None of the proposed driveways meet the City of Southlake’s minimum internal storage
criteria (100 feet); however, the longest outbound queue length expected at each driveway during
the peak hours is one vehicle long and the proposed internal storage capacity is adequate.
RECOMMENDATION 3: Since Driveway 1 will be located at a full-access median opening, a two-
lane northbound approach is recommended at this location, similar to The Vista driveway on
the north side of the intersection.
END OF SUMMARY
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 2
INTRODUCTION
The services of DeShazo Group, Inc., were retained by Wilks Development to conduct a traffic
impact analysis (TIA) for Southwest Meadows. The proposed commercial development will include
a 134-room business hotel and three (3) sit down restaurants located on approximately six (6) acres
of land at the southeast of corner of SH 114 and Kirkwood Boulevard in Southlake, Texas
A site location map and preliminary site plan are provided in Exhibit 1 and Exhibit 2, respectively.
PURPOSE
The city of Southlake is requiring that a TIA be completed for the subject site. The purpose of the
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 the
proposed development.
TRAFFIC IMPACT ANALYSIS - METHODOLOGY
To achieve this objective, this analysis 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. The standard methodology used
to conduct the traffic impact analysis is described below.
1. Collect current traffic volume data throughout the study area on a typical day to represent
existing traffic conditions.
2. Apply growth factors to the existing volumes to project future background traffic at the site
buildout year conditions.
3. Project traffic generated by the proposed development using trip generation, trip
distribution and traffic assignment as described below.
a. 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).
b. Trip distribution and assignment of site-generated trips to the surrounding roadway
system is determined by proportionally estimating the orientation of travel via
various travel routes. 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.
4. Determine site-plus-background traffic by adding the projected site-generated traffic to the
background traffic.
5. Analyze existing, background and background-plus-site traffic volumes to evaluate the
roadway conditions in the vicinity of the proposed development.
6. If needed, mitigation measures are recommended based upon the analysis to improve
roadway operational conditions.
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 3
PROJECT DESCRIPTION
The property is currently zoned “NR-PUD” – Non- Residential Planned Unit Development District
and is vacant.
The project will consist of 134-room business hotel and three (3) sit-down restaurants (17,868 SF)
and is planned for buildout in 2021.
A summary of the proposed development program is provided in Table 1.
Table 1. Development Program Summary
Year Land Use Description Quantity
2021
Business Hotel 134 Rooms
High-Turnover (Sit-Down) Restaurant 6,297 SF
High-Turnover (Sit-Down) Restaurant 5,740 SF
High-Turnover (Sit-Down) Restaurant 5,831 SF
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TIA for Southwest Meadows in Southlake, Texas
PROJECT#:17175
DATE: APR 2018
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CDRAWN BY:SHEET:JOB NUMBER:CHECKED BY:DESIGNED BY:Copyright 2017, AdamsDATE:REVISIONSDATE This drawing was prepared by Adams Consulting Engineers, Inc. (Adams) as an instrument of service, and shall remain the property of Adams. The information hereon shall be used only by the client to whom the services are rendered and only for the purpose of constructing or installing the work as shown at the designated location and site. Any other use, including (without limitation) any reproduction or alteration, is strictly prohibited, and the user shall hold harmless and indemnify Adams from all liabilities which may arise from such unauthorized use.CCopyright 2018, Adams 8951 Cypress Waters Blvd, Ste. 150 ■ Dallas, Texas 75019 ■ (817) 328-3200 FEBRUARY 2018 SOUTHWEST MEADOWS SOUTHLAKE, TEXAS G. ROBERT ADAMS, P.E.THIS DOCUMENT IS NO TBPE Registration #: F-1002CONCEPT PLAN S3.0GRA
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DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 6
ANALYSIS SCENARIOS
This TIA analyzed the following peak hour periods required by the City of Southlake, which are
considered the most critical conditions on the public roadway system related to the proposed
Project.
Roadway Intersections:
Weekday: AM peak hour of adjacent street traffic (7:45 AM to 8:45 AM)
Weekday: PM peak hour of adjacent street traffic (4:45 PM to 5:45 PM)
Roadway Links Analysis:
Weekday: Peak Hour
Development scenarios considered in this analysis are summarized in Table 2.
Table 2. Development Scenarios Analyzed
Scenario Development Program Traffic Volumes
2018 Existing None Added Existing 2018 Volumes
2021 Background None Added Existing 2021 volumes grown at 3% per
year for three years + Wilks Track traffic
2021 Background + Site Site-Generated Traffic
Existing 2021 volumes grown at 3% per
year for three years + site-generated traffic
+ Wilks Track traffic
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 7
STUDY PARAMETERS
The study parameters used in this TIA are based upon the requirements of the Southlake and are
consistent with the Institute of Transportation Engineers’ standards and industry practices.
Specific study parameters were provided to Wilks Development/DeShazo in phone conversation
with City of Southlake staff on November 30, 2017.
STUDY AREA
The study area for a TIA is typically defined to allow an assessment of the most relevant traffic
impacts of the Project to the local area. The specific locations included in this TIA study area were
approved by the City of Southlake.
Roadway Intersections:
SH 114 SB Frontage Road at Solana Boulevard: Signalized
SH 114 NB Frontage Road at Kirkwood Boulevard: Signalized
The Vista Driveway/Driveway 1 at Kirkwood Boulevard: STOP-controlled on driveway
T W King Road at Kirkwood Boulevard: Signalized
Site Driveway 2 at Kirkwood Boulevard: STOP-controlled on driveway
Site Driveway 3 at SH NB Frontage Road: STOP-controlled on driveway
Roadway Links:
Kirkwood Boulevard Between Driveways 1 and 2
Existing operation and cross-section: six lanes, median-divided, two-way operation
Speed Limit: 30 mph
City of Southlake Thoroughfare Plan Designation: Major Arterial
A summary of the existing intersection/roadway geometry and traffic control devices is shown in
Exhibit 3.
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 8
BACKGROUND TRAFFIC VOLUMES
EXISTING TRAFFIC VOLUMES
The existing traffic volumes were collected during the analyzed peak hours at the study area
intersections and roadway links on Thursday, April 7, 2015. The existing volumes were grown for
two years at a rate of 3% and used as 2018 existing volumes for this study.
Traffic volumes are graphically summarized in Appendix A; detailed data sheets are provided in
Appendix B.
PROJECTED BACKGROUND TRAFFIC VOLUMES
Background traffic growth is defined as the normal traffic growth that is not directly related to the
subject development of this study.
DeShazo assumed an annual growth rate of 3% in determining background traffic growth based on
previous traffic impact studies completed for other site developments on the Wilks Track and
Southlake staff concurred with this growth rate percentage.
The background traffic volumes include the traffic generated by the Wilks Track office development
in the vicinity of Southwest Meadows. Exhibit C2 and Exhibit C3 in Appendix B graphically
summarize the traffic generated by the Wilks Track development.
Traffic volumes for the Vista Drive across from Driveway 1 were obtained from the trip generation
exhibits 4 and 5 in the TIA conducted by Halff Associates for The Vista development. The exhibits
are included for reference in Appendix E.
Future background traffic volumes at the buildout years were calculated by applying the assumed
growth rate for the study area intersections. These volumes are graphically summarized in
Appendix A.
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 9
SITE-RELATED TRAFFIC
Traffic generated by the Project is projected by first determining the number of trips generated for
the planned land use, then distributing and assigning projected site-related trips to the roadway
system.
TRIP GENERATION
Trip generation for this Project was calculated using the ITE Trip Generation Manual (10th Edition).
Internal trip capture was considered to be of sufficient significance to justify adjustment of the base
ITE data for this study.
“Internal trip capture” refers to the phenomenon that some portion of the trips generated by a
given use originates from within the same site and, therefore, do not impact the external roadway
network. Internal capture of 4% and 8% was determined for the AM and PM peak hours,
respectively, derived from the Transportation Research Board’s NCHRP Report 684 (2011).
Table 3 provides a summary of the net increase in trip ends generated by the Project. Supplemental
information used in the trip generation calculations is provided in Appendix C.
Table 3. Projected Trip Generation Summary
TRIP DISTRIBUTION AND ASSIGNMENT
Traffic for the proposed development was distributed and assigned to the study area roadway
network based upon the roadway network and regional travel flow. 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.
ITE ITE AM Peak Hour PM Peak Hour
Code Land Use Total In Out Total In Out
312 Business Hotel 134 Rooms 540 51 21 30 43 24 19
932 High-Turnover (Sit-Down) Restaurant 17,868 SF 2,004 178 98 80 175 109 66
Subtotals:2,545 229 119 110 218 133 85
(10) (5) (5) (18) (9) (9)
Totals:3,090 219 114 105 200 124 76
Weekday
TripsQuantity
Internal Capture: 4% for AM and 8% for PM
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 10
ROADWAY INTERSECTION ANALYSIS
INTERSECTION CAPACITY ANALYSIS - METHODOLGY
The level of performance of 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 is presented in the 2010
Highway Capacity Manual (HCM). HCM uses the term “level of service” (LOS) to qualitatively
describe the efficiency using a letter grade of A through F. Generally, LOS is 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
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 improve the 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.
At 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) that cannot be
mitigated in the analysis unless a traffic signal is modeled. However, 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 2010 Highway Capacity Manual.
Signalized Intersection
(Average Delay per Vehicle)
Unsignalized Intersection
(Average Delay per Vehicle)
LOS A < 10 < 10
LOS B >10 - <20 >10 - <15
LOS C >20 - <35 >15 - <25
LOS D >35 - <55 >25 - <35
LOS E >55 - <80 >35 - <50
LOS F >80 >50
NOTE: Signalized intersection operational parameters and operational results in this TIA were obtained directly from the optimized
software output and may differ slightly from actual traffic signal operations.
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 11
2018 EXISTING – INTERSECTION ANALYSIS
Existing traffic volumes were analyzed to determine current operational conditions. The
intersection capacity analyses presented in this study were performed using the Synchro 9.2
software package. Traffic signal timing parameters were obtained from the Southlake City Engineer.
Table 4 provides a summary of peak period intersectional operational conditions. Detailed traffic
volumes and software output for all intersection analysis is provided in Appendix A and Appendix
D, respecitively.
Table 4. 2018 Existing Traffic Intersection Analysis
Key: A, B, C, D, E, F = Level-of-Service for each intersection approach
Based upon the analysis of the 2018 existing traffic volumes, the intersections at SH 114 and
Kirkwood Blvd/Solana Blvd are currently operating at LOS D or better during the AM and PM peak
hour periods. The signalized intersection at Kirkwood Blvd and T W King Rd is operating at LOS C or
better during the analyzed AM and PM peak hour periods.
2021 BACKGROUND WITHOUT AND WITH SITE – INTERSECTION ANALYSIS
The site is expected to be completed in year 2021. Therefore, year 2021 background and
background-plus-site traffic volumes were analyzed to determine the incremental change in
operational conditions during peak periods without and with site-related traffic. LOS results are
provided in Table 5 and Table 6.
Table 5. 2021 Background Traffic Intersection Analysis
Based upon the analysis of the 2021 background volumes, the intersections at SH 114 and Kirkwood
Blvd/Solana Blvd are expected to continue to operate at LOS D or better during the AM and PM
Traffic
Movement
SH 114 SB Off-Ramp C (20.2)D (53.6)
SH 114 NB Off-Ramp C (24.1)D (47.5)
T W King Road B (16.1)D (48.7)
Kirkwood Boulevard at
Kirkwood Boulevard at
Kirkwood Boulevard at
AM
Signalized
Intersections PM
2021 Background
Traffic
Movement
SH 114 SB Off-Ramp B (11.5)C (23.7)
SH 114 NB Off-Ramp C (22.9)D (37.0)
T W King Road B (12.5)C (22.6)
Kirkwood Boulevard at
Kirkwood Boulevard at
Kirkwood Boulevard at
2018 Existing
PMAM
Signalized
Intersections
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 12
peak hour periods. The signalized intersection at Kirkwood Blvd and T W King Rd is expected to
operate at LOS D or better during the analyzed AM and PM peak hour periods.
Table 6. 2021 Background plus Site-Generated Traffic Intersection Analysis
Based upon the analysis of the 2021 background plus site-generated volumes, the intersections at
SH 114 and Kirkwood Blvd/Solana Blvd are expected to continue to operate at LOS D or better during
the AM and PM peak hour periods. Driveway 1 is expected to operate at LOS B during the AM peak
hour and at LOS B or better during the PM peak hour. Driveway 2 is expected to operate at LOS B
or better during the AM and PM peak hours. Driveway 3 is expected to operate at LOS C during both
AM and PM peak hours.
Since Driveway 1 will be located at a full-access median opening, a two-lane approach is
recommended at this location, similar to The Vista Driveway on the north side of the intersection.
For the full buildout scenario analysis, Driveway 1 was assumed to have two outbound lanes and
one inbound lane as shown in Exhibit 4.
