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Item 6D and 6E TIA 2018-11-17 TRAFFIC IMPACT ANALYSIS Prepared by: Steve E. Stoner, P.E., PTOE 7557 Rambler Road, Suite 1400 Dallas, Texas 75231-2388 (972) 235-3031 www.pkce.com TX.REG: ENGINEERING FIRM F-469 TX. REG. SURVEYING FIRM LS-100080-00 November 17, 2018 PK# 4134.18.310 Project: DARR Warehouse Complex In Southlake, Texas Prepared for: City of Southlake On behalf of: Frontier Equity, LLC November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page i EXECUTIVE SUMMARY The services of Pacheco Koch were retained by Frontier Equity, LLC to prepare a Traffic Impact Analysis (TIA) for the proposed warehouse development referred to herein as the DARR Warehouse Complex (the “Project”) located at the south end of Bank Street in Southlake, Texas. The Project will include three buildings totaling approximately 182,000 square feet of floor area. Buildout of the Project is estimated to occur 2019. A TIA is required by the City of Southlake for review as part of the Owner’s request for site plan approval. The purpose of this report is to estimate the incremental impact on the background traffic operational conditions caused by the proposed development within a specific study area as determined by standardized engineering analyses. The study parameters used in this TIA are based upon the requirements of the city and are consistent with the standard industry practices used in similar studies. Based upon the analyses performed herein, Pacheco Koch developed the following findings and recommendations. FINDING: The subject site is located on in an industrial area at the end of a cul de sac (Bank Street) with relatively poor access, currently. However, a proposed private drive will be constructed in conjunction with the project that will provide significantly improved site access (to Commerce Street). FINDING: Traffic operations in the vicinity of the site perform well. Some queuing occurs at the traffic-signal controlled intersection of Southlake Boulevard and Commerce Street during peak traffic periods; however, based upon site observations, the queues dissipate with each cycle of the traffic signal and do not linger for long durations. FINDING: The volume of traffic generated by the proposed development is very low during peak traffic periods. Therefore, the traffic impact of the Project is very minimal. No mitigation measures are needed to maintain current Levels of Service. FINDING: Per the request of City staff, PK was asked to assess the pedestrian in the vicinity of the subject site. This review indicated that sidewalks and other pedestrian amenities do not currently exist in the area. Until such facilities are provided, employees can walk through the site parking lots, as desired. END P a c h e c o K o c h - Project Location - S t u d y A r e a I n t e r s e c t i o n ( S i g n a l i z e d ) - R o a d - T u b e C o u n t s - Traffic Signal - S t u d y A r e a I n t e r s e c t i o n ( U n s i g n a l i z e d ) E X H I B I T 1 PK #4134-18.310 (HWL: 11/05/18)Site Location M a p DARR, Southlake, Texas Commerce Street New 30' wide access road App. .169 ac. (63) Spaces (20) Spaces Detention Area 0.485 ac.Building 1 102,960 sf 572'-0" (32) Dock Doors (8) Truck Court (8) (16) Dock Doors Detention Area 0.321 ac. Building 3 38,880 sf 324'-0" (10) Spaces (10) Spaces (16) Dock Doors Building 2 38,880 sf 324'-0" (10) Spaces Existing Building Truck Court Bank Street Existing Building Existing Building Existing Building (2 7 ) S p a c e s (3 7 ) S p a c e s 12 0 ' - 0 " (2 0 ) S p a c e s 12 0 ' - 0 " 19 3 ' - 0 " 18 0 ' - 0 " (3 9 ) S p a c e s (5 3 ) S p a c e s P r e l i m i n a r y S i t e P l a n 1 N 1 8 0 6 9 9 . 2 1 . 2 0 1 8 0 S C A L E 2 0 0 F E E T 2 0 ' 8 0 ' TruckCourt (20) Spaces Build i n g 1 102,9 6 0 s f Building 338,880 sf B u i l d i n g 2 3 8 , 8 8 0 s f T r u c k C o u r t (16) Dock Doors ( 1 6 ) D o c k D o o r s (32) Doc k D o o r s 180'-0" 572' - 0 " 120'-0"324'-0" 120'-0" 3 2 4 ' - 0 " (27) Spaces (53) Spaces ( 1 0 ) S p a c e s (1 0 ) S p a c e s ( 1 0 ) S p a c e s (8)(37) Spaces (39) Spaces B a n k S t r e e t C o m m e r c e S t r e e t E x i s t i n g B u i l d i n g E x i s t i n g B u i l d i n g E x i s t i n g B u i l d i n g DetentionArea0.485 ac. 193'-0" ( 2 0 ) S p a c e s A p p . 0 . 2 0 7 a c . N e w 3 0 ' w i d e a c c e s s r o a d A p p . . 1 6 9 a c . R e m o v e 1 8 e x i s t i n g p a r k i n g s p a c e s E x i s t . p a r k i n g E x i s t . p a r k i n g E x i s t i n g B u i l d i n g DetentionArea0.321 ac. 8 ' P r e c a s t c o n c . f e n c e 8 ' P r e c a s t c o n c . f e n c e (63) S p a c e s (8) November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page iv TRAFFIC IMPACT ANALYSIS DARR Warehouse Complex Southlake, Texas TABLE OF CONTENTS EXECUTIVE SUMMARY ...................................................................................................... i SITE LOCATION MAP ......................................................................................................... ii PRELIMINARY SITE PLAN ................................................................................................. iii INTRODUCTION ................................................................................................................. 1 Purpose ........................................................................................................................................ 1 Project Description ........................................................................................................................ 2 Study Parameters ......................................................................................................................... 2 Study Area .................................................................................................................................... 2 TRAFFIC IMPACT ANALYSIS ............................................................................................ 3 Approach ...................................................................................................................................... 3 Background Traffic Volume Data .................................................................................................. 3 Site-Related Traffic ....................................................................................................................... 3 Trip Generation and Mode Split ............................................................................................... 3 Trip Distribution and Assignment ............................................................................................. 4 Site-Generated Traffic Volumes ............................................................................................... 5 Traffic Operational Analysis ⎯ Roadway Intersections ............................................................... 5 Description ............................................................................................................................... 5 Analysis Traffic Volumes .......................................................................................................... 6 Summary of Results ................................................................................................................. 6 SUMMARY OF FINDINGS AND RECOMMENDATIONS .................................................... 