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Item 8 -TIA for The Creekside Point
Traffic. Transportation Planning. Parking. Design. Texas Registered Engineering Firm F-3199 TRAFFIC IMPACT ANALYSIS FOR THE CREEKSIDE POINT IN CITY OF SOUTHLAKE, TEXAS DeShazo Project No. 20071 Prepared for: Mr. David Karr, Brown Company Partners, LLC 15851 Dallas Parkway, Suite 628 Addison, Texas 75001 Prepared by: DeShazo Group, Inc. Texas Registered Engineering Firm F-3199 400 South Houston Street, Suite 330 Dallas, Texas 75202 214.748.6740 September 21, 2020 11490 DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Table of Contents Traffic Impact Analysis for The Creekside Point in City of Southlake, Texas ~ DeShazo Project No. 20071~ Table of Contents EXECUTIVE SUMMARY ........................................................................................................................ 1 INTRODUCTION ..................................................................................................................................... 3 PURPOSE ............................................................................................................................................. 3 TRAFFIC IMPACT ANALYSIS - METHODOLOGY ................................................................................... 3 ANALYSIS SCENARIOS ......................................................................................................................... 4 EXISTING AND PROPOSED LAND USE .............................................................................................. 7 SITE LOCATION AND STUDY AREA ...................................................................................................... 7 EXISTING SITE AND DEVELOPMENT.................................................................................................... 7 EXISTING AND PROPOSED TRANSPORTATION SYSTEM ............................................................... 8 THOROUGHFARE SYSTEM................................................................................................................... 8 EXISTING TRAFFIC VOLUMES .............................................................................................................. 8 PROJECTED BACKGROUND TRAFFIC VOLUMES .................................................................................. 8 TRIP GENERATION .............................................................................................................................. 9 TRIP DISTRIBUTION AND ASSIGNMENT .............................................................................................. 9 SITE-GENERATED TRAFFIC VOLUMES ................................................................................................. 9 ROADWAY INTERSECTION ANALYSIS............................................................................................. 10 INTERSECTION CAPACITY ANALYSIS - METHODOLGY ..................................................................... 10 2020 EXISTING – INTERSECTION ANALYSIS ...................................................................................... 11 2023 BACKGROUND AND BACKGROUND PLUS SITE – INTERSECTION ANALYSIS .......................... 12 ROADWAY LINK ANALYSIS - METHODOLGY .................................................................................... 13 ROADWAY LINK ANALYSIS - RESULTS ............................................................................................... 14 SITE ACCESS REVIEW ....................................................................................................................... 15 INTERSECTION SIGHT DISTANCE AND STOPPING SIGHT DISTANCE ................................................. 15 DRIVEWAY SPACING REVIEW ........................................................................................................... 15 DECELERATION LANE ANALYSIS........................................................................................................ 16 SUMMARY OF FINDINGS AND RECOMMENDATIONS ..................................................................... 18 DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Table of Contents LIST OF TABLES: Table 1. Development Program Summary Table 2. Development Scenarios Analyzed Table 3. Projected Trip Generation Table 4. Existing Intersection Analysis Table 5. 2023 Intersection Analysis Table 6. Roadway Link Capacity Analysis Results Summary Table 7: Intersection Sight Distance Summary Table 8. Driveway Spacing Summary Table 9. Deceleration Lane Analysis LIST OF EXHIBITS: Exhibit 1. Site Location Map Exhibit 2. Preliminary Site Plan Exhibit 3. Existing Roadway Geometry and Traffic Control Exhibit 4. Proposed Roadway Geometry and Traffic Control Exhibit 5. Intersection Sight Distance at Driveway 1 LIST OF APPENDICES: Appendix A. Traffic Volume Exhibits Appendix B. 2015 & 2019 Traffic Count Data Appendix C. Site-Generated Traffic Supplement Appendix D. Detailed Intersection Capacity Analysis Results Appendix E. TxDOT and City of Southlake Driveway Spacing and Deceleration Lane Criteria DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 1 EXECUTIVE SUMMARY The services of DeShazo Group, Inc. (DeShazo) were retained by Brown Company Partners, LLC, to conduct a traffic impact analysis (TIA) for the proposed mixed-use development in City of Southlake, Texas. The subject property will be located on the South-East quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake, Texas. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group. The site plan and the development program has changed since then. The proposed project will be fully constructed by 2023. The overall area of the site is approximately 6 acres. Table 1 shows the development program summary for the site development. Table 1. Development Program Summary Use Quantity Buildout Year Embassy Hotel High-Turnover (Sit-Down) Restaurants 145 rooms 14,500 SF 2022 2023 The analysis of the traffic generated by the proposed development resulted in no significant impact on the local roadway system. Below is a summary of findings from this TIA. FINDING: Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. FINDING: Based upon the 2023 background-plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- a. The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- a. The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- a. The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd – The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (95th Percentile) for NB left turn is around 5 vehicles. RECOMMENDATION FOR SIGNALIZED INTERSECTIONS: Optimizing the signal timings and splits will reduce the operational delay for both Frontage Roads during AM peak hour. The failing LOS during PM peak hour is due to the heavy background traffic assumed from the previous developments (Vista development and Ameritrade development). The proposed DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 2 development poses only a minimal impact to the intersections. By optimizing the signal timing the delay at the signalized intersections can be reduced. Stacking Depth: At Driveway 1, the maximum 95th percentile queue is 5 vehicles during AM peak hour. As per the site plan, the available stacking depth is inadequate at extreme conditions. FINDING: 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 1. RECOMMENDATION: 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: All the site driveways proposed for this study meet City of Southlake driveway spacing requirements. FINDING: Based on the cursory review on Google Earth, the proposed site driveways meet the required intersection sight distance. (Refer to Table 7). From the field visit, it is recommended the trees that are inhibiting the driver’s view toward oncoming traffic need to be trimmed in order to allow an unobstructed line of sight of 470 feet from Driveway 1 (Refer Exhibit 5). FINDING: Based upon the roadway link analysis, the proposed development has no significant impact on Kirkwood Boulevard. END OF SUMMARY DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 3 INTRODUCTION The services of DeShazo Group, Inc. (DeShazo) were retained by Brown Company Partners, LLC, to conduct a traffic impact analysis (TIA) for the proposed mixed-use development in City of Southlake, Texas. The subject property will be located on the South-East quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake, Texas. The proposed project will be fully constructed by 2023. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group, and the development program has changed since then. A site location map and preliminary site plan are provided in Exhibit 1 and Exhibit 2, respectively. PURPOSE City of Southlake is requiring that a TIA be completed for the subject site as part of the approval process. The purpose of the TIA is to determine if any improvements to the adjacent transportation system are needed in order 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 on a typical day throughout the study area 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. TIA for the Creekside Point in Southlake, Texas September 2020 Page 4 ANALYSIS SCENARIOS This TIA analyzed the following peak hour periods that are considered the most critical conditions on the public roadway system related to the proposed Project. The proposed project is planned to be built in two phases and will be fully constructed by 2023. Roadway Peak Hour Analyzed: • Weekday: AM peak hour of adjacent street traffic • Weekday: PM peak hour of adjacent street traffic Development scenarios considered in this analysis are summarized in Table 2. Table 2. Development Scenarios Analyzed Scenario Development Program Traffic Volumes 2020 Existing None Added Existing 2020 Volumes 2023 Background None Added Existing 2020 volumes grown at 3% per year for 3 year + Vista + Ameritrade site traffic 2023 Background + Site Site-Generated Traffic Existing 2020 volumes grown at 3% per year for 3 year plus site traffic + Vista + Ameritrade site traffic 1 N.T.S N LEGEND: SITE LOCATION Global Traffic Distribution TIA for the Creekside Point in Southlake, Texas PROJECT#:20071 DATE: June 2020 K I R K W O O D B L V D SUN R I S E R A N C H TD AM E R I T R A D E L N H I G H W A Y 1 1 4 T W K I N G R D S A B R E D R C I T Y O F W E S T L A K E C I T Y O F S O U T H L A K E S O L A N A B L V D K I R K W O O D B L V D Cumulus Design Firm #14810 2080 N. Highway 360, Suite 240 Grand Prairie, Texas 75050 Tel. 214.235.0367 DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 7 EXISTING AND PROPOSED LAND USE The study parameters used in this TIA are based upon the requirements of TxDOT/City of Southlake and are consistent with the standard industry practices used in similar studies. SITE LOCATION AND STUDY AREA The subject property will be located on the South-East Quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake, Texas. 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 SH 114 NB Frontage Road: STOP-controlled on driveway EXISTING SITE AND DEVELOPMENT The site is currently vacant. The surrounding of the proposed development is mixed-use developments. The proposed development will consist of a Creekside Point hotel of 145 rooms and High turnover restaurants of 14,500 SF. The proposed development is estimated to be built by 2023. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 8 EXISTING AND PROPOSED TRANSPORTATION SYSTEM Thoroughfare System • SH 114 Frontage Road: Existing operation and cross-section: Two lanes, one-way Speed Limit: 50 mph City of Southlake Functional Classification: Principal Arterial • Kirkwood Boulevard: Existing operation and cross-section: Six lanes, two-way, divided Speed Limit: 30 mph City of Southlake Functional Classification: Major Arterial • T W King Road: Existing operation and cross-section: Two lanes, two-way, undivided Speed Limit: 30 mph City of Southlake Functional Classification: Minor Collector A summary of the existing and proposed intersection/roadway geometry and traffic control devices are shown in Exhibit 3 and Exhibit 4 respectively. 