Traffic
Movement
SH 114 SB Off-Ramp C (21.4)D (44.8)
SH 114 NB Off-Ramp C (23.7)D (39.8)
T W King Road B (16.9)D (49.1)
Traffic
Movement
The Vista Dr/Site Driveway 1 EBL A (8.6)B (10.1)
WBL A (9.8)A (7.3)
NBL C (18.7)B (13.9)
NBR B (12.2)A (8.4)
SBR B (10.1)B (13.1)
Site Driveway 2 NBR B (11.0)A (9.1)
Site Driveway 3 WBR C (16.6)C (16.3)
Signalized
Intersections PM
2021 Background + Buildout
SH 114 NB Frontage Road at
Kirkwood Boulevard at
Kirkwood Boulevard at
Kirkwood Boulevard at
Kirkwood Boulevard at
Kirkwood Boulevard at
Unsignalized
Intersections
AM
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 13
ROADWAY LINK ANALYSIS
ROADWAY LINK ANALYSIS - METHODOLGY
A roadway link is a roadway segment between two intersections. Roadway link capacity analysis is
a comparison of actual or forecasted traffic volumes to the theoretically optimum roadway capacity.
The capacity of the roadway link is a function of the roadway’s cross-section (i.e., number of lanes,
lane widths, type of center divider, etc.). However, other more theoretical factors also apply, such
as the character of environment and the functional classification of the roadway. Roadway link
capacity is less critical than intersection capacity; however, it can provide a gauge 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. Though these per-lane capacities, or “service volumes”
(summarized in the table below), are intended for modelling purposes, they do provide a reasonable
gauge of theoretical 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 is 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.
Volume:Capacity Ratio < 45% is LOS A/B
Volume:Capacity Ratio > 45% and < 65% is LOS C
Volume:Capacity Ratio > 65% and < 80% is LOS D
Volume:Capacity Ratio < 80% and < 100% is LOS E
Volume:Capacity Ratio > 100% is LOS F
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 14
ROADWAY LINK ANALYSIS - RESULTS
For purposes of the roadway link analysis, the area is considered urban/commercial. The highest
peak hour volume for each analyzed scenario was used to conduct the roadway link analysis. Table
7 summarizes the results of the roadway link analysis.
Table 7. Roadway Link Capacity Analysis Results Summary
Based upon the roadway link analysis, Kirkwood Boulevard currently operates at LOS A/B in both
directions. At full buildout conditions, the eastbound approach is expected to operate at LOS C and
the westbound approach is expected to operate at LOS A/B during the AM peak hour.
Classification *Hourly #Median
for Analysis Volume Lanes Divided?Per Lane Roadway
Major Arterial 725 3 Y 850 2,550 0.28 A/B
Major Arterial 339 3 Y 850 2,550 0.13 A/B
Major Arterial 1,345 3 Y 850 2,550 0.53 C
Major Arterial 371 3 Y 850 2,550 0.15 A/B
Major Arterial 1,351 3 Y 850 2,550 0.53 C
Major Arterial 376 3 Y 850 2,550 0.15 A/B
2021 Background AM - Eastbound
2021 Background + Site AM - Westbound
LOSCapacityV/CRoadway Link
Kirkwood Blvd (Between Dr. 2 and T W King Rd)
2018 Existing AM - Eastbound
2018 Existing AM - Westbound
2021 Background AM - Westbound
2021 Background + Site AM - Eastbound
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 15
SITE ACCESS REVIEW
Driveway spacing, deceleration lane and stopping sight distance criteria were also evaluated as
part of this TIA.
DRIVEWAY SPACING REVIEW
CITY OF SOUTHLAKE DRIVEWAY SPACING CRITERIA:
The City of Southlake’ Driveway Ordinance No. 634 requires 250 feet between access points on an
arterial facility such as Kirkwood Boulevard. Driveway spacing between access points is measured
from centerline to centerline of each proposed driveway. Exhibit 5 depicts the proposed driveway
spacing and Table 8 summarizes the driveway spacing for the proposed driveways along Kirkwood
Boulevard.
Table 8. Driveway Spacing Summary
Driveway 2 does not meet the City of Southlake’s minimum driveway spacing from Driveway 1 and
T W King Road; however, Synchro analysis of the driveway indicated that the driveway is expected
to operate acceptably with the proposed spacing.
INTERNAL STORAGE (STACKING) REVIEW
CITY OF SOUTHLAKE INTERNAL STORAGE CRITERIA:
This portion of the study examines the site driveways for minimum internal storage. The City of
Southlake Driveway Ordinance No. 634 (Table Two) states that the internal storage shall be based
upon the average number of parking spaces served per driveway (84 for Driveways 1, 2, and 3) and
the total number of parking spaces (200+) for this project. Therefore, the minimum storage length
for each driveway is 100 feet. Applying the parking threshold standard to the proposed driveways
shows that Driveways 1, 2, and 3, as shown on the preliminary site plan on Exhibit 2, do not meet
the City of Southlake’s minimum internal storage of 100 feet. The available internal storage for each
driveway is shown in Exhibit 5. Table 9 summarizes the expected outbound 95th percentile queue
length for each proposed driveway.
Table 9. Internal Storage (Stacking) Summary
Driveway Spacing Between Required (ft)Available (ft)
Meet
City’s/TxDOT's
Requirements?
SH 114 NBFR and Driveway 1 250 ±425 Yes
Driveway 1 and Driveway 2 250 ±231 No
Driveway 2 and T W King Road 250 ±180 No
Driveway 3 and Kirkwood Blvd 425 ±425 Yes
Volume (veh)Queue Length (ft)
NBL 1 25
NBR 0 0
NBL 1 25
NBR 0 0
2021 Background + Site AM 0 0
2021 Background + Site PM 0 0
2021 Background + Site AM 1 25
2021 Background + Site PM 1 25WBR
NBR
SH 114 NBFR at Driveway 3
Kirkwood Blvd at Driveway 1
Intersection Traffic
Movement
95th Percentile QueueAnalysis Scenario
Kirkwood Blvd at Driveway 2
2021 Background + Site AM
2021 Background + Site PM
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 16
The 95th percentile queue length is essentially the longest queue that theoretically is expected to
occur during that analyzed peak hours. Synchro 9.2 software, which uses equation 19-68 from the
2010 Highway Capacity Manual, was used to determine the 95th percentile queue lengths for each
proposed driveway. As indicated in Table 9, the longest outbound queue length is expected to be
one vehicle or 25 feet. The available internal storage capacity for Driveways 1 and 2 is approximately
50 feet and for Driveway 3 is approximately 75 feet as shown in Exhibit 5. Therefore, the available
internal storage at each driveway can accommodate the expected outbound queue length during
the peak hours. Even though, the driveways do not meet the City’s minimum internal storage
requirement, the Synchro analysis indicated that the driveways are expected to operate acceptably
(LOS C or better) with the proposed internal storage capacity.
DECELERATION LANE ANALYSIS
CITY OF SOUTHLAKE RIGHT-TURN DECELERATION LANE CRITERIA:
The City of Southlake requires that auxiliary turn lanes be provided if the right-turn ingress volume
exceeds 50 vehicles in the design hour on an arterial street such as Kirkwood Boulevard or if the
speed limit on the street exceeds 40 MPH and the right-turn ingress volume is at least 40 vehicles
in the design hour (Refer to Driveway Ordinance No. 634). Table 10 summarizes the expected right-
turn volumes at each driveway during the peak hours.
Table 10. Deceleration Lane Analysis
The projected eastbound, right-turn traffic volume (62 vehicles during PM peak hour) on Kirkwood
Boulevard at Driveway 1 exceeds the volume threshold for an auxiliary lane during the peak hour
and a right-turn lane is required. However, the existing rightmost eastbound lane on Kirkwood Blvd
can be used as right-turn lane as it terminates as a right-turn lane for the newly-constructed
driveway across from T W King Road. Synchro analysis of Driveway 1 indicated that it is expected
to operate acceptably (LOS C or better) with two eastbound through lanes and the rightmost lane
converted to a right-turn lane as illustrated in Exhibit 4.
The projected eastbound, right-turn traffic volume (12 vehicles during the PM peak hour) on
Kirkwood Boulevard at Driveway 2 does not exceed the volume threshold for an auxiliary lane during
the peak hours and a right-turn lane is not required.
Since SH 114 NB Frontage Road is a TxDOT roadway, TxDOT’s volume thresholds for providing
deceleration auxiliary lanes were used to determine if a right-turn lane should be considered at
Driveway 3. TxDOT criteria for auxiliary lanes are outlined in Table 2-3 of the Access Management
Manual.
Intersection Traffic
Movement Analysis Scenario
2021 Background + Site AM
2021 Background + Site PM
2021 Background + Site AM
2021 Background + Site PM
2021 Background + Site AM
2021 Background + Site PM
12
40
43 No
SH 114 NBFR at
Driveway 3 NBR
Kirkwood Blvd at
Driveway 1
No
No
No
Turning
Volume (veh)
Yes
Yes
57
62
11
EBR
Kirkwood Blvd at
Driveway 2 EBR
Meets Minimum
Volume for Deceleration Lane?
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 17
It was assumed that the posted speed limit for the NB frontage road will be 50 mph. The right-turn
volume threshold for roadways with a posted speed limit greater than 45 MPH is 50 vehicles per
hour.
The projected eastbound, right-turn traffic volume (43 vehicles during the PM peak hour) on SH 114
NB Frontage Road at Driveway 3 does not exceed the right-turn volume threshold for an auxiliary
lane during the peak hours and a right-turn lane is not required.
CITY OF SOUTHLAKE LEFT-TURN DECELERATION LANE CRITERIA:
The City of Southlake requires that auxiliary left-turn lanes be provided on divided roads when a
proposed driveway will be served by an existing public street median opening. Since Kirkwood
Boulevard is a divided road and Driveway 1 will be served by the existing median opening, a
westbound left-turn lane into Driveway 1 is required (Driveway Ordinance No. 634, pg. 13, par f).
INTERSECTION SIGHT DISTANCE
INTERSECTION SIGHT CRITERIA:
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 of a
roadway in the intended manner. The sight distance is a function of the major roadway’s geometric
characteristics and 85th percentile speed.
INTERSECTION SIGHT DISTANCE CURSURY REVIEW FOR PROJECT:
Pictures taken at the development site showed that some of the existing trees just outside the
property line along eastbound Kirkwood Boulevard may not allow the required unobstructed line
of sight of 470 feet from Driveway 1. It is recommended that trees shown in Exhibit S4.0 in Appendix
E be trimmed or removed to allow the require 470 feet of sight distance. This does not rule out the
potential that other impediments such and landscaping and signage that may be installed after the
construction of Southwest Meadows.
SUMMARY OF FINDINGS AND RECOMMENDATIONS
The services of DeShazo Group, Inc., were retained by Wilks Development to conduct a traffic
impact analysis (TIA) for Southwest Meadows development, which will include a 134-room hotel
and three (3) sit-down restaurants located on approximately six (6) acres of land at the southeast
of corner of SH 114 and Kirkwood Boulevard in Southlake, Texas.
Below is a summary of findings and recommendations from this TIA:
FINDING 1: Under existing conditions, all signalized intersections are currently operating at LOS D
or better.
FINDING 2: Under full site buildout conditions, all signalized intersections are expected to continue
to operate at LOS D or better during the AM and PM peak hours.
FINDING 3: Under full site buildout conditions, the proposed driveways are expected to operate at
LOS C or better during the AM and PM peak hours.
FINDING 4: The right-turn ingress volumes at Driveways 1 exceeds the City of Southlake’s minimum
right-turn volume to require the installation of a right-turn lane on Kirkwood Blvd. Therefore, a
right-turn lane is required at Driveway 2.
DeShazo Group, Inc. Southwest Meadows in Southlake TIA
February 2018 Page 18
RECOMMENDATION 1: The existing rightmost eastbound lane can be converted to a right-turn lane
for Driveway 1 as Synchro analysis of the driveway indicated that it is expected to operate
acceptably with two eastbound through lanes and a right-turn lane at the intersection.
FINDING 5: The right-turn ingress volumes at Driveway 2 does not exceed the City of Southlake’s
minimum right-turn volume to require the installation of a right-turn lane on Kirkwood Blvd.
Therefore, no right-turn lane is required at Driveway 2.
FINDING 6: The right-turn ingress volume at Driveway 3 do not exceed TxDOT’s minimum right-turn
volume to consider the installation of a right-turn lane on SH 114 NB Frontage Road. Therefore, no
right-turn lane should be considered at Driveway 3.
FINDING 7: The City of Southlake requires that auxiliary left-turn lanes be provided on divided roads
when a proposed driveway will be served by an existing public street median opening.
RECOMMENDATION 2: Since Kirkwood Boulevard is a divided road and Driveway 1 will be
served by the existing median opening, a westbound left-turn lane into Driveway 1 is required.