8 November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page v LIST OF TABLES: Table 1. Projected Trip Generation Summary Table 2. Peak Hour Intersection Capacity Analysis Results Summary (Signalized Intersections) Table 3. Peak Hour Intersection Capacity Analysis Results Summary (Unsignalized Intersections) LIST OF EXHIBITS: Exhibit 1. Site Location and Study Area Map LIST OF APPENDICES: Appendix A. Traffic Volume Exhibits Appendix B. Detailed Traffic Volume Data Appendix C. Site-Generated Traffic Supplement Appendix D. Detailed Intersection Capacity Analysis Results November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 1 INTRODUCTION The services of Pacheco Koch (PK) were retained by Frontier Equity, LLC to prepare a Traffic Impact Analysis for a proposed warehouse development located at the south end of Bank Street in Southlake, Texas. The Project is referred to herein as DARR Warehouse Complex. A preliminary site plan for the Project, prepared by RGA Architects, Inc., and a site location map (Exhibit 1) are provided following the EXECUTIVE SUMMARY section of this report. In order to facilitate development of the Project, Frontier Equity, LLC (the “Applicant”) has made a request to the City of Southlake (the “Approving Agency”) for site plan approval. As part of application process for this request, submittal of a TIA commissioned by the Applicant must be submitted to the Approving Agency for review. This TIA was prepared by traffic engineers at Pacheco Koch (the “Engineer”) in accordance with industry and local standards. Pacheco Koch is a licensed engineering firm, based in Texas, that provides professional engineering and related services. Purpose A Traffic Impact Analysis (TIA) is an engineering study used to provide information on the projected off-site impacts produced by a specific Project on the traffic operations of public traffic facilities. Commissioning a TIA may be required by an Approving Agency when an Applicant is seeking approvals or entitlements for the Project. Using standardized analysis methodologies, the findings of the TIA are used to gage the direct impacts on the transportation system that are attributable to the Project. Under certain circumstances and within legal parameters, the Approving Agency may require the Applicant to fund the improvement(s) needed to mitigate the impacts. A TIA should be prepared by a licensed Engineer skilled in the principles of traffic and transportation engineering and planning. The general methodologies, processes, and guidelines used in a TIA are established by industry standards— which are maintained by organizations such as the Institute of Transportation Engineers (ITE) and others—although, the project-specific parameters of the study (e.g., study locations, analysis scenarios, analytical assumptions, etc.) may be established by local ordinances or technical staff of the Approving Agency. Based upon the findings of the analysis, the Engineer may suggest or recommend modifications to the transportation system that, in the Engineer’s opinion, could improve overall traffic operations, safety, site access, circulation, etc. Such proposals may or may not be directly related to the traffic impacts of the Project. Implementation of any modifications to the transportation system are subject to the discretion and approval of the respective agency that is responsible for the operation of the facilities. Also, the Engineer’s proposals should not be considered mandatory and are not intended to assign or imply funding responsibility. November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 2 A TIA is not a detailed site plan review nor a substitute for local or regional transportation planning. Project Description The Project will consist of warehouse use in three buildings. The floor area will total 181,890 square feet. Buildout of the Project is estimated to occur 2019. The 20.785-acre subject site is currently zoned I1 for light industrial uses and is currently undeveloped. Site access will be provided by Bank Street and a proposed new driveway onto Commerce Street as shown on the site plan. Study Parameters The study parameters used in this TIA are based upon industry standard practices and requirements of the City of Southlake. Project-specific study parameters were reviewed with the city staff at the outset of the study. This TIA analyzed the day-to-day traffic operations on the public roadway system at time periods that have the greatest combined volume of the background traffic and site-related traffic. Due to the predominant influence of background traffic, the weekday AM and PM peak hours of adjacent street traffic are typically analyzed. The analysis scenarios addressed in this study include the following: • existing conditions (“Existing” scenario) • existing conditions plus site-generated traffic (“Buildout” scenario) NOTE: Due to the short time period between existing condition and site buildout (approximately one year), background traffic growth was not applied to the existing traffic volumes. Study Area The study area for a TIA is typically defined to allow an assessment of the most relevant traffic impacts to the local area. The extent of the study area is discretionary but is generally commensurate with the scale of the proposed development. Special localized factors may also be considered. The specific locations included in the study area of this TIA are listed below and depicted in Exhibit 1. Traffic-Signal-Controlled Intersections: (a) Southlake Boulevard and Commerce Street STOP-Sign-Controlled Intersections: (b) Southlake Boulevard and Bank Street (c) Commerce Street at Market Loop Roadway Links: November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 3 (A) Commerce Street south of Southlake Boulevard (FM 1709) ❑ Existing operation and cross-section: two lanes (unmarked), two- way operation, no median, approximately 40 feet cross-section ❑ City of Southlake Master Thoroughfare Plan Designation: none (local street) ❑ Current Daily Traffic Volume: 4,566 (2017, source: City of Southlake) (B) Bank Street south of Southlake Boulevard (FM 1709) ❑ Existing operation and cross-section: two lanes (unmarked), two- way operation, no median, approximately 35 feet cross-section NOTE: Bank Street terminates in a cul-de-sac immediately north of the subject site. ❑ City of Southlake Master Thoroughfare Plan Designation: none (local street) TRAFFIC IMPACT ANALYSIS The following is a description of the analyses performed as part of this Traffic Impact Analysis. Approach The TIA presented in this report analyzed the operational conditions for the peak hours and study area as defined above using standardized analytical methodologies where applicable. Current (or recent) traffic volume data were collected on a typical day throughout the study area to represent existing traffic conditions. Where applicable, growth factors were applied to the existing volumes to project future background traffic at the site buildout year conditions. Then, traffic generated by the proposed development was projected using the standard four-step approach: Trip Generation, Mode Split, Trip Distribution, and Traffic Assignment. By adding the site-generated traffic to the background traffic, the resulting site-plus-background traffic impact to operational conditions may be assessed from which approach mitigation measures may be recommended, if needed. Background Traffic Volume Data Current traffic volumes were collected during the analysis periods at the study area intersections on Tuesday, October 23, 2018. Traffic volumes are graphically summarized in Appendix A; detailed data sheets are provided in Appendix B. Site-Related Traffic Trip Generation and Mode Split Trip generation is calculated in terms of “trip ends” – a trip end is a one-way vehicular trip entering or exiting a site driveway (i.e., a single vehicle entering and exiting a site represents two trip ends). Trip generation for this Project was November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 4 calculated using the Institute of Transportation Engineers (ITE) Trip Generation manual (10th Edition). ITE Trip Generation is a compilation of actual, vehicular traffic volume generation data and statistics by land use as collected over several decades by creditable sources across the country. Using the ITE equations and rates is an accepted methodology to calculate the projected site-generated traffic volumes for many land uses (though engineering judgment is strongly advised). The base trip generation data from ITE generally reflect average conditions for a standalone use on a typical day. However, in some cases, the Engineer may judge that other factors may be of sufficient significance to warrant adjusting the base ITE calculations in order to more accurately reflect Project-specific conditions. For this no adjustments to the base ITE data were applied. “Mode split” refers to the consideration of all modes of transportation. Typically, the