FINDING 8: Driveway 2 does not meet the minimum driveway spacing of 250 feet required by the
City of Southlake. However, the Synchro analysis of the driveway indicated that it is expected to
operate acceptably with the proposed spacing.
FINDING 9: None of the proposed driveways meet the City of Southlake’s minimum internal storage
criteria (100 feet); however, the longest outbound queue length expected at each driveway during
the peak hours is one vehicle long and the proposed internal storage capacity is adequate.
RECOMMENDATION 3: Since Driveway 1 will be located at a full-access median opening, a two-
lane northbound approach is recommended at this location, similar to The Vista driveway on
the north side of the intersection.
END OF MEMO
DeShazo Group, Inc.
Southwest Meadows in Southlake TIA
Appendix
Exhibits
Ex
h
i
b
i
t
3
.
E
x
i
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t
i
n
g
R
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a
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r
y
a
n
d
T
r
a
f
f
i
c
C
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t
r
o
l
^ North Not to Scale
TI
A
f
o
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S
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t
h
w
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s
t
M
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a
d
o
w
s
i
n
S
o
u
t
h
l
a
k
e
,
T
e
x
a
s
Deshazo Group MSKirkwood Blvd
T
W
K
i
n
g
R
d
So
l
a
n
a
B
l
v
d
S
H
-
1
1
4
S
B
F
R
S
H
-
1
1
4
N
B
F
R
The Vista Dr
Ex
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i
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t
4
.
B
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l
d
o
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R
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a
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w
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r
y
a
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T
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f
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C
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o
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^ North Not to Scale
TI
A
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S
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w
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i
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a
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,
T
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x
a
s
Deshazo Group SRKKirkwood Blvd
T
W
K
i
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R
d
So
l
a
n
a
B
l
v
d
S
H
-
1
1
4
S
B
F
R
S
H
-
1
1
4
N
B
F
R
Site Driveway 2
Dr
i
v
e
w
a
y
3
Site Driveway 1
T
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V
i
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a
D
r
D
r
i
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w
a
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1
D
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w
a
y
2
Driv
e
w
a
y
3
5
N.T.S
DRIVEWAY SPACING & INTERNAL STACKING FOR SOUTHWEST MEADOWS
TIA FOR SOUTHWEST MEADOWS IN SOUTHLAKE, TX
PROJECT#:17175
DATE: APR 2018
DeShazo Group, Inc.
Southwest Meadows in Southlake TIA
Appendix
Appendix A. Traffic Volume Exhibits
A1
.
2
0
1
8
E
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A
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a
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^ North Not to Scale
TI
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S
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a
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,
T
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x
a
s
Deshazo Group SRK029696364T W King Road 63303
24
7
24
8
28
4
61
3
S
H
1
1
4
S
B
F
r
o
n
t
a
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e
R
o
a
d
181162
SH 114 NB Frontage Road
5
6
8
1
2
1
4
3
1
12
7
30
2
33
1
6
97
73
3
Ki
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B
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33
9
The Vista Drive
020
A2
.
2
0
1
8
E
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a
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^ North Not to Scale
TI
A
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S
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S
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a
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,
T
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a
s
Deshazo Group SRK05819663111T W King Road 8123
22
7
59
9
41
4
31
1
S
H
1
1
4
S
B
F
r
o
n
t
a
g
e
R
o
a
d
122246
SH 114 NB Frontage Road
2
8
6
8
7
0
3
4
35
5 48
48
5
30
2
17 82
Ki
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B
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78
7
The Vista Drive
0127
A3
.
2
0
21
B
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A
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^ North Not to Scale
TI
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,
T
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a
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Deshazo Group SRK0311163151395T W King Road 118332
37
1
27
1
31
1
67
0
S
H
1
1
4
S
B
F
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n
t
a
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R
o
a
d
601167
SH 114 NB Frontage Road
6
2
0
1
3
2
5
2
1
13
9
83
4
36
2
7
13
5
5
Ki
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d
B
l
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d
37
1
The Vista Dri ve
00
A4
.
2
0
21
B
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P
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P
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a
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s
^ North Not to Scale
TI
A
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S
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S
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a
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,
T
e
x
a
s
Deshazo Group SRK152064211131173T W King Road 9134
24
8
65
5
50
2
44
2
S
H
1
1
4
S
B
F
r
o
n
t
a
g
e
R
o
a
d
133250
SH 114 NB Frontage Road
3
1
3
9
5
1
3
7
38
8 52
68
2
73
6
89
Ki
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B
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14
1
8
The Vista Drive
00
A5
.
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A
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^ North Not to Scale
TI
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S
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l
a
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,
T
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Deshazo Group SRK
SH 114 NB Frontage Road
0
4
0
S i t e D r i v e w a y 3
5 8
05 0T W King Road 6
11
3711
S
H
1
1
4
S
B
F
r
o
n
t
a
g
e
R
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a
d
570
3
7
2
1
68
1132
Site Driveway 2
2
3 1 1
Ki
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d
B
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d
6
Site Driveway 1
4
2
3
11 57
6
T
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a
D
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e
0
A6
.
S
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^ North Not to Scale
TI
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a
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Deshazo Group SRK
SH 114 NB Frontage Road
0
4
3
S i t e D r i v e w a y 3
4 2
04 0T W King Road 6
12
278
S
H
1
1
4
S
B
F
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o
n
t
a
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R
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620
2
7
1
5
74
823
Site Driveway 2
2
2 1 2
Ki
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B
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6
Site Driveway 1
3
0
2
12 62
6
T
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D
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0
A7
.
2
0
1
9
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a
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s
^ North Not to Scale
TI
A
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S
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w
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S
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,
T
e
x
a
s
Deshazo Group SRK
SH 114 NB Frontage Road
1
2
7
3
4
0
S i t e D r i v e w a y 3
5 8
037 1163 151395T W King Road 118337
38
3
27
1
34
7
68
1
S
H
1
1
4
S
B
F
r
o
n
t
a
g
e
R
o
a
d
658167
6
5
7
1
5
3
5
2
1
13
9
90
3
37
2
38
Site Driveway 2
2
1 3 5 8 1 1
Ki
r
k
w
o
o
d
B
l
v
d
37
7
Site Driveway 1
4
2
3
17
13
6
6
57
63 7 1
T
h
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a
D
r
i
v
e
0127
A8
.
2
0
1
9
B
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P
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a
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H
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a
f
f
i
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V
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l
u
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s
^ North Not to Scale
TI
A
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S
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w
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M
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,
T
e
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D
e
s
h
a
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o
G
r
o
u
p
SRK
SH 114 NB Frontage Road
1
3
0
1
4
3
S i t e D r i v e w a y 3
4 2
152068211131173T W King Road 9141
26
0
65
5
52
9
44
9
S
H
1
1
4
S
B
F
r
o
n
t
a
g
e
R
o
a
d
195250
3
4
0
9
6
6
3
7
38
8
12
7
68
9
75
9
Site Driveway 2
2
9 2 1 2
Ki
r
k
w
o
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d
B
l
v
d
14
2
4
Site Driveway 1
3
0
2
17
10
2 62
61 4 1 8
T
h
e
V
i
s
t
a
D
r
i
v
e
0127
DeShazo Group, Inc.
Southwest Meadows in Southlake TIA
Appendix
Appendix B. Existing Traffic Count 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 ULTR ULTR ULTR ULTR
7:00 AM 7:15 AM 0 - - - 0 19 1 11 0 - 23 32 0 64 99 -
7:15 AM 7:30 AM 0 - - - 0 17 0 10 0 - 41 78 0 69 118 -
7:30 AM 7:45 AM 0 - - - 0 29 1 15 0 - 44 68 0 91 109 -
7:45 AM 8:00 AM 0 - - - 0 36 1 11 0 - 59 76 0 83 137 -
8:00 AM 8:15 AM 0 - - - 0 39 0 12 0 - 57 52 0 60 127 -