majority of trips occur by passenger vehicles such as personal autos and ridesharing services. But, some alternative modes—such as travel by public transit, bicycle, and walking—do not generate additional vehicle trips. The default trip generation data from ITE is summarized in vehicular trip ends and incorporate “typical” mode split characteristics. However, when travel by alternative mode has the potential to be greater than normal, a reduction in the number of vehicular trip volume may be warranted. For this analysis no additional mode split adjustments to the base ITE data were applied. Table 1 provides a summary of the calculated net increase in trip ends generated by the project. Supplemental information used in the trip generation calculations is provided in Appendix C. Table 1. Projected Trip Generation Summary SCENARIO DAILY TRIP ENDS (WEEKDAY) AM PEAK HOUR TRIP ENDS (ADJACENT STREET PEAK) PM PEAK HOUR TRIP ENDS (ADJACENT STREET PEAK) Total (In/Out) Total (In/Out) Proposed Uses 316 31 (24/7) 35 (9/26) Trip Distribution and Assignment The distribution and assignment of site-generated trip ends to the surrounding roadway system is determined by proportionally estimating the orientation of travel via various travel routes. This is a subjective exercise based upon professional judgment considering such factors as directional characteristics of existing l ocal traffic, trip attributes (e.g., trip purpose, trip length, travel time, etc.), roadway features (e.g., capacity, operational conditions, character of environment), regional demographics, etc. Traffic for the proposed redevelopment was distributed and assigned to the study area roadway network based upon consideration of the factors listed above. Detailed trip distribution and traffic assignment calculations and results are summarized in Appendix C. November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 5 Site-Generated Traffic Volumes Site-generated traffic is calculated by multiplying the trip generation value (from Table 1) by the corresponding traffic assignments (from Appendix C). The resulting cumulative (for all uses) peak period site-generated traffic volumes at buildout of the Project are graphically summarized in Appendix A. Traffic Operational Analysis ⎯ Roadway Intersections Description The level of performance of civil infrastructure can often be measured through an analysis of volume and capacity that considers various physical and operational characteristics of the system. For vehicular traffic an operational analysis of roadway intersection capacity over a 60-minute period is the most detailed type of analysis. An industry-standardized methodology for this type of analysis was developed by the Transportation Research Board and is presented in the Highway Capacity Manual (HCM). HCM uses the term “Level of Service” (or, LOS) to qualitatively describe the efficiency using a letter grade of A through F. Generally, LOS can be described as follows: LOS A = free, unobstructed flow LOS B = reasonably free flow LOS C = stable flow LOS D = approaching unstable flow LOS E = unstable flow, operating at design capacity LOS F = operating over design capacity 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 in urban conditions; LOS E indicates a facility or maneuver is approaching capacity, while LOS F is theoretically an over-capacity condition. On highly-utilized transportation facilities, brief periods of LOS E or F conditions are not uncommon for during peak periods. In some cases measures to increase capacity, either through operational changes and/or physical improvements, can be identified to improve efficiency and sometimes raise Level of Service. For traffic-signal-controlled (“signalized”) intersections and STOP-controlled (“unsignalized”) intersections, LOS is determined based upon the calculated average seconds of delay per vehicle. For signalized intersections the average delay per vehicle can be effectively calculated for the entire intersection; however, for unsignalized intersections the average delay per vehicle is calculated only by approach or by individual traffic maneuvers that must stop or yield right-of- way. NOTE: The HCM unsignalized intersection analysis methodology was developed and calibrated for low- to-moderate volume intersections. When applied to intersections with one or more high-volume or high- capacity approaches, the analyses often reflect poor results (i.e., low Level of Service). However, the actual delay/operational conditions are typical of similar locations and do not necessarily represent unique conditions. Low-performing, high-volume, unsignalized intersections cannot be analytically mitigated unless a traffic signal is installed. (Traffic signal installation is subject to a detaile d analysis of November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 6 established criteria AND approval of the responsible agency. Neither Level of Service nor vehicle delay is a warrant for traffic signal installation.) The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the latest edition of the Highway Capacity Manual. 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 Analysis Traffic Volumes Determination of the traffic impact associated with the Project is measured by comparing the incremental change in operational conditions during peak periods with and without site-related traffic. Appendix A provides exhibits summarizing the following: • Existing traffic volumes during study peak hours • Projected Site-Generated traffic volumes during study peak hours • Existing-plus-Site-Generated traffic volumes at the Site Buildout Year during study peak hours A summary of the existing intersection/roadway geometry and traffic control devices is also graphically summarized in Appendix A. Summary of Results Intersection capacity analyses presented in this study were performed using the Synchro software package. Table 2 and Table 3 provide a summary of the peak period intersection operational conditions under the analysis conditions presented previously. Detailed software output is provided in Appendix D. NOTE: Traffic signal operational parameters used in this analysis were based upon actual, existing traffic signal operational characteristics observed in the field at the time of traffic data collection. 11/17/2018 Pacheco Koch AM PM AM PM Commerce Street BCBC @ E Southlake Boulevard (13.8)(23.6)(14.9)(24.3) AM PM AM PM Commerce Street NBL AAAA @ Market Loop (7.8)(7.7)(7.6)(7.7) EB BBBB (10.4)(12.5)(10.5)(12.7) Bank Street NB BBBB @ E Southlake Boulevard (13.5)(12.3)(13.8)(12.4) EBR AAAA (0.0)(0.0)(0.0)(0.0) Commerce Street WB --A B @ Site Driveway 1 (9.3)(10.1) SBL --A A (7.6)(7.8) KEY : A, B, C, D, E, F = Level-of-Service (##.#) = Average Seconds of Delay Per Vehicle NB-, SB-, EB-, WB- = intersection approach -L, -T, -R = Left, Through, Right turning movemen AM = AM Peak Hour of Adjacent Street PM = PM Peak Hour of Adjacent Street INTERSECTION EXISTING CONDITIONS BUILDOUT CONDITIONS (Signalized Intersections) INTERSECTION EXISTING CONDITIONS BUILDOUT CONDITIONS Table 2. Peak Hour Intersection Capacity Analysis Results Summary TRAFFIC MANEUVER (Unsignalized Intersections) NOTE: Traffic signal operational parameters used in this analysis were based upon actual traffic signal operational characteristics observed in the field at the time of data collection. Table 3. Peak Hour Intersection Capacity Analysis Results Summary _________________________________ Traffic Impact Analysis DARR Warehouse Complex Page 7 November 17, 2018 Traffic Impact Analysis DARR Warehouse Complex Page 8 SUMMARY OF FINDINGS AND RECOMMENDATIONS NOTE: Recommendations presented in this report reflect the opinion of Pacheco Koch based solely upon technical analysis and professional judgment but are not intended to infer mandates or funding responsibility. Any proposed improvements in the public right-of-way are subject to approval of the responsible agency(-ies). Should the approving agency determine that any off-site improvements are required for approval of the Project, legal precedents apply with regard to jurisdiction and funding allocation. The following findings and, if applicable, recommendations were based upon an analysis of the anticipated traffic impact generated by the proposed development scenario outlined in the Project Description section of this report. FINDING: The subject site is located on in an industrial area at the end of a cul de sac (Bank Street) with relatively poor access, currently. However, a proposed private drive will be constructed in conjunction with the project that will provide significantly improved site access (to Commerce Street). FINDING: Traffic operations in the vicinity of the site perform well. Some queuing occurs at the traffic-signal controlled intersection of Southlake Boulevard and Commerce Street during peak traffic periods; however, based upon site observations, the queues dissipate with each cycle of the traffic signal and do not linger for long durations. FINDING: The volume of traffic generated by the proposed development is very low during peak traffic periods. Therefore, the traffic impact of the Project is very minimal. No mitigation measures are needed to maintain current Levels of Service. FINDING: Per the request of City staff, PK was asked to assess the pedestrian in the vicinity of the subject site. This review indicated that sidewalks and other pedestrian amenities do not currently exist in the area. Until such facilities are provided, employees can walk through the site parking lots, as desired. END OF MEMO Appendix A. Traffic Volume Exhibits Appendix A1 - Roadway Geometry ▲North Not to Scale 4134-18.310 11/14/2018 AJV Pacheco Koch E Southlake Blvd Market Loop C o m m e r c e S t r e e t B a n k S t r e e t Site Driveway 1 Appendix A2 - Existing AM ▲North Not to Scale 4134-18.310 10/30/2018 AJV Pacheco Koch 5 6 2 1 7 0 E Southlake Blvd 5 1 4 0 3 4 7 1 9 7 7 0 9 4 6 2 2 C o m m e r c e S t r e e t 2 1 2 1 Market Loop 22 0 C o m m e r c e S t r e e t 1 2 8 3 6 B a n k S t r e e t 2 7 1 3 1022 26 5 3 3 1 0 4 8 9 1 0 2 7 5 3 3 9 1 0 Appendix A3 - Existing PM ▲North Not to Scale 4134-18.310 10/30/2018 AJV Pacheco Koch 1 7 3 2 2 3 2 3 E Southlake Blvd 3 9 1 0 4 5 8 3 2 0 6 1 2 9 6 2 8 5 5 1 9 4 0 C o m m e r c e S t r e e t 1 9 2 2 8 Market Loop 79 12 C o m m e r c e S t r e e t 1 2 2 6 4 B a n k S t r e e t 5 2 1 5 791 8664 7 9 9 1 5 3 0 5 2 6 6 4 1 5 3 0 Appendix A4 - Site Generated AM ▲North Not to Scale 4134-18.310 11/01/2018 AJV Pacheco Koch 2 0 3 E Southlake Blvd 0 5 2 1 4 0 0 0 0 0 0 5 Market Loop 0 0 C o m m e r c e S t r e e t 1 7 0 B a n k S t r e e t 1 2 1 6 1 1 Site Driveway 1 1 41 7 0 1 6 1 4 11 1 4 Appendix A5 - Site Generated PM ▲North Not to Scale 4134-18.310 11/01/2018 AJV Pacheco Koch 8 0 5 E Southlake Blvd 0 2 1 5 0 0 0 0 0 0 1 3 Market Loop 0 0 C o m m e r c e S t r e e t 6 0 B a n k S t r e e t 4 6 5 2 0 0 Site Driveway 1 3 13 6 0 5 2 5 45 5 Appendix A6 - Buildout AM ▲North Not to Scale 4134-18.310 11/01/2018 AJV Pacheco Koch 5 8 2 1 7 3 E Southlake Blvd 5 1 4 0 8 4 9 2 1 1 7 0 9 4 6 2 2 2 1 2 6 Market Loop 22 0 C o m m e r c e S t r e e t 1 4 5 3 6 B a n k S t r e e t 2 8 1 5 1023 32 1 2 4 1 Site Driveway 1 1 41 7 1 2 8 5 3 4 1 0 5 4 9 2 4 2 8 5 3 4 9 2 4 Appendix A7 - Buildout PM ▲North Not to Scale 4134-18.310 11/01/2018 AJV Pacheco Koch 1 8 1 2 2 3 2 8 E Southlake Blvd 3 9 1 0 4 7 8 4 2 1 1 1 2 9 6 2 8 5 5 1 9 4 0 1 9 2 4 1 Market Loop 79 12 C o m m e r c e S t r e e t 1 2 8 6 4 B a n k S t r e e t 5 6 2 1 796 10 2 4 7 0 Site Driveway 1 3 13 6 1 3 4 6 6 9 8 0 1 1 5 3 5 5 6 6 6 9 1 5 3 5 Appendix B. Detailed Traffic Volume Data 1 ST A R T EN D U L T R CC W CW U L T R CC W CW U L T R CC W CW U L T R CCW CW Ci t y : 6: 3 0 A M 6: 4 5 A M 0 0 0 0 4 1 7 6 1 4 0 3 5 0 1 2 3 0 3 St a t e : 6: 4 5 A M 7 : 0 0 A M 0 0 0 0 2 5 7 3 0 4 2 4 6 1 1 2 7 0 7 Da y : 7: 0 0 A M 7 : 1 5 A M 2 0 0 1 3 7 8 8 0 5 1 2 4 0 0 3 8 7 6 Da t e : 7: 1 5 A M 7 : 3 0 A M 0 0 0 1 3 8 1 1 0 0 6 2 3 7 0 0 3 7 1 4 Ye a r : 7: 3 0 A M 7 : 4 5 A M 2 0 1 1 4 7 1 7 1 0 6 0 4 3 0 0 3 3 3 7 Da t a C o l l e c t o r : 7: 4 5 A M 8 : 0 0 A M 1 1 1 1 5 1 1 6 8 2 1 9 2 3 9 0 3 3 3 9 1 1 Da t a S o u r c e : 8: 0 0 A M 8 : 1 5 A M 1 1 0 0 5 0 2 0 2 1 1 5 0 4 4 0 2 3 0 6 1 6 Tr a f f i c C o n t r o l : 8: 1 5 A M 8 : 3 0 A M 2 0 0 1 4 9 1 6 8 1 1 6 0 4 4 0 0 4 2 5 1 3 Ob s e r v a t i o n s : 4: 3 0 P M 4: 4 5 P M 2 0 6 1 0 1 4 6 3 1 2 1 0 2 9 1 5 6 0 6 2 6 2 1 7 4: 4 5 P M 5 : 0 0 P M 7 1 9 1 5 6 3 2 6 7 3 8 4 7 8 2 5 2 2 5 1 6 5: 0 0 P M 5 : 1 5 P M 1 0 1 0 1 0 2 4 9 2 8 1 9 5 0 4 1 0 9 0 1 5 3 0 9 2 0 5: 1 5 P M 5 : 3 0 P M 1 9 4 1 4 0 6 8 3 7 0 8 3 5 6 6 6 0 8 2 8 0 2 3 5: 3 0 P M 5 : 4 5 P M 1 9 4 7 0 3 3 3 1 9 4 5 0 8 7 0 1 1 1 2 3 1 2 4 5: 4 5 P M 6 : 0 0 P M 1 3 4 8 0 3 9 3 4 3 1 5 2 7 2 4 5 0 7 2 3 8 2 5 6: 0 0 P M 6 : 1 5 P M 1 8 3 1 3 2 4 4 3 3 5 1 1 4 0 5 7 2 0 1 0 2 3 6 1 9 6: 1 5 P M 6 : 3 0 P M 1 2 2 8 1 4 4 3 3 0 1 2 3 7 4 5 1 1 9 2 3 2 4 8 In t e r s e c t i o n P H F : 0 . 9 1 I n t e r s e c t i o n P H V : 0 6 2 2 3 1 9 7 7 0 9 4 0 5 6 2 1 7 0 0 5 1 , 4 0 3 4 7 Pe a k H o u r 7: 3 0 A M - 8 : 3 0 A M PH F : 0. 7 5 0 . 5 0 0 . 5 0 0 . 9 7 0 . 8 8 0 . 5 0 0 . 7 4 0 . 2 5 0 . 9 7 0 . 4 2 0 . 8 3 0 . 7 3 St u d y A r e a P H F : 0 . 9 1 S t u d y A r e a P H V : 0 6 2 2 3 1 9 7 7 0 9 4 0 5 6 2 1 7 0 0 5 1 , 4 0 3 4 7 Pe a k H o u r : 7 : 3 0 A M - 8 : 3 0 A M P H F : 0. 7 5 0 . 5 0 0 . 5 0 0 . 9 7 0 . 8 8 0 . 5 0 0 . 7 4 0 . 2 5 0 . 9 7 0 . 4 2 0 . 8 3 0 . 7 3 In t e r s e c t i o n P H F : 0 . 9 3 I n t e r s e c t i o n P H V : 0 5 5 1 9 4 0 3 2 0 6 1 , 2 9 6 2 8 0 1 7 3 2 2 3 2 3 3 3 9 1 , 0 4 5 8 3 Pe a k H o u r 4 : 4 5 P M - 5 : 4 5 P M P H F : 0. 7 2 0 . 4 8 0 . 7 1 0 . 7 6 0 . 8 8 0 . 7 8 0 . 8 7 0 . 6 9 0 . 7 4 0 . 6 5 0 . 8 5 0 . 8 6 St u d y A r e a P H F : 0 . 9 3 S t u d y A r e a P H V : 0 5 5 1 9 4 0 3 2 0 6 1 , 2 9 6 2 8 0 1 7 3 2 2 3 2 3 3 3 9 1 , 0 4 5 8 3 Pe a k H o u r : 4: 4 5 P M - 5 : 4 5 P M PH F : 0. 7 2 0 . 4 8 0 . 7 1 0 . 7 6 0 . 8 8 0 . 7 8 0 . 8 7 0 . 6 9 0 . 7 4 0 . 6 5 0 . 8 5 0 . 8 6 P M P e a k H o u r PK # 4 1 3 4 - 1 8 . 3 1 0 Co m m e r c e S t r e e t a t S o u t h l a k e B o u l e v a r d A M P e a k H o u r So u t h l a k e Te x a s Tu e s d a y 23 - O c t 20 1 8 Ca m e r a Tr a f f i c S i g n a l CJ H e n s c h & A s s o c i a t e s , I n c . Co m m e r c e S t r e e t S o u t h l a k e B o u l e v a r d C o m m e r c e S t r e e t S o uthlake Boulevard Ve h i c l e s Pe d s Ve h i c l e s Pe d s Ve h i c l e s Pe d s Vehicles Peds So u t h b o u n d A p p r o a c h o n W e s t b o u n d A p p r o a c h o n N o r t h b ou n d A p p r o a c h o n E a s t b o u n d A p p r o a c h o n In t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t s NO R T H L E G E A S T L E G S O U T H L E G W E S T L E G 1 ST A R T EN D U L T R CC W CW U L T R CC W CW U L T R CCW CW Ci t y : 6: 3 0 A M 6: 4 5 A M 0 1 6 1 0 1 6 0 2 0 0 St a t e : 6: 4 5 A M 7 : 0 0 A M 0 1 7 2 0 2 6 0 0 0 0 Da y : 7: 0 0 A M 7 : 1 5 A M 0 1 7 4 0 1 6 0 0 0 0 Da t e : 7: 1 5 A M 7 : 3 0 A M 0 2 0 5 1 2 9 0 1 0 0 Ye a r : 7: 3 0 A M 7 : 4 5 A M 0 2 3 7 0 3 2 0 2 0 0 Da t a C o l l e c t o r : 7: 4 5 A M 8 : 0 0 A M 0 4 0 1 1 1 3 6 0 5 0 0 Da t a S o u r c e : 8: 0 0 A M 8 : 1 5 A M 0 3 4 1 2 0 2 2 0 7 0 0 Tr a f f i c C o n t r o l : 8: 1 5 A M 8 : 3 0 A M 0 3 1 6 1 3 1 0 8 0 0 Ob s e r v a t i o n s : 4: 3 0 P M 4: 4 5 P M 0 3 1 1 2 1 4 5 0 1 1 0 6 4: 4 5 P M 5 : 0 0 P M 0 2 4 1 1 2 4 9 0 1 7 0 2 5: 0 0 P M 5 : 1 5 P M 0 3 6 1 3 2 7 5 0 2 2 0 2 5: 1 5 P M 5 : 3 0 P M 0 3 0 2 8 10 5 2 0 1 6 0 2 5: 3 0 P M 5 : 4 5 P M 0 3 2 1 2 5 5 2 0 2 4 0 6 5: 4 5 P M 6 : 0 0 P M 0 2 1 8 7 3 6 0 1 0 0 1 6: 0 0 P M 6 : 1 5 P M 0 3 6 1 2 8 3 7 0 1 6 0 1 6: 1 5 P M 6 : 3 0 P M 0 2 9 1 9 15 4 0 0 1 5 0 4 In t e r s e c t i o n P H F : 0 . 8 3 I n t e r s e c t i o n P H V : 0 0 1 2 8 3 6 0 2 1 2 1 0 0 2 2 0 0 Pe a k H o u r 7: 3 0 A M - 8 : 3 0 A M PH F : 0. 0 0 0 . 8 0 0 . 7 5 0. 5 0 0 . 8 4 0 . 0 0 0 . 6 9 0 . 0 0 0 . 0 0 St u d y A r e a P H F : 0 . 8 3 S t u d y A r e a P H V : 0 0 1 2 8 3 6 0 2 1 2 1 0 0 2 2 0 0 Pe a k H o u r : 7 : 3 0 A M - 8 : 3 0 A M P H F : 0. 0 0 0 . 8 0 0 . 7 5 0. 5 0 0 . 8 4 0 . 0 0 0 . 6 9 0 . 0 0 0 . 0 0 In t e r s e c t i o n P H F : 0 . 8 7 I n t e r s e c t i o n P H V : 0 0 1 2 2 6 4 0 1 9 2 2 8 0 0 7 9 0 1 2 Pe a k H o u r 4 : 4 5 P M - 5 : 4 5 P M P H F : 0. 0 0 0 . 8 5 0 . 5 7 0. 4 8 0 . 7 6 0 . 0 0 0 . 8 2 0 . 0 0 0 . 