8:15 AM 8:30 AM 0 - - - 0 51 0 15 0 - 64 59 0 66 166 -
8:30 AM 8:45 AM 0 - - - 0 45 0 20 0 - 53 47 0 59 148 -
8:45 AM 9:00 AM 0 - - - 0 36 1 17 0 - 43 53 0 48 126 -
0 0 0 171 1 58 0 233 234 268 578 0
0.00 0.00 0.00 0.84 0.25 0.73 0.00 0.91 0.77 0.81 0.87 0.00
Intersection Peak Hour:Intersection PHF: 0.92
0 0 0 171 1 58 0 233 234 268 578 0
0.00 0.00 0.00 0.84 0.25 0.73 0.00 0.91 0.77 0.81 0.87 0.00
Study Peak Hour:Study Area PHF: 0.92
4:30 PM 4:45 PM 0 - - - 0 27 4 13 0 - 49 132 6 80 55 -
4:45 PM 5:00 PM 0 - - - 0 26 1 10 0 - 46 111 11 94 80 -
5:00 PM 5:15 PM 0 - - - 0 30 1 15 0 - 67 184 12 94 83 -
5:15 PM 5:30 PM 0 - - - 0 34 0 4 0 - 54 167 13 118 67 -
5:30 PM 5:45 PM 0 - - - 0 25 0 14 0 - 47 103 15 84 63 -
5:45 PM 6:00 PM 0 - - - 0 36 0 10 0 - 41 101 18 68 79 -
6:00 PM 6:15 PM 0 - - - 0 21 1 5 0 - 41 126 9 62 89 -
6:15 PM 6:30 PM 0 - - - 0 30 0 9 0 - 27 93 4 62 87 -
0 0 0 117 6 42 0 216 594 386 285 0
0.00 0.00 0.00 0.86 0.38 0.70 0.00 0.81 0.81 0.82 0.86 0.00
Intersection Peak Hour:Intersection PHF: 0.87
0 0 0 115 2 43 0 214 565 390 293 0
0.00 0.00 0.00 0.85 0.50 0.72 0.00 0.80 0.77 0.83 0.88 0.00
Study Peak Hour:Study Area PHF: 0.86
15035-03 Unsignalized
SH 114 SBFR at Kirkwood Blvd
Southlake, Texas Camera
Tuesday, April 7, 2015 Mild/Normal Conditions
CJ Hensch Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count SH 114 SBFR SH 114 SBFR Kirkwood Blvd Kirkwood Blvd
Intersection PHV:
PHF:
7:45 AM - 8:45 AM
Study Area PHV:
PHF:
7:45 AM - 8:45 AM
Intersection PHV:
PHF:
4:30 PM - 5:30 PM
Study Area PHV:
PHF:
4:45 PM - 5:45 PM
File: C2X3HRS - 4L&12Mv_Peds.XLS
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:Description:
B e g i n E n d ULTR ULTR ULTR ULTR
7:00 AM 7:15 AM 0 89 18 27 0 - - - 0 13 29 - 0 - 72 4
7:15 AM 7:30 AM 0 105 11 39 0 - - - 0 26 32 - 0 - 81 2
7:30 AM 7:45 AM 0 103 27 66 0 - - - 0 26 47 - 0 - 111 2
7:45 AM 8:00 AM 0 122 27 79 0 - - - 0 26 70 - 0 - 90 2
8:00 AM 8:15 AM 0 127 32 95 0 - - - 0 38 61 - 0 - 68 0
8:15 AM 8:30 AM 0 152 31 110 0 - - - 0 25 87 - 0 - 79 1
8:30 AM 8:45 AM 0 134 24 122 0 - - - 0 31 67 - 0 - 75 3
8:45 AM 9:00 AM 0 121 29 100 0 - - - 0 21 60 - 0 - 56 3
535 114 406 0 0 0 120 285 0 0 312 6
0.88 0.89 0.83 0.00 0.00 0.00 0.79 0.82 0.00 0.00 0.87 0.50
Intersection Peak Hour:Intersection PHF: 0.92
535 114 406 0 0 0 120 285 0 0 312 6
0.88 0.89 0.83 0.00 0.00 0.00 0.79 0.82 0.00 0.00 0.87 0.50
Study Peak Hour:Study Area PHF: 0.92
4:30 PM 4:45 PM 0 48 230 6 0 - - - 0 77 6 - 0 - 100 57
4:45 PM 5:00 PM 0 73 211 10 0 - - - 0 75 8 - 0 - 108 62
5:00 PM 5:15 PM 0 72 199 11 0 - - - 0 88 16 - 0 - 123 65
5:15 PM 5:30 PM 0 69 198 7 0 - - - 0 92 16 - 0 - 126 85
5:30 PM 5:45 PM 0 56 212 4 0 - - - 0 80 5 - 0 - 100 73
5:45 PM 6:00 PM 0 71 214 3 0 - - - 0 86 10 - 0 - 93 73
6:00 PM 6:15 PM 0 87 244 9 0 - - - 0 68 8 - 0 - 76 57
6:15 PM 6:30 PM 0 71 248 9 0 - - - 0 56 7 - 0 - 78 16
268 823 25 0 0 0 346 47 0 0 442 296
0.93 0.96 0.57 0.00 0.00 0.00 0.94 0.73 0.00 0.00 0.88 0.87
Intersection Peak Hour:Intersection PHF: 0.95
270 820 32 0 0 0 335 45 0 0 457 285
0.92 0.97 0.73 0.00 0.00 0.00 0.91 0.70 0.00 0.00 0.91 0.84
Study Peak Hour:Study Area PHF: 0.95
15035-04 Unsignalized
SH 114 NBFR at Kirkwood Blvd
Southlake, Texas Camera
Tuesday, April 7, 2015 Mild/Normal Conditions
CJ Hensch Minor-Street STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count SH 114 NBFR SH 114 NBFR Kirkwood Blvd Kirkwood Blvd
Intersection PHV:
PHF:
7:45 AM - 8:45 AM
Study Area PHV:
PHF:
7:45 AM - 8:45 AM
Intersection PHV:
PHF:
5:00 PM - 6:00 PM
Study Area PHV:
PHF:
4:45 PM - 5:45 PM
File: C2X3HRS - 4L&12Mv_Peds.XLS
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 ULTR ULTR ULTR ULTR
7:00 AM 7:15 AM 0 - - - 0 7 - 69 0 6 52 - 0 - 9 1
7:15 AM 7:30 AM 0 - - - 0 8 - 79 0 7 63 - 0 - 3 1
7:30 AM 7:45 AM 0 - - - 0 16 - 110 0 2 112 - 0 - 5 2
7:45 AM 8:00 AM 0 - - - 0 19 - 82 0 8 137 - 0 - 9 2
8:00 AM 8:15 AM 0 - - - 0 12 - 62 0 9 148 - 0 - 4 1
8:15 AM 8:30 AM 0 - - - 0 17 - 72 0 6 188 - 0 - 10 0
8:30 AM 8:45 AM 0 - - - 0 11 - 70 0 4 183 - 0 - 11 1
8:45 AM 9:00 AM 0 - - - 0 5 - 49 0 7 140 - 0 - 8 0
0 0 0 59 0 286 27 656 0 0 34 4
0.00 0.00 0.00 0.78 0.00 0.87 0.75 0.87 0.00 0.00 0.77 0.50
Intersection Peak Hour:Intersection PHF: 0.91
0 0 0 59 0 286 27 656 0 0 34 4
0.00 0.00 0.00 0.78 0.00 0.87 0.75 0.87 0.00 0.00 0.77 0.50
Study Peak Hour:Study Area PHF: 0.91
4:30 PM 4:45 PM 0 - - - 0 2 - 24 0 8 6 - 0 - 139 20
4:45 PM 5:00 PM 0 - - - 0 2 - 31 0 8 8 - 0 - 135 23
5:00 PM 5:15 PM 0 - - - 0 0 - 23 0 20 6 - 0 - 166 27
5:15 PM 5:30 PM 0 - - - 0 2 - 32 0 19 3 - 0 - 177 28
5:30 PM 5:45 PM 0 - - - 0 4 - 30 0 8 1 - 0 - 147 27
5:45 PM 6:00 PM 0 - - - 0 0 - 29 0 6 5 - 0 - 129 22
6:00 PM 6:15 PM 0 - - - 0 1 - 21 0 17 4 - 0 - 114 19
6:15 PM 6:30 PM 0 - - - 0 2 - 28 0 13 2 - 0 - 62 8
0 0 0 8 0 116 55 18 0 0 625 105
0.00 0.00 0.00 0.50 0.00 0.91 0.69 0.56 0.00 0.00 0.88 0.94
Intersection Peak Hour:Intersection PHF: 0.89
0 0 0 8 0 116 55 18 0 0 625 105
0.00 0.00 0.00 0.50 0.00 0.91 0.69 0.56 0.00 0.00 0.88 0.94
Study Peak Hour:Study Area PHF: 0.89
15035-06 Unsignalized
TW King Road at Kirkwood Blvd
Southlake, Texas Camera
Tuesday, April 7, 2015 Mild/Normal Conditions
CJ Hensch All-Way STOP Controlled
Time of Northbound on Southbound on Eastbound on Westbound on
Count TW King Road TW King Road Kirkwood Blvd Kirkwood Blvd
Intersection PHV:
PHF:
7:45 AM - 8:45 AM
Study Area PHV:
PHF:
7:45 AM - 8:45 AM
Intersection PHV:
PHF:
4:45 PM - 5:45 PM
Study Area PHV:
PHF:
4:45 PM - 5:45 PM
File: C2X3HRS - 4L&12Mv_Peds.XLS
Observations:
DeShazo Group, Inc.
Southwest Meadows in Southlake TIA
Appendix
Appendix C. Site-Generated Traffic
Supplement
SH
1
1
4
M
A
I
N
L
A
N
E
S
SH
1
1
4
N
B
F
R
SI
T
E
D
R
I
V
E
W
A
Y
1
SI
T
E
D
R
I
V
E
W
A
Y
2
T
W
K
I
N
G
R
O
A
D
KIRKWOOD BLVD
10%
50
%(10%)
(35%)
60%
(30%)(10%)
10%50%
5%
(4
0
%
)
10%
5%
(2
%
)
5%
(5%)
SITE DRIVEWAY 3
35
%
(2
0
%
)
(3
%
)
(3
5
%
)
SH
1
1
4
S
B
F
R
TH
E
V
I
S
T
A
D
R
I
V
E
(55%)
C1DATE: APR 2018
PROJECT#: 17175TRAFFIC ASSIGNMENT - INBOUND AND OUTBOUND
N.T.S
TIA UPDATE FOR SOUTHWEST MEADOWS IN SOUTHLAKE, TX
Legend :
XX - Inbound Traffic Assignment
(XX) - Outbound Traffic Assignment
DeShazo Group, Inc.
Southwest Meadows in Southlake TIA
Appendix
Appendix D. Detailed Intersection Capacity
Analysis Results
HCM 2010 Intersection Capacity Analysis
2
0
1
8
E
x
i
s
t
i
n
g
2: Kirkwood Blvd & T W King Rd
A
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
1
Lane GroupEBL 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)29 696
0
0
3
6
4
0
0
0
6
3
0
3
0
3
Future Volume (vph)29 696
0
0
3
6
4
0
0
0
6
3
0
3
0
3
Peak Hour Factor0.91 0.91 0.
9
2
0
.
9
2
0
.
9
1
0
.
9
1
0
.
9
2
0
.
9
2
0
.
9
2
0
.
9
1
0
.
9
2
0
.
9
1
Adj. Flow (vph)32 765
0
0
4
0
4
0
0
0
6
9
0
3
3
3
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 32 76
5
0
0
4
4
0
0
0
0
6
9
1
6
7
1
6
6
Turn Typepm+pt NA pm+ov
N
A
p
m
+
p
t
p
m
+
p
t
N
A
p
m
+
o
v
Protected Phases5 2 3
6
3
8
7
4
5
Permitted Phases22
6
8
4
4
Detector Phase52
3
6
6
3
8
7
4
5
Switch PhaseMinimum Initial (s) 5.0 10.0
5
.
0
8
.
0
8
.
0
5
.
0
5
.
0
5
.
0
5
.
0
5
.
0
Minimum Split (s)13.0 33.0 13
.
0
3
2
.
0
3
2
.
0
1
3
.
0
3
6
.
0
1
3
.
0
2
2
.
0
1
3
.
0
Total Split (s)15.0 70.0 14
.
0
5
5
.
0
5
5
.
0
1
4
.
0
3
6
.
0
1
4
.
0
3
6
.
0
1
5
.
0
Total Split (%)12.5% 58.3% 11.7%
4
5
.
8
%
4
5
.
8
%
1
1
.
7
%
3
0
.
0
%
1
1
.
7
%
3
0
.
0
%
1
2
.
5
%
Yellow Time (s)4.0 4.0 4
.
0
4
.
0
4
.
0
4
.
0
3
.
5
4
.
0
4
.
0
4
.
0
All-Red Time (s)2.0 2.0 2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
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)6.0 6.0 6.0
6
.
0
6
.
0
5
.
5
6
.
0
6
.
0
6
.
0
Lead/LagLead Lea
d
L
a
g
L
a
g
L
e
a
d
L
a
g
L
e
a
d
L
a
g
L
e
a
d
Lead-Lag Optimize? YesYes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max None
C
-
M
a
x
C
-
M
a
x
N
o
n
e
M
a
x
N
o
n
e
M
a
x
N
o
n
e
Act Effct Green (s)64.0 64.0
5
1
.
4
4
4
.
0
4
4
.
0
5
6
.
6
Actuated g/C Ratio 0.53 0.53
0
.
4
3
0
.
3
7
0
.
3
7
0
.
4
7
v/c Ratio0.05 0.41
0
.
0
3
0
.
1
5
0
.
1
4
0
.
1
4
Control Delay11.9 16.3
1
8
.
9
2
6
.
0
0
.
2
0
.
2
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay11.9 16.3
1
8
.
9
2
6
.
0
0
.
2
0
.
2
L O SBB
B
C
A
A
Approach Delay16.2
1
8
.
9
4
.
7
Approach LOSB
B
A
Queue Length 50th (ft) 13 184
9
3
5
0
0
Queue Length 95th (ft) m26 219
2
1
6
8
0
0
Internal Link Dist (ft)288
9
0
0
3
9
5
8
2
5
Turn Bay Length (ft) 200
1
5
0
Base Capacity (vph) 686 1887
1
4
9
8
4
7
5
1
1
8
2
1
2
3
8
Starvation Cap Reductn 0 0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
Reduced v/c Ratio0.05 0.41
0
.
0
3
0
.
1
5
0
.
1
4
0
.
1
3
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL,
S
t
a
r
t
o
f
G
r
e
e
n
Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.41
H
C
M
2
0
1
0
I
n
t
e
r
s
e
c
t
i
o
n
C
a
p
a
c
i
t
y
A
n
a
l
y
s
i
s
2
0
1
8
E
x
i
s
t
i
n
g
2
:
K
i
r
k
w
o
o
d
B
l
v
d
&
T
W
K
i
n
g
R
d
A
M
P
e
a
k
H
o
u
r
T
I
A
f
o
r
S
o
u
t
h
w
e
s
t
M
e
a
d
o
w
s
i
n
S
o
u
t
h
l
a
k
e
,
T
e
x
a
s
S
y
n
c
h
r
o
9
R
e
p
o
r
t
F
e
b
2
0
1
8
-
-
M
S
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
.
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
3
5
.
5
%
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
m
V
o
l
u
m
e
f
o
r
9
5
t
h
p
e
r
c
e
n
t
i
l
e
q
u
e
u
e
i
s
m
e
t
e
r
e
d
b
y
u
p
s
t
r
e
a
m
s
i
g
n
a
l
.
S
p
l
i
t
s
a
n
d
P
h
a
s
e
s
:
2
:
K
i
r
k
w
o
o
d
B
l
v
d
&
T
W
K
i
n
g
R
d
HCM 2010 Intersection Capacity Analysis
2
0
1
8
E
x
i
s
t
i
n
g
6: SH-114 SBFR & Solana Blvd/Kirkwood
B
l
v
d
A
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
3
Lane GroupEBL 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)0 247 2
4
8
2
8
4
6
1
3
0
0
0
0
1
8
1
1
6
2
Future Volume (vph)0 247 2
4
8
2
8
4
6
1
3
0
0
0
0
1
8
1
1
6
2
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)0 268 2
7
0
3
0
9
6
6
6
0
0
0
0
1
9
7
1
6
7
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 0 268
2
7
0
3
0
9
6
6
6
0
0
0
0
9
8
1
0
0
6
7
Turn TypeNA Perm
p
m
+
p
t
N
A
P
e
r
m
N
A
P
e
r
m
Protected Phases2
1
1
2
4
1
2
Permitted Phases2
1
2
4
1
2
4
1
2
Detector Phase2
2
1
1
2
4
1
2
4
1
2
4
1
2
Switch PhaseMinimum Initial (s) 10.0 10
.
0
8
.
0
Minimum Split (s)25.0 25.
0
1
5
.
0
Total Split (s)29.0 29.
0
5
4
.
0
Total Split (%)24.2% 24.2%
4
5
.
0
%
Yellow Time (s)4.5 4.
5
4
.
5
All-Red Time (s)2.5 2.
5
2
.
5
Lost Time Adjust (s)0.0 0.
0
0
.
0
Total Lost Time (s)7.0 7.
0
7
.
0
Lead/LagLead Lea
d
L
a
g
Lead-Lag Optimize?Yes Ye
s
Y
e
s
Recall Mode C-Max C-Ma
x
N
o
n
e
Act Effct Green (s)27.5 27.
5
6
9
.
0
7
6
.
0
3
2
.
5
3
2
.