5 0 St u d y A r e a P H F : 0 . 8 7 S t u d y A r e a P H V : 0 0 1 2 2 6 4 0 1 9 2 2 8 0 0 7 9 0 1 2 Pe a k H o u r : 4: 4 5 P M - 5 : 4 5 P M PH F : 0. 0 0 0 . 8 5 0 . 5 7 0. 4 8 0 . 7 6 0 . 0 0 0 . 8 2 0 . 0 0 0 . 5 0 So u t h b o u n d A p p r o a c h o n No r t h b o u n d A p p r o a c h o n E a s t b o u n d A p p r o a c h o n In t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t s NO R T H L E G SO U T H L E G W E S T L E G Co m m e r c e S t r e e t Co m m e r c e S t r e e t M a r k e t L o o p E B Ve h i c l e s Pe d s Ve h i c l e s Pe d s Vehicles Peds So u t h l a k e Te x a s Tu e s d a y 23 - O c t 20 1 8 Ca m e r a CJ H e n s c h & A s s o c i a t e s , I n c . Mi n o r A p p r o a c h S t o p A M P e a k H o u r Co m m e r c e S t r e e t a t M a r k e t L o o p E B P M P e a k H o u r PK # 4 1 3 4 - 1 8 . 3 1 0 1 ST A R T EN D U L T R CC W CW U L T R CCW CW Ci t y : 6: 3 0 A M 6: 4 5 A M 0 3 1 5 8 2 1 8 3 St a t e : 6: 4 5 A M 7 : 0 0 A M 0 2 1 7 9 2 2 9 9 Da y : 7: 0 0 A M 7 : 1 5 A M 0 3 2 1 0 2 2 9 1 8 Da t e : 7: 1 5 A M 7 : 3 0 A M 0 1 3 1 2 6 2 9 0 6 Ye a r : 7: 3 0 A M 7 : 4 5 A M 0 5 1 1 1 6 2 6 2 9 Da t a C o l l e c t o r : 7: 4 5 A M 8 : 0 0 A M 0 2 4 1 3 5 2 3 8 6 Da t a S o u r c e : 8: 0 0 A M 8 : 1 5 A M 0 1 0 4 1 2 2 2 4 0 2 Tr a f f i c C o n t r o l : 8: 1 5 A M 8 : 3 0 A M 0 1 0 4 1 6 0 2 8 2 9 Ob s e r v a t i o n s : 4: 3 0 P M 4: 4 5 P M 0 1 4 4 1 5 1 1 7 7 3 4: 4 5 P M 5 : 0 0 P M 0 7 3 1 4 0 1 8 4 3 5: 0 0 P M 5 : 1 5 P M 0 2 0 8 1 8 9 2 1 9 1 5: 1 5 P M 5 : 3 0 P M 0 1 0 2 1 7 8 2 1 7 3 5: 3 0 P M 5 : 4 5 P M 0 1 5 2 1 5 7 1 7 1 1 5: 4 5 P M 6 : 0 0 P M 0 1 2 2 1 5 7 1 3 9 2 6: 0 0 P M 6 : 1 5 P M 0 1 5 1 1 4 6 1 7 9 1 6: 1 5 P M 6 : 3 0 P M 0 8 1 1 2 9 1 8 0 3 In t e r s e c t i o n P H F : 0 . 8 7 I n t e r s e c t i o n P H V : 0 0 2 7 1 3 0 5 3 3 1 , 0 2 2 2 6 Pe a k H o u r 7: 3 0 A M - 8 : 3 0 A M PH F : 0. 0 0 0 . 6 8 0 . 8 1 0 . 8 3 0 . 9 1 0 . 7 2 St u d y A r e a P H F : 0 . 8 7 S t u d y A r e a P H V : 0 0 2 7 1 3 0 5 3 3 1 , 0 2 2 2 6 Pe a k H o u r : 7 : 3 0 A M - 8 : 3 0 A M P H F : 0. 0 0 0 . 6 8 0 . 8 1 0 . 8 3 0 . 9 1 0 . 7 2 In t e r s e c t i o n P H F : 0 . 8 8 I n t e r s e c t i o n P H V : 0 0 5 1 1 7 0 6 5 8 7 9 7 1 0 Pe a k H o u r 4 : 3 0 P M - 5 : 3 0 P M P H F : 0. 0 0 0 . 6 4 0 . 5 3 0 . 8 7 0 . 9 1 0 . 8 3 St u d y A r e a P H F : 0 . 8 8 S t u d y A r e a P H V : 0 0 5 2 1 5 0 6 6 4 7 9 1 8 Pe a k H o u r : 4: 4 5 P M - 5 : 4 5 P M PH F : 0. 0 0 0 . 6 5 0 . 4 7 0 . 8 8 0 . 9 0 0 . 6 7 No r t h b o u n d A p p r o a c h o n E a s t b o u n d A p p r o a c h o n In t e r s e c t i o n T u r n i n g M o v e m e n t C o u n t s SO U T H L E G W E S T L E G Ba n k S t r e e t S o u t h l a k e B o u l e v a r d E B Ve h i c l e s Pe d s Vehicles Peds So u t h l a k e Te x a s Tu e s d a y 23 - O c t 20 1 8 Ca m e r a CJ H e n s c h & A s s o c i a t e s , I n c . Mi n o r A p p r o a c h S t o p A M P e a k H o u r Ba n k S t r e e t a t S o u t h l a k e B o u l e v a r d E B P M P e a k H o u r PK # 4 1 3 4 - 1 8 . 3 1 0 Appendix C. Site-Generated Traffic Supplement P a c h e c o K o c h PK #4134-18.310 (AJV: 11/05/18)Site Generat e d T r i p D i s t r i b u t i o n - I n b o u n d DARR, Southlake, Texas A P P E N D I X C 1 Commerce Street New 30' wideaccess roadApp. .169 ac. (63) Spaces (20) Spaces DetentionArea0.485 ac.Building 1 102,960 sf 572'-0" (32) Dock Doors (8) Truck Court (8) (16) Dock Doors DetentionArea0.321 ac. Building 3 38,880 sf 324'-0" (10) Spaces (10) Spaces (16) Dock Doors Building 2 38,880 sf 324'-0" (10) Spaces Existing Building Truck Court Bank Street Existing Building Existing Building Existing Building (2 7 ) S p a c e s (3 7 ) S p a c e s 12 0 ' - 0 " (2 0 ) S p a c e s 12 0 ' - 0 " 19 3 ' - 0 " 18 0 ' - 0 " (39 ) S p a c e s (5 3 ) S p a c e s 5 % 5 % 3 0 % 2 5 % 1 0 % 2 5 % - Traffic Assignment - Study Ar e a I n t e r s e c t i o n ( S i g n a l i z e d ) - Traffic Signal - Study Area I n t e r s e c t i o n ( U n s i g n a l i z e d ) X% 8 0 % 2 0 % Commerce Street New 30' wideaccess roadApp. .169 ac. (63) Spaces (20) Spaces DetentionArea0.485 ac.Building 1 102,960 sf 572'-0" (32) Dock Doors (8) Truck Court (8) (16) Dock Doors DetentionArea0.321 ac. Building 3 38,880 sf 324'-0" (10) Spaces (10) Spaces (16) Dock Doors Building 2 38,880 sf 324'-0" (10) Spaces Existing Building Truck Court Bank Street Existing Building Existing Building Existing Building (2 7 ) S p a c e s (3 7 ) S p a c e s 12 0 ' - 0 " (2 0 ) S p a c e s 12 0 ' - 0 " 19 3 ' - 0 " 18 0 ' - 0 " (39 ) S p a c e s (5 3 ) S p a c e s P a c h e c o K o c h PK #4134-18.310 (AJV: 11/05/18)Site Generat e d T r i p D i s t r i b u t i o n - O u t b o u n d DARR, Southlake, Texas A P P E N D I X C 2 5 % 5 % 2 5 % 3 0 % 1 0 % 5 % 2 0 % - Traffic Assignment - Study Ar e a I n t e r s e c t i o n ( S i g n a l i z e d ) - Traffic Signal - Study Area I n t e r s e c t i o n ( U n s i g n a l i z e d ) X% 6 0 % 4 0 % We e k d a y La n d U s e Qu a n t i t y Un i t s Da i l y In Ou t To t a l In Out Total Us e " A " 15 0 - W a r e h o u s i n g 18 0 , 3 6 0 SF 31 4 24 7 31 9 25 34 Su b t o t a l ( n o a d j u s t m e n t s ) 31 4 24 7 31 9 25 34 Pe d / T r a n s R e d u c t i o n s In t e r n a l C a p t u r e Su b t o t a l 31 4 24 7 31 9 25 34 Pa s s - b y Ne t D r i v e w a y V o l s 31 4 24 7 31 9 25 34 De v e l o p m e n t P r o g r a m AM P e a k - A d j a c e n t S t r e e t P M P e a k - A d j a c e n t S t r e e t We e k d a y T r i p E n d s Appendix D. Detailed Intersection Capacity Analysis Results 1: Commerce Street & E Southlake Blvd E x i s t i n g 4134-18.310 T i m i n g P l a n : A M 11/05/2018 S y n c h r o 1 0 R e p o r t P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 5 1403 4 7 1 9 7 7 0 9 4 5 6 2 1 7 0 6 2 2 Future Volume (vph) 5 1403 4 7 1 9 7 7 0 9 4 5 6 2 1 7 0 6 2 2 Peak Hour Factor 0.92 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) 5 1525 5 1 2 1 4 7 7 1 4 6 1 2 1 8 5 7 2 2 Shared Lane Traffic (%)Lane Group Flow (vph) 5 1525 5 1 2 1 4 7 7 1 4 0 6 3 1 8 5 0 9 2 Turn Type pm+pt NA Pe r m p m + p t N A P e r m S p l i t N A P e r m S p l i t N A P e r m Protected Phases 7 4 3 8 2 2 6 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 2 2 2 6 6 6 Switch PhaseMinimum Initial (s) 5.0 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s) 9.5 22.5 2 2 . 5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s) 15.0 95.0 9 5 . 0 1 5 . 0 9 5 . 0 9 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 Total Split (%) 10.7% 67.9% 67.9 % 1 0 . 7 % 6 7 . 9 % 6 7 . 9 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/Lag Lead Lag L a g L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Recall Mode None C-Max C-M a x N o n e C - M a x C - M a x M a x M a x M a x M a x M a x M a x Act Effct Green (s) 96.7 91.1 91 . 1 1 0 5 . 5 1 0 3 . 4 1 0 3 . 4 1 0 . 5 1 0 . 5 1 0 . 5 1 0 . 5 Actuated g/C Ratio 0.69 0.65 0 . 6 5 0 . 7 5 0 . 7 4 0 . 7 4 0 . 0 8 0 . 0 8 0 . 0 8 0 . 0 8 v/c Ratio 0.01 0.46 0 . 0 5 0 . 7 6 0 . 2 1 0 . 0 0 0 . 4 7 0 . 6 4 0 . 0 7 0 . 0 1 Control Delay 4.6 12.8 0 . 6 2 8 . 7 6 . 0 0 . 0 7 4 . 4 1 8 . 9 6 1 . 6 0 . 0 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 4.6 12.8 0 . 6 2 8 . 7 6 . 0 0 . 0 7 4 . 4 1 8 . 9 6 1 . 6 0 . 0 LOS A B A C A A E B E A Approach Delay 12. 4 1 0 . 9 3 3 . 0 5 0 . 4 Approach LOS B B C D Queue Length 50th (ft) 1 24 1 0 4 8 6 5 0 5 6 0 8 0 Queue Length 95th (ft) 4 274 6 # 1 5 0 1 0 8 0 1 0 7 7 6 2 7 0 Internal Link Dist (ft) 65 7 4 6 5 9 9 0 7 6 Turn Bay Length (ft) 250 1 7 0 2 2 0 3 7 5 2 5 0 Base Capacity (vph) 554 3307 1 0 5 8 2 8 6 3 7 5 6 1 1 9 1 1 3 3 2 8 9 1 3 4 1 9 4 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.46 0 . 0 5 0 . 7 5 0 . 2 1 0 . 0 0 0 . 4 7 0 . 6 4 0 . 0 7 0 . 0 1 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 45 (32%), Referenced to phase 4:EBTL and 8:WBTL, S t a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.76 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d E x i s t i n g 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : A M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 1 3 . 8 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 5 9 . 