5
3
2
.
5
Actuated g/C Ratio0.23 0.2
3
0
.
5
8
0
.
6
3
0
.
2
7
0
.
2
7
0
.
2
7
v/c Ratio0.23 0.4
7
0
.
3
6
0
.
3
0
0
.
2
2
0
.
1
1
0
.
1
2
Control Delay39.7 8.
0
1
.
4
0
.
3
3
5
.
7
3
3
.
4
0
.
4
Queue Delay0.0 0.
0
0
.
1
0
.
2
0
.
0
0
.
0
0
.
0
Total Delay39.7 8.
0
1
.
5
0
.
5
3
5
.
7
3
3
.
4
0
.
4
LOSD
A
A
A
D
C
A
Approach Delay23.8
0
.
8
2
5
.
9
Approach LOSC
A
C
Queue Length 50th (ft)63
0
2
0
6
4
3
1
0
Queue Length 95th (ft)94 7
4
7
0
1
1
6
5
6
0
Internal Link Dist (ft)1214
3
2
7
1
0
3
6
8
3
6
Turn Bay Length (ft)
3
5
0
1
1
0
Base Capacity (vph) 1163 5
7
0
9
2
3
2
2
2
3
4
3
6
8
7
5
5
7
8
Starvation Cap Reductn0
0
1
0
6
7
0
0
0
0
0
Spillback Cap Reductn0
0
0
0
0
0
0
Storage Cap Reductn0
0
0
0
0
0
0
Reduced v/c Ratio 0.23 0.
4
7
0
.
3
8
0
.
4
4
0
.
2
2
0
.
1
1
0
.
1
2
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Sta
r
t
o
f
G
r
e
e
n
Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.56
H
C
M
2
0
1
0
I
n
t
e
r
s
e
c
t
i
o
n
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a
p
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s
2
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1
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x
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1
1
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Lane GroupØ1 Ø2
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Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases12
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Act Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary
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Feb 2018--MS
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1
Lane GroupEBL EBT E
B
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N
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Lane ConfigurationsTraffic Volume (vph)58 19
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Future Volume (vph)58 19
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2
3
Peak Hour Factor0.89 0.89 0.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
Adj. Flow (vph)65 21
0
0
7
4
5
1
2
5
0
0
0
9
0
1
3
8
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 65 2
1
0
0
8
7
0
0
0
0
0
9
6
9
6
9
Turn Typepm+pt NA pm+ov
N
A
p
m
+
p
t
p
m
+
p
t
N
A
p
m
+
o
v
Protected Phases5 2 3
6
3
8
7
4
5
Permitted Phases22
6
8
4
4
Detector Phase52
3
6
6
3
8
7
4
5
Switch PhaseMinimum Initial (s) 5.0 10.0
5
.
0
8
.
0
8
.
0
5
.
0
5
.
0
5
.
0
5
.
0
5
.
0
Minimum Split (s)13.0 33.0 13
.
0
3
2
.
0
3
2
.
0
1
3
.
0
3
6
.
0
1
3
.
0
2
2
.
0
1
3
.
0
Total Split (s)15.0 70.0 21
.
0
5
5
.
0
5
5
.
0
2
1
.
0
3
6
.
0
1
4
.
0
2
9
.
0
1
5
.
0
Total Split (%)12.5% 58.3% 17.5%
4
5
.
8
%
4
5
.
8
%
1
7
.
5
%
3
0
.
0
%
1
1
.
7
%
2
4
.
2
%
1
2
.
5
%
Yellow Time (s)4.0 4.0 4
.
0
4
.
0
4
.
0
4
.
0
3
.
5
4
.
0
4
.
0
4
.
0
All-Red Time (s)2.0 2.0 2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
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)6.0 6.0 6.0
6
.
0
6
.
0
5
.
5
6
.
0
6
.
0
6
.
0
Lead/LagLead Lea
d
L
a
g
L
a
g
L
e
a
d
L
a
g
L
e
a
d
L
a
g
L
e
a
d
Lead-Lag Optimize? YesYes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max None
C
-
M
a
x
C
-
M
a
x
N
o
n
e
M
a
x
N
o
n
e
M
a
x
N
o
n
e
Act Effct Green (s)64.0 64.0
5
2
.
8
4
4
.
0
4
4
.
0
5
7
.
5
Actuated g/C Ratio 0.53 0.53
0
.
4
4
0
.
3
7
0
.
3
7
0
.
4
8
v/c Ratio0.25 0.01
0
.
5
7
0
.
0
2
0
.
0
9
0
.
0
8
Control Delay14.1 11.1
2
7
.
1
2
4
.
4
0
.
2
0
.
2
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay14.1 11.1
2
7
.
1
2
4
.
4
0
.
2
0
.
2
L O SBB
C
C
A
A
Approach Delay13.3
2
7
.
1
1
.
7
Approach LOSB
C
A
Queue Length 50th (ft) 28 4
2
6
3
4
0
0
Queue Length 95th (ft) 54 12
3
3
2
1
6
0
0
Internal Link Dist (ft)288
9
0
0
3
9
5
8
2
5
Turn Bay Length (ft) 200
1
5
0
Base Capacity (vph) 279 1887
1
5
3
4
4
8
7
7
8
2
8
6
7
Starvation Cap Reductn 0 0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
Reduced v/c Ratio0.23 0.01
0
.
5
7
0
.
0
2
0
.
0
9
0
.
0
8
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL,
S
t
a
r
t
o
f
G
r
e
e
n
Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.57
H
C
M
2
0
1
0
I
n
t
e
r
s
e
c
t
i
o
n
C
a
p
a
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i
t
y
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a
l
y
s
i
s
2
0
1
8
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2
:
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v
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&
T
W
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T
I
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f
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e
a
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HCM 2010 Intersection Capacity Analysis
2
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1
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E
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6: SH-114 SBFR & Solana Blvd/Kirkwood
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TIA for Southwest Meadows in Southlake, Texas
S
y
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c
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r
o
9
R
e
p
o
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t
Feb 2018--MS
P
a
g
e
3
Lane GroupEBL 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)0 227 5
9
9
4
1
4
3
1
1
0
0
0
0
1
2
2
2
4
6
Future Volume (vph)0 227 5
9
9
4
1
4
3
1
1
0
0
0
0
1
2
2
2
4
6
Peak Hour Factor0.86 0.86 0.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
Adj. Flow (vph)0 264 6
9
7
4
8
1
3
6
2
0
0
0
0
1
4
2
2
5
3
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 0 264
6
9
7
4
8
1
3
6
2
0
0
0
0
7
1
7
3
5
3
Turn TypeNA Perm
p
m
+
p
t
N
A
P
e
r
m
N
A
P
e
r
m
Protected Phases2
1
1
2
4
1
2
Permitted Phases2
1
2
4
1
2
4
1
2
Detector Phase2
2
1
1
2
4
1
2
4
1
2
4
1
2
Switch PhaseMinimum Initial (s) 10.0 10
.
0
8
.
0
Minimum Split (s)25.0 25.
0
1
5
.
0
Total Split (s)28.0 28.
0
6
6
.
0
Total Split (%)23.3% 23.3%
5
5
.
0
%
Yellow Time (s)4.5 4.
5
4
.
5
All-Red Time (s)2.5 2.
5
2
.
5
Lost Time Adjust (s)0.0 0.
0
0
.
0
Total Lost Time (s)7.0 7.
0
7
.
0
Lead/LagLead Lea
d
L
a
g
Lead-Lag Optimize?Yes Ye
s
Y
e
s
Recall Mode C-Max C-Ma
x
N
o
n
e
Act Effct Green (s)21.0 21.
0
8
0
.
0
8
7
.
0
2
1
.
5
2
1
.
5
2
1
.
5
Actuated g/C Ratio0.18 0.1
8
0
.
6
7
0
.
7
2
0
.
1
8
0
.
1
8
0
.
1
8
v/c Ratio0.30 0.9
7
0
.
4
5
0
.
1
4
0
.
2
5
0
.
1
3
0
.
1
2
Control Delay44.1 39.
1
4
.
1
0
.
3
4
5
.
0
4
2
.
1
0
.
5
Queue Delay0.0 0.
0
0
.
4
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay44.1 39.
1
4
.
5
0
.
3
4
5
.
0
4
2
.
1
0
.
5
L O SD
D
A
A
D
D
A
Approach Delay40.5
2
.
7
3
1
.
9
Approach LOSD
A
C
Queue Length 50th (ft)65 14
6
2
3
6
1
5
2
2
6
0
Queue Length 95th (ft)89 #350
m
2
8
9
m
1
9
6
4
7
0
Internal Link Dist (ft)1214
3
2
7
1
0
3
6
8
3
6
Turn Bay Length (ft)
3
5
0
1
1
0
Base Capacity (vph) 889 71
9
1
0
5
9
2
5
6
5
2
8
8
5
7
9
4
5
1
Starvation Cap Reductn0
0
2
1
1
0
0
0
0
Spillback Cap Reductn0
0
0
0
0
0
0
Storage Cap Reductn0
0
0
0
0
0
0
Reduced v/c Ratio 0.30 0.
9
7
0
.
5
7
0
.
1
4
0
.
2
5
0
.
1
3
0
.
1
2
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Sta
r
t
o
f
G
r
e
e
n
Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.97
H
C
M
2
0
1
0
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HCM 2010 Intersection Capacity Analysis
2
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6: SH-114 SBFR & Solana Blvd/Kirkwood
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Intersection Signal Delay: 23.7
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Intersection Capacity Utilization 79.6%
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TIA for Southwest Meadows in Southlake, Texas
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Feb 2018--MS
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7
Lane GroupØ1 Ø2
Ø
4
Ø
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Ø
1
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1
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Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases12
4
8
1
2
1
6
Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0
5
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Minimum Split (s)15.0 25.0 17
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Total Split (%)55% 23% 1
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Yellow Time (s) 4.5 4.5
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Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead
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Lead-Lag Optimize? Yes Yes
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Recall Mode None C-Max No
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Act Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary
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HCM 2010 Intersection Capacity Analysis
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9
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Feb 2018--MS
P
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1
Lane GroupEBL 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
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Lane ConfigurationsTraffic Volume (vph)31 1163 1
5
1
0
3
9
5
0
0
0
1
1
8
0
3
3
2
Future Volume (vph)31 1163 1
5
1
0
3
9
5
0
0
0
1
1
8
0
3
3
2
Peak Hour Factor0.92 0.92 0.
9
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9
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9
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9
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Adj. Flow (vph)34 1264 1
6
4
0
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2
5
0
0
0
1
2
8
0
3
6
1
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 34 1264
1
6
4
0
4
7
0
0
0
0
1
2
8
1
8
1
1
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0
Turn Typepm+pt NA pm+ov
N
A
p
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N
A
p
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+
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Protected Phases5 2 3
6
3
8
7
4
5
Permitted Phases22
6
8
4
4
Detector Phase52
3
6
6
3
8
7
4
5
Switch PhaseMinimum Initial (s) 5.0 10.0
5
.
0
8
.
0
8
.
0
5
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5
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5
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0
5
.
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5
.
0
Minimum Split (s)13.0 33.0 13
.
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3
2
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0
3
2
.
0
1
3
.
0
3
6
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0
1
3
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2
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Total Split (s)15.0 70.0 14
.
0
5
5
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5
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1
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3
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.
0
Total Split (%)12.5% 58.3% 11.7%
4
5
.
8
%
4
5
.
8
%
1
1
.
7
%
3
0
.
0
%
1
1
.
7
%
3
0
.
0
%
1
2
.
5
%
Yellow Time (s)4.0 4.0 4
.
0
4
.
0
4
.
0
4
.
0
3
.
5
4
.
0
4
.
0
4
.
0
All-Red Time (s)2.0 2.0 2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
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)6.0 6.0 6.0
6
.
0
6
.
0
5
.
5
6
.
0
6
.
0
6
.
0
Lead/LagLead Lea
d
L
a
g
L
a
g
L
e
a
d
L
a
g
L
e
a
d
L
a
g
L
e
a
d
Lead-Lag Optimize? YesYes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max None
C
-
M
a
x
C
-
M
a
x
N
o
n
e
M
a
x
N
o
n
e
M
a
x
N
o
n
e
Act Effct Green (s)64.0 64.0 75.6
5
1
.
4
4
0
.
3
3
2
.
4
4
5
.
0
Actuated g/C Ratio 0.53 0.53 0.63
0
.
4
3
0
.
3
4
0
.
2
7
0
.
3
8
v/c Ratio0.05 0.67 0.16
0
.
0
3
0
.
2
7
0
.
1
6
0
.
1
5
Control Delay12.7 21.2 2.1
1
8
.
7
2
8
.
0
0
.
3
0
.
3
Queue Delay0.0 0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay12.7 21.2 2.1
1
8
.
7
2
8
.
0
0
.
3
0
.
3
LOSB C A
B
C
A
A
Approach Delay18.9
1
8
.
7
7
.
6
Approach LOSB
B
A
Queue Length 50th (ft) 13 441 10
9
6
7
0
0
Queue Length 95th (ft) m24 527 m21
2
2
1
1
4
0
0
Internal Link Dist (ft)288
9
0
0
3
9
5
8
2
5
Turn Bay Length (ft) 200
1
5
0
Base Capacity (vph) 686 1887 1
0
8
6
1
4
9
4
4
7
1
1
1
3
0
1
1
8
4
Starvation Cap Reductn 0 0 0
0
0
0
0
Spillback Cap Reductn 0 0 0
0
0
0
0
Storage Cap Reductn0 0 0
0
0
0
0
Reduced v/c Ratio0.05 0.67 0.15
0
.
0
3
0
.
2
7
0
.
1
6
0
.
1
5
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 15 (13%), Referenced to phase 2:EBTL and 6:WBTL,
S
t
a
r
t
o
f
G
r
e
e
n
Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.67
H
C
M
2
0
1
0
I
n
t
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r
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c
t
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o
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C
a
p
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i
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l
y
s
i
s
2
0
2
1
B
a
c
k
g
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d
2
:
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l
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&
T
W
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I
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f
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e
a
d
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s
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n
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a
k
e
,
T
e
x
a
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S
y
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h
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o
9
R
e
p
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F
e
b
2
0
1
8
-
-
M
S
P
a
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2
I
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r
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D
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l
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y
:
1
6
.
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I
n
t
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r
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e
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t
i
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L
O
S
:
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I
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r
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e
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C
a
p
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y
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t
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l
i
z
a
t
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o
n
4
9
.
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
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P
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o
d
(
m
i
n
)
1
5
m
V
o
l
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e
f
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r
9
5
t
h
p
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t
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s
:
2
:
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l
v
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&
T
W
K
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g
R
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HCM 2010 Intersection Capacity Analysis
2
0
2
1
B
a
c
k
g
r
o
u
n
d
6: SH-114 SBFR & Solana Blvd/Kirkwood
B
l
v
d
A
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
3
Lane GroupEBL 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)0 371 2
7
1
3
1
1
6
7
0
0
0
0
0
6
0
1
1
6
7
Future Volume (vph)0 371 2
7
1
3
1
1
6
7
0
0
0
0
0
6
0
1
1
6
7
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)0 403 2
9
5
3
3
8
7
2
8
0
0
0
0
6
5
3
1
7
3
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 0 403
2
9
5
3
3
8
7
2
8
0
0
0
0
3
2
6
3
2
8
7
3
Turn TypeNA Perm
p
m
+
p
t
N
A
P
e
r
m
N
A
P
e
r
m
Protected Phases2
1
1
2
4
1
2
Permitted Phases2
1
2
4
1
2
4
1
2
Detector Phase2
2
1
1
2
4
1
2
4
1
2
4
1
2
Switch PhaseMinimum Initial (s) 10.0 10
.
0
8
.
0
Minimum Split (s)25.0 25.
0
1
5
.
0
Total Split (s)29.0 29.
0
5
4
.
0
Total Split (%)24.2% 24.2%
4
5
.
0
%
Yellow Time (s)4.5 4.
5
4
.
5
All-Red Time (s)2.5 2.
5
2
.
5
Lost Time Adjust (s)0.0 0.
0
0
.
0
Total Lost Time (s)7.0 7.
0
7
.
0
Lead/LagLead Lea
d
L
a
g
Lead-Lag Optimize?Yes Ye
s
Y
e
s
Recall Mode C-Max C-Ma
x
N
o
n
e
Act Effct Green (s)24.3 24.
3
6
9
.
0
7
6
.
0
3
2
.
5
3
2
.
5
3
2
.
5
Actuated g/C Ratio0.20 0.2
0
0
.
5
8
0
.
6
3
0
.
2
7
0
.
2
7
0
.
2
7
v/c Ratio0.39 0.5
3
0
.
4
0
0
.
3
2
0
.
7
5
0
.
3
7
0
.
1
3
Control Delay43.6 8.
6
1
.
6
0
.
4
5
2
.
0
3
7
.
0
0
.
4
Queue Delay0.0 0.
0
0
.
2
0
.
2
0
.
0
0
.
0
0
.
0
Total Delay43.6 8.
6
1
.
8
0
.
6
5
2
.
0
3
7
.
0
0
.
4
LOSD
A
A
A
D
D
A
Approach Delay28.8
0
.
9
4
0
.
1
Approach LOSC
A
D
Queue Length 50th (ft)102
0
2
0
2
5
4
1
1
3
0
Queue Length 95th (ft)137 7
8
7
0
#
3
8
1
1
5
9
0
Internal Link Dist (ft)1214
3
2
7
1
0
3
6
8
3
6
Turn Bay Length (ft)
3
5
0
1
1
0
Base Capacity (vph) 1028 5
5
5
8
6
6
2
2
0
3
4
3
6
8
7
5
5
7
8
Starvation Cap Reductn0
0
1
1
3
6
6
4
0
0
0
Spillback Cap Reductn0
0
0
0
0
0
0
Storage Cap Reductn0
0
0
0
0
0
0
Reduced v/c Ratio 0.39 0.
5
3
0
.
4
5
0
.
4
7
0
.
7
5
0
.
3
7
0
.
1
3
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Sta
r
t
o
f
G
r
e
e
n
Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82
H
C
M
2
0
1
0
I
n
t
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r
s
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c
t
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o
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2
0
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1
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a
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d
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:
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1
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S
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(
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5
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0
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4
.
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0
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(
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8
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4
8
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0
2
4
.
0
3
9
.
0
9
.
0
9
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0
T
o
t
a
l
S
p
l
i
t
(
%
)
2
3
%
4
0
%
2
0
%
3
3
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8
%
8
%
Y
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l
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T
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(
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3
.
5
4
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5
4
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3
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5
3
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)
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d
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a
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?
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9
5
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(
f
t
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a
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i
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k
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t
(
f
t
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u
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B
a
y
L
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n
g
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f
t
)
B
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C
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p
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S
t
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p
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b
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m
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HCM 2010 Intersection Capacity Analysis
2
0
2
1
B
a
c
k
g
r
o
u
n
d
6: SH-114 SBFR & Solana Blvd/Kirkwood
B
l
v
d
A
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
5
Intersection Signal Delay: 20.2
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
C
Intersection Capacity Utilization 71.5%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
C
Analysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be l
o
n
g
e
r
.
Queue shown is maximum after two cycles.Splits and Phases: 6: SH-114 SBFR & Solana Blvd/Kirkwo
o
d
B
l
v
d
H
C
M
2
0
1
0
I
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i
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A
n
a
l
y
s
i
s
2
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Feb 2018--MS
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Lane GroupØ1 Ø2
Ø
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Ø
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Ø
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1
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Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases12
4
8
1
2
1
6
Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0
5
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4
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Minimum Split (s)15.0 25.0 22
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Total Split (%)45% 24% 2
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8
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8
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Yellow Time (s) 4.5 4.5
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5
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.
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.
5
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.
5
All-Red Time (s)2.5 2.5 1
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.
0
Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead
L
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Lead-Lag Optimize? Yes Yes
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s
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s
Recall Mode None C-Max No
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N
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N
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N
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e
Act Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary
H
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HCM 2010 Intersection Capacity Analysis
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9
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Feb 2018--MS
P
a
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e
1
Lane GroupEBL 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)64 21
0
0
1
1
3
1
1
7
3
1
5
2
0
0
9
0
1
3
4
Future Volume (vph)64 21
0
0
1
1
3
1
1
7
3
1
5
2
0
0
9
0
1
3
4
Peak Hour Factor0.89 0.89 0.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
0
.
8
9
Adj. Flow (vph)72 24
0
0
1
2
7
1
1
9
4
1
7
1
0
0
1
0
0
1
5
1
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 72 2
4
0
0
1
4
6
5
0
1
7
1
0
0
1
0
7
6
7
5
Turn Typepm+pt NA pm+ov
N
A
p
m
+
p
t
p
m
+
p
t
N
A
p
m
+
o
v
Protected Phases5 2 3
6
3
8
7
4
5
Permitted Phases22
6
8
4
4
Detector Phase52
3
6
6
3
8
7
4
5
Switch PhaseMinimum Initial (s) 5.0 10.0
5
.
0
8
.
0
8
.
0
5
.
0
5
.
0
5
.
0
5
.
0
5
.
0
Minimum Split (s)13.0 33.0 13
.
0
3
2
.
0
3
2
.
0
1
3
.
0
3
6
.
0
1
3
.
0
2
2
.
0
1
3
.
0
Total Split (s)15.0 70.0 21
.
0
5
5
.
0
5
5
.
0
2
1
.
0
3
6
.
0
1
4
.
0
2
9
.
0
1
5
.
0
Total Split (%)12.5% 58.3% 17.5%
4
5
.
8
%
4
5
.
8
%
1
7
.
5
%
3
0
.
0
%
1
1
.
7
%
2
4
.
2
%
1
2
.
5
%
Yellow Time (s)4.0 4.0 4
.
0
4
.
0
4
.
0
4
.
0
3
.
5
4
.
0
4
.
0
4
.
0
All-Red Time (s)2.0 2.0 2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
0
2
.
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)6.0 6.0 6.0
6
.
0
6
.
0
5
.
5
6
.
0
6
.
0
6
.
0
Lead/LagLead Lea
d
L
a
g
L
a
g
L
e
a
d
L
a
g
L
e
a
d
L
a
g
L
e
a
d
Lead-Lag Optimize? YesYes
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Y
e
s
Recall ModeNone C-Max None
C
-
M
a
x
C
-
M
a
x
N
o
n
e
M
a
x
N
o
n
e
M
a
x
N
o
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e
Act Effct Green (s)64.0 64.0
5
0
.
3
4
4
.
0
3
1
.
2
2
5
.
2
3
8
.
8
Actuated g/C Ratio 0.53 0.53
0
.
4
2
0
.
3
7
0
.
2
6
0
.
2
1
0
.
3
2
v/c Ratio0.40 0.01
1
.
0
0
0
.
3
6
0
.
0
3
0
.
1
5
0
.
1
3
Control Delay13.8 6.9
5
8
.
5
2
9
.
2
2
5
.
3
0
.
7
0
.
5
Queue Delay0.0 0.0
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay13.8 6.9
5
8
.
5
2
9
.
2
2
5
.
3
0
.
7
0
.
5
LOSB A
E
C
C
A
A
Approach Delay12.1
5
8
.
5
2
9
.
2
2
.
1
Approach LOSB
E
C
A
Queue Length 50th (ft) 18 3
~
5
8
7
9
2
5
0
0
Queue Length 95th (ft) 36 8
#
7
6
0
1
4
6
1
7
0
0
Internal Link Dist (ft)288
9
0
0
3
9
5
8
2
5
Turn Bay Length (ft) 200
1
5
0
Base Capacity (vph) 199 1887
1
4
6
4
4
8
6
4
1
3
4
9
2
5
9
3
Starvation Cap Reductn 0 0
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
Reduced v/c Ratio0.36 0.01
1
.
0
0
0
.
3
5
0
.
0
2
0
.
1
5
0
.
1
3
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 48 (40%), Referenced to phase 2:EBTL and 6:WBTL,
S
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a
r
t
o
f
G
r
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n
Natural Cycle: 115Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.00
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2
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6: SH-114 SBFR & Solana Blvd/Kirkwood
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TIA for Southwest Meadows in Southlake, Texas
S
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9
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Feb 2018--MS
P
a
g
e
3
Lane GroupEBL 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)0 248 6
5
5
5
0
2
4
4
2
0
0
0
0
1
3
3
2
5
0
Future Volume (vph)0 248 6
5
5
5
0
2
4
4
2
0
0
0
0
1
3
3
2
5
0
Peak Hour Factor0.86 0.86 0.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
0
.
8
6
Adj. Flow (vph)0 288 7
6
2
5
8
4
5
1
4
0
0
0
0
1
5
5
2
5
8
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 0 288
7
6
2
5
8
4
5
1
4
0
0
0
0
7
7
8
0
5
8
Turn TypeNA Perm
p
m
+
p
t
N
A
P
e
r
m
N
A
P
e
r
m
Protected Phases2
1
1
2
4
1
2
Permitted Phases2
1
2
4
1
2
4
1
2
Detector Phase2
2
1
1
2
4
1
2
4
1
2
4
1
2
Switch PhaseMinimum Initial (s) 10.0 10
.
0
8
.
0
Minimum Split (s)25.0 25.
0
1
5
.
0
Total Split (s)28.0 28.
0
6
6
.
0
Total Split (%)23.3% 23.3%
5
5
.
0
%
Yellow Time (s)4.5 4.
5
4
.
5
All-Red Time (s)2.5 2.
5
2
.
5
Lost Time Adjust (s)0.0 0.