1 % I C U L e v e l o f S e r v i c e B A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d 2: Commerce Street & Market Loop E x i s t i n g 4134-18.310 T i m i n g P l a n : A M 11/05/2018 S y n c h r o 1 0 R e p o r t P a g e 1 IntersectionInt Delay, s/veh 0.8Movement EBL EBR NBL NB T S B T S B R Lane ConfigurationsTraffic Vol, veh/h 22 0 2 12 1 1 2 8 3 6 Future Vol, veh/h 22 0 2 12 1 1 2 8 3 6 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free F r e e F r e e RT Channelized - None - N o n e - N o n e Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 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 Flow 24 0 2 13 2 1 3 9 3 9 Major/Minor Minor2 Major1 Major2Conflicting Flow All 295 159 17 8 0 - 0 Stage 1 159 - - - - - Stage 2 136 - - - - - Critical Hdwy 6.42 6.22 4.1 2 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.21 8 - - - Pot Cap-1 Maneuver 696 886 139 8 - - - Stage 1 870 - - - - - Stage 2 890 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 695 886 139 8 - - - Mov Cap-2 Maneuver 695 - - - - - Stage 1 868 - - - - - Stage 2 890 - - - - - Approach EB NB SBHCM Control Delay, s 10.4 0.1 0HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 S B T S B R Capacity (veh/h) 1398 - 6 9 5 - - HCM Lane V/C Ratio 0.002 - 0.0 3 4 - - HCM Control Delay (s) 7.6 - 10 . 4 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0 . 1 - - 3 : B a n k S t r e e t & E S o u t h l a k e B l v d E x i s t i n g 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : A M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 5 M o v e m e n t E B L E B T 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 L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 0 1 0 2 2 2 6 0 0 0 0 2 7 1 3 0 0 0 F u t u r e V o l , v e h / h 0 1 0 2 2 2 6 0 0 0 0 2 7 1 3 0 0 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p R T C h a n n e l i z e d - - N o n e - - N o n e - - N o n e - - N o n e S t o r a g e L e n g t h - - - - - - - - - - - - V e h i n M e d i a n S t o r a g e , # - 0 - - 1 6 9 8 3 - - 0 - - 1 6 9 7 9 - G r a d e , % - 0 - - 0 - - 0 - - 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 2 2 2 2 2 2 M v m t F l o w 0 1 1 1 1 2 8 0 0 0 0 2 9 1 4 0 0 0 M a j o r / M i n o r M a j o r 1 M i n o r 1 C o n f l i c t i n g F l o w A l l - 0 0 - 1 1 2 5 5 7 0 S t a g e 1 - - - - 1 1 2 5 - S t a g e 2 - - - - 0 - C r i t i c a l H d w y - - - - 6 . 5 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 5 4 - C r i t i c a l H d w y S t g 2 - - - - - - F o l l o w - u p H d w y - - - - 4 . 0 2 3 . 3 2 P o t C a p - 1 M a n e u v e r 0 - - 0 2 0 4 4 6 5 S t a g e 1 0 - - 0 2 7 8 - S t a g e 2 0 - - 0 - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r - - - - 0 4 6 5 M o v C a p - 2 M a n e u v e r - - - - 0 - S t a g e 1 - - - - 0 - S t a g e 2 - - - - 0 - A p p r o a c h E B N B H C M C o n t r o l D e l a y , s 0 1 3 . 5 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L n 1 E B T E B R C a p a c i t y ( v e h / h ) 4 6 5 - - H C M L a n e V / C R a t i o 0 . 0 9 4 - - H C M C o n t r o l D e l a y ( s ) 1 3 . 5 - - H C M L a n e L O S B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 3 - - 1: Commerce Street & E Southlake Blvd E x i s t i n g 4134-18.310 T i m i n g P l a n : P M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 39 1045 8 3 2 0 6 1 2 9 6 2 8 1 7 3 2 2 3 2 3 5 5 1 9 4 0 Future Volume (vph) 39 1045 8 3 2 0 6 1 2 9 6 2 8 1 7 3 2 2 3 2 3 5 5 1 9 4 0 Peak Hour Factor 0.92 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) 42 1136 9 0 2 2 4 1 4 0 9 3 0 1 8 8 2 4 3 5 1 6 0 2 1 4 3 Shared Lane Traffic (%)Lane Group Flow (vph) 42 1136 9 0 2 2 4 1 4 0 9 3 0 0 2 1 2 3 5 1 0 8 1 4 3 Turn Type pm+pt NA Pe r m p m + p t N A P e r m S p l i t N A P e r m S p l i t N A P e r m Protected Phases 7 4 3 8 2 2 6 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 2 2 2 6 6 6 Switch PhaseMinimum Initial (s) 5.0 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s) 9.5 22.5 2 2 . 5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s) 15.0 80.0 8 0 . 0 1 5 . 0 8 0 . 0 8 0 . 0 3 0 . 0 3 0 . 0 3 0 . 0 1 5 . 0 1 5 . 0 1 5 . 0 Total Split (%) 10.7% 57.1% 57.1 % 1 0 . 7 % 5 7 . 1 % 5 7 . 1 % 2 1 . 4 % 2 1 . 4 % 2 1 . 4 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/Lag Lead Lag L a g L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Recall Mode None C-Max C-M a x N o n e C - M a x C - M a x M a x M a x M a x M a x M a x M a x Act Effct Green (s) 82.4 75.7 7 5 . 7 8 9 . 7 8 1 . 3 8 1 . 3 2 5 . 5 2 5 . 5 1 0 . 5 1 0 . 5 Actuated g/C Ratio 0.59 0.54 0 . 5 4 0 . 6 4 0 . 5 8 0 . 5 8 0 . 1 8 0 . 1 8 0 . 0 8 0 . 0 8 v/c Ratio 0.18 0.41 0 . 1 0 0 . 7 0 0 . 4 8 0 . 0 3 0 . 6 5 0 . 7 6 0 . 6 0 0 . 2 2 Control Delay 11.1 19.6 3 . 2 2 2 . 5 1 8 . 1 0 . 1 6 3 . 7 3 2 . 8 8 1 . 9 3 . 8 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 11.1 19.6 3 . 2 2 2 . 5 1 8 . 1 0 . 1 6 3 . 7 3 2 . 8 8 1 . 9 3 . 8 LOS B B A C B A E C F A Approach Delay 18. 2 1 8 . 4 4 4 . 4 5 4 . 8 Approach LOS B B D D Queue Length 50th (ft) 13 21 7 0 7 7 2 7 1 0 1 8 1 1 2 3 7 3 0 Queue Length 95th (ft) 27 253 2 6 1 1 5 3 1 7 0 2 7 2 2 4 6 # 1 3 7 5 Internal Link Dist (ft) 65 7 4 6 5 9 9 0 7 6 Turn Bay Length (ft) 250 1 7 0 2 2 0 3 7 5 2 5 0 Base Capacity (vph) 277 2751 8 9 7 3 2 3 2 9 5 3 9 5 3 3 2 5 4 6 1 1 3 4 1 9 4 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.15 0.41 0 . 1 0 0 . 6 9 0 . 4 8 0 . 0 3 0 . 6 5 0 . 7 6 0 . 6 0 0 . 2 2 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 45 (32%), Referenced to phase 4:EBTL and 8:WBTL, S t a r t o f G r e e n Natural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.76 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d E x i s t i n g 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : P M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t A J V P a g e 2 I n t e r s e c t i o n S i g n a l D e l a y : 2 3 . 6 I n t e r s e c t i o n L O S : C I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 6 0 . 3 % I C U L e v e l o f S e r v i c e B A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d 2: Commerce Street & Market Loop E x i s t i n g 4134-18.310 T i m i n g P l a n : P M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 1 IntersectionInt Delay, s/veh 2.5Movement EBL EBR NBL NB T S B T S B R Lane ConfigurationsTraffic Vol, veh/h 79 12 19 22 8 1 2 2 6 4 Future Vol, veh/h 79 12 19 22 8 1 2 2 6 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free F r e e F r e e RT Channelized - None - N o n e - N o n e Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 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 Flow 86 13 21 24 8 1 3 3 7 0 Major/Minor Minor2 Major1 Major2Conflicting Flow All 458 168 20 3 0 - 0 Stage 1 168 - - - - - Stage 2 290 - - - - - Critical Hdwy 6.42 6.22 4.1 2 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.21 8 - - - Pot Cap-1 Maneuver 561 876 136 9 - - - Stage 1 862 - - - - - Stage 2 759 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 551 876 136 9 - - - Mov Cap-2 Maneuver 551 - - - - - Stage 1 846 - - - - - Stage 2 759 - - - - - Approach EB NB SBHCM Control Delay, s 12.5 0.6 0HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 S B T S B R Capacity (veh/h) 1369 - 5 7 9 - - HCM Lane V/C Ratio 0.015 - 0.1 7 1 - - HCM Control Delay (s) 7.7 - 12 . 5 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0 . 6 - - 3 : B a n k S t r e e t & E S o u t h l a k e B l v d E x i s t i n g 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : P M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t A J V P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 M o v e m e n t E B L E B T 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 L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 0 7 9 1 8 0 0 0 0 5 2 1 5 0 0 0 F u t u r e V o l , v e h / h 0 7 9 1 8 0 0 0 0 5 2 1 5 0 0 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p R T C h a n n e l i z e d - - N o n e - - N o n e - - N o n e - - N o n e S t o r a g e L e n g t h - - - - - - - - - - - - V e h i n M e d i a n S t o r a g e , # - 0 - - 1 6 9 8 3 - - 0 - - 1 6 9 7 9 - G r a d e , % - 0 - - 0 - - 0 - - 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 2 2 2 2 2 2 M v m t F l o w 0 8 6 0 9 0 0 0 0 5 7 1 6 0 0 0 M a j o r / M i n o r M a j o r 1 M i n o r 1 C o n f l i c t i n g F l o w A l l - 0 0 - 8 6 5 4 3 5 S t a g e 1 - - - - 8 6 5 - S t a g e 2 - - - - 0 - C r i t i c a l H d w y - - - - 6 . 