0
0
.
0
Total Lost Time (s)7.0 7.
0
7
.
0
Lead/LagLead Lead
L
e
a
d
Lead-Lag Optimize?Yes Ye
s
Y
e
s
Recall Mode C-Max C-Ma
x
N
o
n
e
Act Effct Green (s)21.0 21.
0
6
1
.
1
6
1
.
1
3
5
.
9
3
5
.
9
3
5
.
9
Actuated g/C Ratio0.18 0.1
8
0
.
5
1
0
.
5
1
0
.
3
0
0
.
3
0
0
.
3
0
v/c Ratio0.32 1.2
1
0
.
7
5
0
.
2
9
0
.
1
6
0
.
0
8
0
.
1
0
Control Delay44.5 128.
0
1
6
.
5
6
.
7
2
0
.
4
1
9
.
1
0
.
3
Queue Delay0.0 0.
0
0
.
1
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay44.5 128.
0
1
6
.
6
6
.
7
2
0
.
4
1
9
.
1
0
.
3
LOSD
F
B
A
C
B
A
Approach Delay105.1
1
2
.
0
1
4
.
5
Approach LOSF
B
B
Queue Length 50th (ft)72 ~42
8
1
4
1
6
0
2
8
1
4
0
Queue Length 95th (ft)96 #604
m
1
3
5
m
4
8
6
7
3
2
0
Internal Link Dist (ft)1214
3
2
7
1
0
3
6
8
3
6
Turn Bay Length (ft)
3
5
0
1
1
0
Base Capacity (vph) 889 63
0
1
0
5
5
2
3
5
9
4
8
1
9
6
7
5
8
8
Starvation Cap Reductn0
0
4
1
0
0
0
0
Spillback Cap Reductn0
0
0
0
0
0
0
Storage Cap Reductn0
0
0
0
0
0
0
Reduced v/c Ratio 0.32 1.
2
1
0
.
5
8
0
.
2
2
0
.
1
6
0
.
0
8
0
.
1
0
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 4 (3%), Referenced to phase 2:EBWB and 5:, Start of
G
r
e
e
n
Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.21
H
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HCM 2010 Intersection Capacity Analysis
2
0
2
1
B
a
c
k
g
r
o
u
n
d
6: SH-114 SBFR & Solana Blvd/Kirkwood
B
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P
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H
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TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
5
Intersection Signal Delay: 53.6
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
D
Intersection Capacity Utilization 88.0%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
E
Analysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be l
o
n
g
e
r
.
Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstrea
m
s
i
g
n
a
l
.
Splits and Phases: 6: SH-114 SBFR & Solana Blvd/Kirkwo
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d
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Lane GroupØ1 Ø2
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IntersectionInt Delay, s/veh 0.7Movement WBL WBR NBT NB
R
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Lane ConfigurationsTraffic Vol, veh/h 0 58 1273
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Future Vol, veh/h 0 58 1273
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Conflicting Peds, #/hr 0 0
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Mvmt Flow0 63 1384
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n
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m
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r
y
C
y
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h
:
1
2
0
A
c
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d
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:
1
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f
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t
:
3
0
(
2
5
%
)
,
R
e
f
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n
c
e
d
t
o
p
h
a
s
e
2
:
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B
T
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n
d
6
:
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B
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,
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t
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f
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n
N
a
t
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r
a
l
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l
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:
9
5
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t
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p
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:
A
c
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a
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d
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x
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m
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m
v
/
c
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o
:
0
.
6
7
HCM 2010 Intersection Capacity Analysis
2
0
2
1
F
u
l
l
B
u
i
l
d
o
u
t
2: Kirkwood Blvd & T W King Rd
A
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
3
Intersection Signal Delay: 16.9
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
B
Intersection Capacity Utilization 49.1%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
A
Analysis Period (min) 15m Volume for 95th percentile queue is metered by upstrea
m
s
i
g
n
a
l
.
Splits and Phases: 2: Kirkwood Blvd & T W King Rd
H
C
M
2
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3
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+
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l
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t
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.
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T
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(
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4
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s
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Feb 2018--MS
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Lane GroupØ4 Ø5
Ø
6
Ø
8
Ø
1
2
Ø
1
6
Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases45
6
8
1
2
1
6
Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 10.0
8
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Minimum Split (s)22.5 17.0 23
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Total Split (%)23% 40% 2
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Yellow Time (s) 3.5 4.5
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Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lag L
e
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L
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Lead-Lag Optimize? Yes Yes
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s
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Recall Mode None C-Max M
a
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Act Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary
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Feb 2018--MS
P
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7
Lane GroupEBL EBT E
B
R
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
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L
S
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S
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R
Lane ConfigurationsTraffic Volume (vph) 139 90
3
0
0
3
7
2
3
8
6
5
7
1
5
3
5
2
1
0
0
0
Future Volume (vph) 139 90
3
0
0
3
7
2
3
8
6
5
7
1
5
3
5
2
1
0
0
0
Peak Hour Factor0.92 0.92 0.
9
2
0
.
9
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0
.
9
2
0
.
9
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.
9
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0
.
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2
0
.
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.
9
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.
9
2
0
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9
2
Adj. Flow (vph)151 982
0
0
4
0
4
4
1
7
1
4
1
6
6
5
6
6
0
0
0
Shared Lane Traffic (%)
5
0
%
Lane Group Flow (vph) 151 98
2
0
0
4
0
4
4
1
3
5
7
5
2
3
5
6
6
0
0
0
Turn Typepm+pt NA
N
A
P
e
r
m
P
e
r
m
N
A
P
e
r
m
Protected Phases5 5 6
6
8
1
6
Permitted Phases5 6
6
8
1
6
8
1
6
Detector Phase5 5 6
6
6
8
1
6
8
1
6
8
1
6
Switch PhaseMinimum Initial (s) 10.
0
8
.
0
8
.
0
Minimum Split (s)17.0
2
3
.
0
2
3
.
0
Total Split (s)48.0
2
4
.
0
2
4
.
0
Total Split (%)40.0%
2
0
.
0
%
2
0
.
0
%
Yellow Time (s)4.5
4
.
5
4
.
5
All-Red Time (s)2.5
2
.
5
2
.
5
Lost Time Adjust (s) 0.0
0
.
0
0
.
0
Total Lost Time (s)7.0
7
.
0
7
.
0
Lead/Lag La
g
L
e
a
d
L
e
a
d
Lead-Lag Optimize? Yes
Y
e
s
Y
e
s
Recall ModeC-Max
M
a
x
M
a
x
Act Effct Green (s)58.9 65.9
1
7
.
0
1
7
.
0
4
2
.
6
4
2
.
6
4
2
.
6
Actuated g/C Ratio 0.49 0.55
0
.
1
4
0
.
1
4
0
.
3
6
0
.
3
6
0
.
3
6
v/c Ratio0.21 0.51
0
.
5
6
0
.
1
0
0
.
6
3
0
.
4
5
0
.
8
2
Control Delay1.4 1.9
5
2
.
9
0
.
5
3
7
.
6
3
1
.
0
3
2
.
5
Queue Delay0.0 0.1
0
.
0
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay1.4 2.1
5
2
.
9
0
.
5
3
7
.
6
3
1
.
0
3
2
.
5
LOSA A
D
A
D
C
C
Approach Delay2.0
4
8
.
1
3
3
.
2
Approach LOSA
D
C
Queue Length 50th (ft) 2 14
1
0
9
0
2
4
6
1
6
7
2
6
2
Queue Length 95th (ft) m9 6
1
4
6
0
3
6
1
2
2
0
4
2
2
Internal Link Dist (ft)327
2
4
7
2
6
9
1
0
9
5
Turn Bay Length (ft)
2
0
0
Base Capacity (vph) 733 1942
7
2
0
4
0
0
5
7
1
1
1
6
4
6
9
4
Starvation Cap Reductn 0 202
0
0
0
0
0
Spillback Cap Reductn 0 0
0
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
Reduced v/c Ratio0.21 0.56
0
.
5
6
0
.
1
0
0
.
6
3
0
.
4
5
0
.
8
2
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Sta
r
t
o
f
G
r
e
e
n
Natural Cycle: 95Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.82
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2
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8: SH-114 NBFR & Kirkwood Blvd
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TIA for Southwest Meadows in Southlake, Texas
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9
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Feb 2018--MS
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9
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HCM 2010 Intersection Capacity Analysis
2
0
2
1
F
u
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B
u
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d
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40: Driveway 1/The Vista Dr & Kirkwood
B
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A
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a
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H
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TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
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r
o
9
R
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p
o
r
t
Feb 2018--MS
P
a
g
e
1
1
IntersectionInt Delay, s/veh 1.2MovementEBL EBT EBR WBL
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/h 17 1366 57
6
3
7
1
0
4
2
0
3
0
0
1
2
7
Future Vol, veh/h 17 1366 57
6
3
7
1
0
4
2
0
3
0
0
1
2
7
Conflicting Peds, #/hr 0 0 00
0
0
0
0
0
0
0
0
Sign Control Free Free Free Free
F
r
e
e
F
r
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e
S
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S
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p
RT Channelized - - Non
e
-
-
N
o
n
e
-
-
N
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e
-
-
N
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e
Storage Length 70 - 0
1
0
0
-
-
0
-
-
0
-
-
Veh in Median Storage, # - 0
-
-
0
-
-
0
-
-
0
-
Grade, % - 0
-
-
0
-
-
0
-
-
0
-
Peak Hour Factor 92 92 92
9
2
9
2
9
2
9
2
9
2
9
2
9
2
9
2
9
2
Heavy Vehicles, % 2 2 22
2
2
2
2
2
2
2
2
Mvmt Flow18 1485 62 7
4
0
3
0
4
6
0
3
0
0
1
3
8
Major/Minor Major1Major2
M
i
n
o
r
1
M
i
n
o
r
2
Conflicting Flow All 403 0 0 1
4
8
5
0
0
1
6
9
6
1
9
3
8
7
4
2
1
1
9
5
1
9
3
8
2
0
2
Stage 1- - -
-
-
-
1
5
2
2
1
5
2
2
-
4
1
6
4
1
6
-
Stage 2 - -
-
-
-
-
1
7
4
4
1
6
-
7
7
9
1
5
2
2
-
Critical Hdwy 5.34 - - 4
.
1
4
-
-
6
.
9
9
6
.
5
4
6
.
9
4
6
.
9
9
6
.
5
4
7
.
1
4
Critical Hdwy Stg 1 - -
-
-
-
-
6
.
5
4
5
.
5
4
-
7
.
3
4
5
.
5
4
-
Critical Hdwy Stg 2 - -
-
-
-
-
6
.
7
4
5
.
5
4
-
6
.
5
4
5
.
5
4
-
Follow-up Hdwy 3.12 - - 2
.
2
2
-
-
3
.
6
7
4
.
0
2
3
.
3
2
3
.
6
7
4
.
0
2
3
.
9
2
Pot Cap-1 Maneuver 1007 - - *
7
5
1
-
-
*
3
7
7
*
3
4
4
*
5
0
2
*
3
7
7
*
3
4
4
*
8
4
4
Stage 1 - -
-
-
-
-
*
4
5
5
*
4
1
5
-
*
8
1
8
*
7
7
4
-
Stage 2- - -
-
-
-
*
9
0
2
*
7
7
4
-
*
4
5
5
*
4
1
5
-
Platoon blocked, % 1 -
-
1
-
-
1
1
1
1
1
1
Mov Cap-1 Maneuver 1007 - - *
7
5
1
-
-
*
3
0
9
*
3
3
5
*
5
0
2
*
3
6
7
*
3
3
5
*
8
4
4
Mov Cap-2 Maneuver - -
-
-
-
-
*
3
0
9
*
3
3
5
-
*
3
6
7
*
3
3
5
-
Stage 1- - -
-
-
-
*
4
4
6
*
4
0
8
-
*
8
0
3
*
7
6
6
-
Stage 2 - -
-
-
-
-
*
7
4
8
*
7
6
6
-
*
4
4
4
*
4
0
8
-
ApproachEBWB
N
B
S
B
HCM Control Delay, s 0.10.2
1
8
.
3
1
0
.
1
HCM LOS
C
B
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)309 502 100
7
-
-
*
7
5
1
-
-
-
8
4
4
HCM Lane V/C Ratio 0.148 0.006 0.0
1
8
-
-
0
.
0
0
9
-
-
-
0
.
1
6
4
HCM Control Delay (s) 18.7 12.2 8
.
6
-
-
9
.
8
-
-
0
1
0
.
1
HCM Lane LOS C B
A
-
-
A
-
-
A
B
HCM 95th %tile Q(veh) 0.5 0 0
.
1
-
-
0
-
-
-
0
.