5 4 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 5 4 - C r i t i c a l H d w y S t g 2 - - - - - - F o l l o w - u p H d w y - - - - 4 . 0 2 3 . 3 2 P o t C a p - 1 M a n e u v e r 0 - - 0 2 9 0 5 6 9 S t a g e 1 0 - - 0 3 6 9 - S t a g e 2 0 - - 0 - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r - - - - 0 5 6 9 M o v C a p - 2 M a n e u v e r - - - - 0 - S t a g e 1 - - - - 0 - S t a g e 2 - - - - 0 - A p p r o a c h E B N B H C M C o n t r o l D e l a y , s 0 1 2 . 3 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L n 1 E B T E B R C a p a c i t y ( v e h / h ) 5 6 9 - - H C M L a n e V / C R a t i o 0 . 1 2 8 - - H C M C o n t r o l D e l a y ( s ) 1 2 . 3 - - H C M L a n e L O S B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 4 - - 1: Commerce Street & E Southlake Blvd B u i l d o u t 4134-18.310 T i m i n g P l a n : A M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 5 1408 4 9 2 1 1 7 0 9 4 5 8 2 1 7 3 6 2 2 Future Volume (vph) 5 1408 4 9 2 1 1 7 0 9 4 5 8 2 1 7 3 6 2 2 Peak Hour Factor 0.92 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 Heavy Vehicles (%) 2% 2% 5 % 5 % 2 % 2 % 5 % 2 % 5 % 2 % 2 % 2 % Adj. Flow (vph) 5 1530 5 3 2 2 9 7 7 1 4 6 3 2 1 8 8 7 2 2 Shared Lane Traffic (%)Lane Group Flow (vph) 5 1530 5 3 2 2 9 7 7 1 4 0 6 5 1 8 8 0 9 2 Turn Type pm+pt NA Pe r m p m + p t N A P e r m S p l i t N A P e r m S p l i t N A P e r m Protected Phases 7 4 3 8 2 2 6 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 2 2 2 6 6 6 Switch PhaseMinimum Initial (s) 5.0 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s) 9.5 22.5 2 2 . 5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s) 15.0 95.0 9 5 . 0 1 5 . 0 9 5 . 0 9 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 1 5 . 0 Total Split (%) 10.7% 67.9% 67.9 % 1 0 . 7 % 6 7 . 9 % 6 7 . 9 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/Lag Lead Lag L a g L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Recall Mode None C-Max C-M a x N o n e C - M a x C - M a x M a x M a x M a x M a x M a x M a x Act Effct Green (s) 96.3 90.7 90 . 7 1 0 5 . 5 1 0 3 . 4 1 0 3 . 4 1 0 . 5 1 0 . 5 1 0 . 5 1 0 . 5 Actuated g/C Ratio 0.69 0.65 0 . 6 5 0 . 7 5 0 . 7 4 0 . 7 4 0 . 0 8 0 . 0 8 0 . 0 8 0 . 0 8 v/c Ratio 0.01 0.46 0 . 0 5 0 . 8 4 0 . 2 1 0 . 0 0 0 . 5 0 0 . 6 5 0 . 0 7 0 . 0 1 Control Delay 4.6 13.0 0 . 7 3 8 . 9 6 . 0 0 . 0 7 6 . 3 1 9 . 3 6 1 . 6 0 . 0 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 4.6 13.0 0 . 7 3 8 . 9 6 . 0 0 . 0 7 6 . 3 1 9 . 3 6 1 . 6 0 . 0 LOS A B A D A A E B E A Approach Delay 12. 6 1 3 . 5 3 4 . 0 5 0 . 4 Approach LOS B B C D Queue Length 50th (ft) 1 24 2 0 6 1 6 5 0 5 8 0 8 0 Queue Length 95th (ft) 4 275 6 # 1 2 2 1 0 8 0 1 1 0 7 8 2 7 0 Internal Link Dist (ft) 65 7 4 6 5 9 9 0 7 6 Turn Bay Length (ft) 250 1 7 0 2 2 0 3 7 5 1 5 0 Base Capacity (vph) 552 3293 1 0 2 5 2 7 6 3 7 5 6 1 1 9 1 1 2 9 2 8 9 1 3 4 1 9 4 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.01 0.46 0 . 0 5 0 . 8 3 0 . 2 1 0 . 0 0 0 . 5 0 0 . 6 5 0 . 0 7 0 . 0 1 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 45 (32%), Referenced to phase 4:EBTL and 8:WBTL, S t a r t o f G r e e n Natural Cycle: 90Control Type: Actuated-Coordinated 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d B u i l d o u t 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : A M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t A J V P a g e 2 M a x i m u m v / c R a t i o : 0 . 8 4 I n t e r s e c t i o n S i g n a l D e l a y : 1 4 . 9 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 6 0 . 1 % I C U L e v e l o f S e r v i c e B A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d 2: Commerce Street & Market Loop B u i l d o u t 4134-18.310 T i m i n g P l a n : A M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 1 IntersectionInt Delay, s/veh 0.7Movement EBL EBR NBL NB T S B T S B R Lane ConfigurationsTraffic Vol, veh/h 22 0 2 12 6 1 4 5 3 6 Future Vol, veh/h 22 0 2 12 6 1 4 5 3 6 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free F r e e F r e e RT Channelized - None - N o n e - N o n e Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 9 2 9 2 9 2 Heavy Vehicles, % 2 2 2 5 5 2 Mvmt Flow 24 0 2 13 7 1 5 8 3 9 Major/Minor Minor2 Major1 Major2Conflicting Flow All 319 178 19 7 0 - 0 Stage 1 178 - - - - - Stage 2 141 - - - - - Critical Hdwy 6.42 6.22 4.1 2 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.21 8 - - - Pot Cap-1 Maneuver 674 865 137 6 - - - Stage 1 853 - - - - - Stage 2 886 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 673 865 137 6 - - - Mov Cap-2 Maneuver 673 - - - - - Stage 1 851 - - - - - Stage 2 886 - - - - - Approach EB NB SBHCM Control Delay, s 10.5 0.1 0HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 S B T S B R Capacity (veh/h) 1376 - 6 7 3 - - HCM Lane V/C Ratio 0.002 - 0.0 3 6 - - HCM Control Delay (s) 7.6 0 10 . 5 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0 . 1 - - 3 : B a n k S t r e e t & E S o u t h l a k e B l v d B u i l d o u t 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : A M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t A J V P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 5 M o v e m e n t E B L E B T 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 L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 0 1 0 2 3 3 2 0 0 0 0 2 8 1 5 0 0 0 F u t u r e V o l , v e h / h 0 1 0 2 3 3 2 0 0 0 0 2 8 1 5 0 0 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p R T C h a n n e l i z e d - - N o n e - - N o n e - - N o n e - - N o n e S t o r a g e L e n g t h - - - - - - - - - - - - V e h i n M e d i a n S t o r a g e , # - 0 - - 1 6 9 8 3 - - 0 - - 1 6 9 7 9 - G r a d e , % - 0 - - 0 - - 0 - - 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 5 5 2 2 2 2 5 5 2 2 2 M v m t F l o w 0 1 1 1 2 3 5 0 0 0 0 3 0 1 6 0 0 0 M a j o r / M i n o r M a j o r 1 M i n o r 1 C o n f l i c t i n g F l o w A l l - 0 0 - 1 1 3 0 5 7 4 S t a g e 1 - - - - 1 1 3 0 - S t a g e 2 - - - - 0 - C r i t i c a l H d w y - - - - 6 . 6 7 C r i t i c a l H d w y S t g 1 - - - - 5 . 6 - C r i t i c a l H d w y S t g 2 - - - - - - F o l l o w - u p H d w y - - - - 4 . 0 5 3 . 3 5 P o t C a p - 1 M a n e u v e r 0 - - 0 1 9 8 4 5 4 S t a g e 1 0 - - 0 2 7 1 - S t a g e 2 0 - - 0 - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r - - - - 0 4 5 4 M o v C a p - 2 M a n e u v e r - - - - 0 - S t a g e 1 - - - - 0 - S t a g e 2 - - - - 0 - A p p r o a c h E B N B H C M C o n t r o l D e l a y , s 0 1 3 . 8 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L n 1 E B T E B R C a p a c i t y ( v e h / h ) 4 5 4 - - H C M L a n e V / C R a t i o 0 . 1 0 3 - - H C M C o n t r o l D e l a y ( s ) 1 3 . 8 - - H C M L a n e L O S B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 3 - - 4: Commerce Street & Site Driveway 1 B u i l d o u t 4134-18.310 T i m i n g P l a n : A M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 3 IntersectionInt Delay, s/veh 0.6Movement WBL WBR NBT NB R S B L S B T Lane ConfigurationsTraffic Vol, veh/h 1 4 124 1 1 7 1 2 8 Future Vol, veh/h 1 4 124 1 1 7 1 2 8 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free F r e e F r e e RT Channelized - None - N o n e - N o n e Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 9 2 9 2 9 2 Heavy Vehicles, % 5 5 5 5 5 2 Mvmt Flow 1 4 135 1 1 8 1 3 9 Major/Minor Minor1 Major1 Major2Conflicting Flow All 311 136 0 0 1 3 6 0 Stage 1 136 - - - - - Stage 2 175 - - - - - Critical Hdwy 6.45 6.25 - - 4 . 1 5 - Critical Hdwy Stg 1 5.45 - - - - - Critical Hdwy Stg 2 5.45 - - - - - Follow-up Hdwy 3.545 3.345 - - 2 . 2 4 5 - Pot Cap-1 Maneuver 675 905 - - 1 4 3 0 - Stage 1 883 - - - - - Stage 2 848 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 666 905 - - 1 4 3 0 - Mov Cap-2 Maneuver 666 - - - - - Stage 1 871 - - - - - Stage 2 848 - - - - - Approach WB NB SBHCM Control Delay, s 9.3 0 0.9HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h) - - 666 9 0 5 1 4 3 0 - HCM Lane V/C Ratio - - 0.002 0. 0 0 5 0 . 0 1 3 - HCM Control Delay (s) - - 10 . 4 9 7 . 