6
Notes~: Volume exceeds capacity $: Delay exceeds 300s +:
C
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HCM 2010 Intersection Capacity Analysis
2
0
2
1
F
u
l
l
B
u
i
l
d
o
u
t
1: SH-114 NBFR & Driveway 3
P
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
1
IntersectionInt Delay, s/veh 0.5Movement WBL WBR NBT NB
R
S
B
L
S
B
T
Lane ConfigurationsTraffic Vol, veh/h 0 42 1301
4
3
0
0
Future Vol, veh/h 0 42 1301
4
3
0
0
Conflicting Peds, #/hr 0 0
0
0
0
0
Sign Control Stop Stop Free Free
S
t
o
p
S
t
o
p
RT Channelized - None - N
o
n
e
-
N
o
n
e
Storage Length - 0
-
-
-
-
Veh in Median Storage, # 0 -
0
-
-
-
Grade, % 0 -
0
-
-
0
Peak Hour Factor 92 92 92
9
2
9
2
9
2
Heavy Vehicles, % 2 2
2
2
2
2
Mvmt Flow0 46 1414
4
7
0
0
Major/Minor Minor1 Major1Conflicting Flow All - 730 0 0 Stage 1- - - - Stage 2 - - - -Critical Hdwy- 6.94 - -Critical Hdwy Stg 1 - - - -Critical Hdwy Stg 2 - - - -Follow-up Hdwy - 3.32 - -Pot Cap-1 Maneuver 0 365 - - Stage 1 0 - - - Stage 20 - - -Platoon blocked, %- -Mov Cap-1 Maneuver - 365 - -Mov Cap-2 Maneuver - - - - Stage 1- - - - Stage 2 - - - - ApproachWB NBHCM Control Delay, s 16.3 0HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1Capacity (veh/h)- - 365HCM Lane V/C Ratio- - 0.125HCM Control Delay (s) - - 16.3HCM Lane LOS - - CHCM 95th %tile Q(veh) - - 0.4
H
C
M
2
0
1
0
I
n
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HCM 2010 Intersection Capacity Analysis
2
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2
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2: Kirkwood Blvd & T W King Rd
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TIA for Southwest Meadows in Southlake, Texas
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Feb 2018--MS
P
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Intersection Signal Delay: 49.1
I
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D
Intersection Capacity Utilization 74.8%
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Analysis Period (min) 15~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be l
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Queue shown is maximum after two cycles.Splits and Phases: 2: Kirkwood Blvd & T W King Rd
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Lane GroupØ4 Ø5
Ø
6
Ø
8
Ø
1
2
Ø
1
6
Lane ConfigurationsTraffic Volume (vph)Future Volume (vph)Peak Hour FactorAdj. Flow (vph)Shared Lane Traffic (%)Lane Group Flow (vph)Turn TypeProtected Phases45
6
8
1
2
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Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 5.0 10.0
8
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Yellow Time (s) 3.5 4.5
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Recall Mode None C-Max M
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Act Effct Green (s)Actuated g/C Ratiov/c RatioControl DelayQueue DelayTotal DelayLOSApproach DelayApproach LOSQueue Length 50th (ft)Queue Length 95th (ft)Internal Link Dist (ft)Turn Bay Length (ft)Base Capacity (vph)Starvation Cap ReductnSpillback Cap ReductnStorage Cap ReductnReduced v/c RatioIntersection Summary
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Feb 2018--MS
P
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Lane GroupEBL EBT E
B
R
W
B
L
W
B
T
W
B
R
N
B
L
N
B
T
N
B
R
S
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Lane ConfigurationsTraffic Volume (vph) 388 12
7
0
0
6
8
9
7
5
9
3
4
0
9
6
6
3
7
0
0
0
Future Volume (vph) 388 12
7
0
0
6
8
9
7
5
9
3
4
0
9
6
6
3
7
0
0
0
Peak Hour Factor0.95 0.95 0.
9
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9
5
0
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9
5
0
.
9
5
0
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9
5
0
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9
5
0
.
9
5
0
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0
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9
5
0
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9
5
Adj. Flow (vph)408 134
0
0
7
2
5
7
9
9
3
5
8
1
0
1
7
3
9
0
0
0
Shared Lane Traffic (%)
1
0
%
Lane Group Flow (vph) 408 13
4
0
0
7
2
5
7
9
9
3
2
2
1
0
5
3
3
9
0
0
0
Turn Typepm+pt NA
N
A
F
r
e
e
P
e
r
m
N
A
P
e
r
m
Protected Phases5 5 6
6
8
1
6
Permitted Phases5 6
F
r
e
e
8
1
6
8
1
6
Detector Phase5 5 6
6
8
1
6
8
1
6
8
1
6
Switch PhaseMinimum Initial (s) 10.
0
8
.
0
Minimum Split (s)17.0
2
3
.
0
Total Split (s)36.0
4
2
.
0
Total Split (%)30.0%
3
5
.
0
%
Yellow Time (s)4.5
4
.
5
All-Red Time (s)2.5
2
.
5
Lost Time Adjust (s) 0.0
0
.
0
Total Lost Time (s)7.0
7
.
0
Lead/Lag La
g
L
e
a
d
Lead-Lag Optimize? Yes
Y
e
s
Recall ModeC-Max
M
a
x
Act Effct Green (s)64.0 71.0
3
5
.
0
1
2
0
.
0
3
7
.
5
3
7
.
5
3
7
.
5
Actuated g/C Ratio 0.53 0.59
0
.
2
9
1
.
0
0
0
.
3
1
0
.
3
1
0
.
3
1
v/c Ratio0.70 0.06
0
.
4
9
0
.
5
0
0
.
6
4
1
.
0
0
0
.
0
6
Control Delay21.7 0.3
5
8
.
0
2
.
1
4
2
.
4
6
8
.
2
0
.
2
Queue Delay0.5 0.0
0
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1
0
.
0
0
.
0
0
.
0
0
.
0
Total Delay22.3 0.3
5
8
.
1
2
.
1
4
2
.
4
6
8
.
2
0
.
2
L O SCA
E
A
D
E
A
Approach Delay16.8
2
8
.
8
6
0
.
5
Approach LOSB
C
E
Queue Length 50th (ft) 183 0
2
1
0
0
2
3
5
4
4
6
0
Queue Length 95th (ft) 301 1
m
2
2
3
m
1
1
3
4
9
#
6
0
4
0
Internal Link Dist (ft)327
2
4
7
2
6
9
1
0
9
5
Turn Bay Length (ft)
2
0
0
Base Capacity (vph) 582 2093
1
4
8
3
1
5
8
3
5
0
3
1
0
5
7
6
3
5
Starvation Cap Reductn 28 0
0
0
0
0
0
Spillback Cap Reductn 0
0
1
3
8
0
0
0
0
Storage Cap Reductn0 0
0
0
0
0
0
Reduced v/c Ratio0.74 0.06
0
.
5
4
0
.
5
0
0
.
6
4
1
.
0
0
0
.
0
6
Intersection SummaryCycle Length: 120Actuated Cycle Length: 120Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:, Sta
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t
o
f
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n
Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.17
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y
HCM 2010 Intersection Capacity Analysis
2
0
2
1
F
u
l
l
B
u
i
l
d
o
u
t
8: SH-114 NBFR & Kirkwood Blvd
P
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
9
Intersection Signal Delay: 39.8
I
n
t
e
r
s
e
c
t
i
o
n
L
O
S
:
D
Intersection Capacity Utilization 89.4%
I
C
U
L
e
v
e
l
o
f
S
e
r
v
i
c
e
E
Analysis Period (min) 15# 95th percentile volume exceeds capacity, queue may be l
o
n
g
e
r
.
Queue shown is maximum after two cycles.m Volume for 95th percentile queue is metered by upstrea
m
s
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g
n
a
l
.
Splits and Phases: 8: SH-114 NBFR & Kirkwood Blvd
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D
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(
s
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9
.
1
-
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H
C
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L
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n
e
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H
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M
9
5
t
h
%
t
i
l
e
Q
(
v
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h
)
0
-
-
-
HCM 2010 Intersection Capacity Analysis
2
0
2
1
F
u
l
l
B
u
i
l
d
o
u
t
40: Driveway 1/The Vista Dr & Kirkwood
B
l
v
d
P
M
P
e
a
k
H
o
u
r
TIA for Southwest Meadows in Southlake, Texas
S
y
n
c
h
r
o
9
R
e
p
o
r
t
Feb 2018--MS
P
a
g
e
1
1
IntersectionInt Delay, s/veh 1.3MovementEBL EBT EBR WBL
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/h 17 102 62 6
1
4
1
8
0
3
0
0
2
0
0
1
2
7
Future Vol, veh/h 17 102 62 6
1
4
1
8
0
3
0
0
2
0
0
1
2
7
Conflicting Peds, #/hr 0 0 00
0
0
0
0
0
0
0
0
Sign Control Free Free Free Free
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 - - Non
e
-
-
N
o
n
e
-
-
N
o
n
e
-
-
N
o
n
e
Storage Length 70 - 0
1
0
0
-
-
0
-
0
0
-
-
Veh in Median Storage, # - 0
-
-
0
-
-
0
-
-
0
-
Grade, % - 0
-
-
0
-
-
0
-
-
0
-
Peak Hour Factor 92 92 92
9
2
9
2
9
2
9
2
9
2
9
2
9
2
9
2
9
2
Heavy Vehicles, % 2 2 22
2
2
2
2
2
2
2
2
Mvmt Flow18 111 67 7
1
5
4
1
0
3
3
0
2
0
0
1
3
8
Major/Minor Major1Major2
M
i
n
o
r
1
M
i
n
o
r
2
Conflicting Flow All 1541 0 0
1
1
1
0
0
7
7
8
-
5
5
1
6
4
6
1
7
0
2
7
7
1
Stage 1- - -
-
-
-
1
4
8
-
-
1
5
5
4
1
5
5
4
-
Stage 2 - -
-
-
-
-
6
3
0
-
-
9
2
1
4
8
-
Critical Hdwy 5.34 - - 4
.
1
4
-
-
6
.
9
9
-
6
.
9
4
6
.
9
9
6
.
5
4
7
.
1
4
Critical Hdwy Stg 1 - -
-
-
-
-
6
.
5
4
-
-
7
.
3
4
5
.
5
4
-
Critical Hdwy Stg 2 - -
-
-
-
-
6
.
7
4
-
-
6
.
5
4
5
.
5
4
-
Follow-up Hdwy 3.12 - - 2
.
2
2
-
-
3
.
6
7
-
3
.
3
2
3
.
6
7
4
.
0
2
3
.
9
2
Pot Cap-1 Maneuver *729 - - *1
5
7
0
-
-
*
5
8
9
0
*
1
0
4
9
*
5
8
9
*
5
3
7
*
5
8
0
Stage 1 - -
-
-
-
-
*
9
4
0
0
-
*
6
1
9
*
5
6
6
-
Stage 2- - -
-
-
-
*
6
2
0
0
-
*
9
5
0
*
8
6
0
-
Platoon blocked, % 1 -
-
1
-
-
1
1
1
1
1
Mov Cap-1 Maneuver *729 - - *1
5
7
0
-
-
*
4
3
9
-
*
1
0
4
9
*
5
7
5
*
5
2
2
*
5
8
0
Mov Cap-2 Maneuver - -
-
-
-
-
*
4
3
9
-
-
*
5
7
5
*
5
2
2
-
Stage 1- - -
-
-
-
*
9
1
7
-
-
*
6
0
4
*
5
6
3
-
Stage 2 - -
-
-
-
-
*
4
7
0
-
-
*
9
2
4
*
8
3
9
-
ApproachEBWB
N
B
S
B
HCM Control Delay, s 0.90
1
3
.
6
1
3
.
1
HCM LOS
B
B
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)439 1049 * 72
9
-
-
*
1
5
7
0
-
-
-
5
8
0
HCM Lane V/C Ratio 0.074 0.002 0.0
2
5
-
-
0
.
0
0
4
-
-
-
0
.
2
3
8
HCM Control Delay (s) 13.9 8.4 10
.
1
-
-
7
.
3
-
-
0
1
3
.
1
HCM Lane LOS B A
B
-
-
A
-
-
A
B
HCM 95th %tile Q(veh) 0.2 0 0
.
1
-
-
0
-
-
-
0
.
9
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
DeShazo Group, Inc.
Southwest Meadows in Southlake TIA
Appendix
Appendix E. Additional Information
POR
T
E
COC
H
E
R
E
L
O
T
1
10
5
,
5
8
7
S
F
(±
2
.
4
2
A
C
)
FF
E
=
5
8
9
.
0
0
BL
D
G
=
1
6
,
0
5
5
S
F
LO
T
2
51
,
0
2
9
S
F
(±
1
.
1
7
A
C
)
FF
E
=
5
9
6
.
0
0
BL
D
G
=
6
,
2
9
7
S
F
LO
T
3
50
,
4
6
5
S
F
(±
1
.
1
6
A
C
)
FF
E
=
5
9
6
.
0
0
BL
D
G
=
5
,
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