5 0 HCM Lane LOS - - B A A A HCM 95th %tile Q(veh) - - 0 0 0 - 1: Commerce Street & E Southlake Blvd E x i s t i n g 4134-18.310 T i m i n g P l a n : P M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 1 Lane Group EBL EBT E B R W B L W B T W B R N B L N B T N B R S B L S B T S B R Lane ConfigurationsTraffic Volume (vph) 39 1047 8 4 2 1 1 1 2 9 6 2 8 1 8 1 2 2 3 2 8 5 5 1 9 4 0 Future Volume (vph) 39 1047 8 4 2 1 1 1 2 9 6 2 8 1 8 1 2 2 3 2 8 5 5 1 9 4 0 Peak Hour Factor 0.92 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 Heavy Vehicles (%) 2% 2% 2 % 5 % 2 % 2 % 2 % 5 % 5 % 2 % 2 % 2 % Adj. Flow (vph) 42 1138 9 1 2 2 9 1 4 0 9 3 0 1 9 7 2 4 3 5 7 6 0 2 1 4 3 Shared Lane Traffic (%)Lane Group Flow (vph) 42 1138 9 1 2 2 9 1 4 0 9 3 0 0 2 2 1 3 5 7 0 8 1 4 3 Turn Type pm+pt NA Pe r m p m + p t N A P e r m S p l i t N A P e r m S p l i t N A P e r m Protected Phases 7 4 3 8 2 2 6 6 Permitted Phases 4 4 8 8 2 6 Detector Phase 7 4 4 3 8 8 2 2 2 6 6 6 Switch PhaseMinimum Initial (s) 5.0 5.0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 5 . 0 Minimum Split (s) 9.5 22.5 2 2 . 5 9 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 2 2 . 5 Total Split (s) 15.0 80.0 8 0 . 0 1 5 . 0 8 0 . 0 8 0 . 0 3 0 . 0 3 0 . 0 3 0 . 0 1 5 . 0 1 5 . 0 1 5 . 0 Total Split (%) 10.7% 57.1% 57.1 % 1 0 . 7 % 5 7 . 1 % 5 7 . 1 % 2 1 . 4 % 2 1 . 4 % 2 1 . 4 % 1 0 . 7 % 1 0 . 7 % 1 0 . 7 % Yellow Time (s) 3.5 3.5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 3 . 5 All-Red Time (s) 1.0 1.0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s) 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Lost Time (s) 4.5 4.5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 4 . 5 Lead/Lag Lead Lag L a g L e a d L a g L a g Lead-Lag Optimize? Yes Yes Y e s Y e s Y e s Y e s Recall Mode None C-Max C-M a x N o n e C - M a x C - M a x M a x M a x M a x M a x M a x M a x Act Effct Green (s) 82.3 75.6 7 5 . 6 8 9 . 7 8 1 . 3 8 1 . 3 2 5 . 5 2 5 . 5 1 0 . 5 1 0 . 5 Actuated g/C Ratio 0.59 0.54 0 . 5 4 0 . 6 4 0 . 5 8 0 . 5 8 0 . 1 8 0 . 1 8 0 . 0 8 0 . 0 8 v/c Ratio 0.18 0.41 0 . 1 0 0 . 7 4 0 . 4 8 0 . 0 3 0 . 6 8 0 . 7 9 0 . 6 0 0 . 2 2 Control Delay 11.1 19.6 3 . 2 2 5 . 5 1 8 . 1 0 . 1 6 5 . 4 3 5 . 2 8 1 . 9 3 . 8 Queue Delay 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay 11.1 19.6 3 . 2 2 5 . 5 1 8 . 1 0 . 1 6 5 . 4 3 5 . 2 8 1 . 9 3 . 8 LOS B B A C B A E D F A Approach Delay 18. 2 1 8 . 8 4 6 . 7 5 4 . 8 Approach LOS B B D D Queue Length 50th (ft) 13 21 8 0 8 0 2 7 1 0 1 9 0 1 3 1 7 3 0 Queue Length 95th (ft) 27 253 2 7 # 1 2 9 3 1 7 0 2 8 4 # 2 8 0 # 1 3 7 5 Internal Link Dist (ft) 65 7 4 6 5 9 9 0 7 6 Turn Bay Length (ft) 250 1 7 0 2 2 0 3 7 5 2 5 0 Base Capacity (vph) 277 2747 8 9 7 3 1 3 2 9 5 3 9 5 3 3 2 3 4 5 3 1 3 4 1 9 4 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.15 0.41 0 . 1 0 0 . 7 3 0 . 4 8 0 . 0 3 0 . 6 8 0 . 7 9 0 . 6 0 0 . 2 2 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 45 (32%), Referenced to phase 4:EBTL and 8:WBTL, S t a r t o f G r e e n Natural Cycle: 80Control Type: Actuated-Coordinated 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d E x i s t i n g 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : P M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t A J V P a g e 2 M a x i m u m v / c R a t i o : 0 . 7 9 I n t e r s e c t i o n S i g n a l D e l a y : 2 4 . 3 I n t e r s e c t i o n L O S : C I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 6 1 . 0 % I C U L e v e l o f S e r v i c e B A n a l y s i s P e r i o d ( m i n ) 1 5 # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 1 : C o m m e r c e S t r e e t & E S o u t h l a k e B l v d 2: Commerce Street & Market Loop E x i s t i n g 4134-18.310 T i m i n g P l a n : P M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 1 IntersectionInt Delay, s/veh 2.4Movement EBL EBR NBL NB T S B T S B R Lane ConfigurationsTraffic Vol, veh/h 79 12 19 24 1 1 2 8 6 4 Future Vol, veh/h 79 12 19 24 1 1 2 8 6 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free F r e e F r e e RT Channelized - None - N o n e - N o n e Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 9 2 9 2 9 2 Heavy Vehicles, % 2 2 2 5 5 2 Mvmt Flow 86 13 21 26 2 1 3 9 7 0 Major/Minor Minor2 Major1 Major2Conflicting Flow All 478 174 20 9 0 - 0 Stage 1 174 - - - - - Stage 2 304 - - - - - Critical Hdwy 6.42 6.22 4.1 2 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.21 8 - - - Pot Cap-1 Maneuver 546 869 136 2 - - - Stage 1 856 - - - - - Stage 2 748 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 536 869 136 2 - - - Mov Cap-2 Maneuver 536 - - - - - Stage 1 841 - - - - - Stage 2 748 - - - - - Approach EB NB SBHCM Control Delay, s 12.7 0.6 0HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 S B T S B R Capacity (veh/h) 1362 - 5 6 5 - - HCM Lane V/C Ratio 0.015 - 0.1 7 5 - - HCM Control Delay (s) 7.7 - 12 . 7 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0 . 6 - - 3 : B a n k S t r e e t & E S o u t h l a k e B l v d E x i s t i n g 4 1 3 4 - 1 8 . 3 1 0 T i m i n g P l a n : P M 1 1 / 0 5 / 2 0 1 8 S y n c h r o 1 0 R e p o r t A J V P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 1 . 1 M o v e m e n t E B L E B T 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 L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 0 7 9 6 1 0 0 0 0 0 5 6 2 1 0 0 0 F u t u r e V o l , v e h / h 0 7 9 6 1 0 0 0 0 0 5 6 2 1 0 0 0 C o n f l i c t i n g P e d s , # / h r 0 0 0 0 0 0 0 0 0 0 0 0 S i g n C o n t r o l F r e e F r e e F r e e S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p S t o p R T C h a n n e l i z e d - - N o n e - - N o n e - - N o n e - - N o n e S t o r a g e L e n g t h - - - - - - - - - - - - V e h i n M e d i a n S t o r a g e , # - 0 - - 1 6 9 8 3 - - 0 - - 1 6 9 7 9 - G r a d e , % - 0 - - 0 - - 0 - - 0 - P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 5 2 2 2 2 2 5 2 2 2 2 M v m t F l o w 0 8 6 5 1 1 0 0 0 0 6 1 2 3 0 0 0 M a j o r / M i n o r M a j o r 1 M i n o r 1 C o n f l i c t i n g F l o w A l l - 0 0 - 8 7 1 4 3 8 S t a g e 1 - - - - 8 7 1 - S t a g e 2 - - - - 0 - C r i t i c a l H d w y - - - - 6 . 6 6 . 9 4 C r i t i c a l H d w y S t g 1 - - - - 5 . 6 - C r i t i c a l H d w y S t g 2 - - - - - - F o l l o w - u p H d w y - - - - 4 . 0 5 3 . 3 2 P o t C a p - 1 M a n e u v e r 0 - - 0 2 8 2 5 6 7 S t a g e 1 0 - - 0 3 6 0 - S t a g e 2 0 - - 0 - - P l a t o o n b l o c k e d , % - - M o v C a p - 1 M a n e u v e r - - - - 0 5 6 7 M o v C a p - 2 M a n e u v e r - - - - 0 - S t a g e 1 - - - - 0 - S t a g e 2 - - - - 0 - A p p r o a c h E B N B H C M C o n t r o l D e l a y , s 0 1 2 . 4 H C M L O S B M i n o r L a n e / M a j o r M v m t N B L n 1 E B T E B R C a p a c i t y ( v e h / h ) 5 6 7 - - H C M L a n e V / C R a t i o 0 . 1 4 8 - - H C M C o n t r o l D e l a y ( s ) 1 2 . 4 - - H C M L a n e L O S B - - H C M 9 5 t h % t i l e Q ( v e h ) 0 . 5 - - 4: Commerce Street & Site Driveway 1 E x i s t i n g 4134-18.310 T i m i n g P l a n : P M 11/05/2018 S y n c h r o 1 0 R e p o r t AJV P a g e 3 IntersectionInt Delay, s/veh 0.5Movement WBL WBR NBT NB R S B L S B T Lane ConfigurationsTraffic Vol, veh/h 3 13 24 7 0 6 1 3 4 Future Vol, veh/h 3 13 24 7 0 6 1 3 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free F r e e F r e e RT Channelized - None - N o n e - N o n e Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 9 2 9 2 9 2 Heavy Vehicles, % 5 5 5 5 5 2 Mvmt Flow 3 14 26 8 0 7 1 4 6 Major/Minor Minor1 Major1 Major2Conflicting Flow All 428 268 0 0 2 6 8 0 Stage 1 268 - - - - - Stage 2 160 - - - - - Critical Hdwy 6.45 6.25 - - 4 . 1 5 - Critical Hdwy Stg 1 5.45 - - - - - Critical Hdwy Stg 2 5.45 - - - - - Follow-up Hdwy 3.545 3.345 - - 2 . 2 4 5 - Pot Cap-1 Maneuver 578 763 - - 1 2 7 8 - Stage 1 770 - - - - - Stage 2 861 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 575 763 - - 1 2 7 8 - Mov Cap-2 Maneuver 575 - - - - - Stage 1 765 - - - - - Stage 2 861 - - - - - Approach WB NB SBHCM Control Delay, s 10.1 0 0.3HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBL n 2 S B L S B T Capacity (veh/h) - - 575 7 6 3 1 2 7 8 - HCM Lane V/C Ratio - - 0.006 0. 0 1 9 0 . 0 0 5 - HCM Control Delay (s) - - 11.3 9 . 8 7 . 8 - HCM Lane LOS - - B A A - HCM 95th %tile Q(veh) - - 0 0 . 1 0 -