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 traffic counts were collected during the traditional morning and evening peak hours. The existing volumes were grown for five years at a rate of 3% and used as 2020 existing volumes for this study except for T W King Rd at Kirkwood Blvd intersection. The traffic volumes requested by Lee Engineering on June 18, 2019 were used for this intersection. These volumes were grown for one year at a rate of 3% and used as 2020 existing volumes in conjunction on current traffic volumes for this study. Traffic volumes are graphically summarized in Appendix A and detailed 15-minute-count 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 in the vicinity of project. 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. The trips generated from Vista development and Ameritrade development are added to the background traffic of the proposed development. Historical traffic volumes in the area have fluctuated in the last several years. A growth rate of 3% per year was used in this analysis till full buildout (2023). DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 9 Future background traffic volumes estimate for the buildout years were calculated by applying the assumed growth rate for the study area intersections. These volumes are graphically summarized in Appendix A. TRIP GENERATION The Institute of Transportation Engineers Trip Generation manual (10th Edition) is an accepted source for calculating trip generation for common land uses for which sufficient published data is available. Trip generation is summarized in trip ends – a trip end is a one-way vehicular trip entering or leaving a site (i.e., one vehicle arriving and departing represents two trip ends). This analysis evaluates typical weekday AM and PM peak hour conditions of the local street traffic. Table 3 provides a summary of the calculated trip ends generated by the project. Excerpts from ITE Trip Generation data are provided in the Appendix section of this report. Supplemental information used in the trip generation calculations is provided in Appendix C. Table 3. Projected Trip Generation for Development For the purpose of the analysis, the commercial space was assume to have only High Turnover (Sit Down) Restaurant. If the commercial space was to be develop as a Office or Mixed-use, these land uses would generate lesser traffic than the assumed High Turnover (Sit Down) Restaurant. Therefore, the proposed site traffic determined in the analsis is based on conservative estimate. 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 [or existing traffic patterns]. 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 310 Hotel 145 Rooms 1,210 67 40 27 83 42 41 932 High-Turnover (Sit-Down) Restaurant 14,500 SF 1,627 144 79 65 142 88 54 Subtotals:2,837 211 119 92 225 130 95 Totals:2,837 211 119 92 225 130 95 Weekday TripsQuantity DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 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 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. For signalized intersections, the average delay per vehicle can be effectively calculated for the entire intersection. However, the average delay per vehicle for unsignalized intersections is calculated by only approach or by individual traffic maneuvers that must stop or yield right-of-way. For unsignalized intersections of a minor street or driveway and a major roadway, the analysis methodology often breaks down and yields low levels of service (often, LOS F) that cannot be mitigated unless a traffic signal is installed. However, for a traffic signal to be installed, the responsible agency that governs the right-of-way must issue its approval subject to very specific warrant criteria being met and several other operational considerations being satisfied. Neither level of service nor delay is considered a criterion for traffic signal installation. The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the latest edition of the Highway Capacity Manual. 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. TIA for the Creekside Point in Southlake, Texas September 2020 Page 11 2020 EXISTING – INTERSECTION ANALYSIS Existing traffic volumes were analyzed to determine current operational conditions. Intersection capacity analyses presented in this study were performed using the SYNCHRO software package. 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, respectively. Table 4. 2020 Existing Intersection Analysis Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. Traffic Movement SH 114 SBFR B (10.6)D (38.2) SH 114 NBFR C (27.7)D (47.4) T W King Road B (16.8)C (23.5) NBL - - - - The Vista Dr/ Driveway 1 NBTR - - - - EBL - - - - WBL - - - - SBR - - - - SH 114 NBFR WBR - - - - S i g n a l i z e d I n t e r s e c t i o n AM PMIntersections 2020 Analysis Kirkwood Boulevard at Kirkwood Boulevard at Kirkwood Boulevard at Driveway 2 at Kirkwood Boulevard at U n s i g n a l i z e d I n t e r s e c t i o n DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 12 2023 BACKGROUND AND BACKGROUND PLUS SITE – INTERSECTION ANALYSIS The site is expected to be completed in year 2023. Therefore, year 2023 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. Table 5. 2023 Intersection Analysis Based upon the 2023 background-plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- a. The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- a. The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- a. The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd – The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (95th Percentile) for NB left turn is around 5 vehicles. Queue (veh) Queue (veh) SH 114 SBFR C (25.5)F (>100)C (28.5)F (>100) With Optimized Splits D (36.9) SH 114 NBFR F (93.7)F (86.2)F (99.9)F (89.4) With Optimized Splits D (53.9) T W King Road B (19.5)E (58.5)B (18.9)E (58.7) With Optimized Splits D (50.3) NBL - - - -F (>100)5 C (19.2)1The Vista Dr/ Driveway 1 NBTR - - - -C (19.4)1 A (8.5)1EBLB(10.7)B (12.0)B (10.7)1 B (12.0)1 WBL - - - -C (18.0)1 A (7.4)1 SBR B (10.5)C (17.5)B (10.5)1 C (17.5)2 SH 114 NBFR WBR - - - -C (17.0)1 C (18.2)1 Kirkwood Boulevard at U n s i g n a l i z e d I n t e r s e c t i o n Kirkwood Boulevard at Intersections PMAM 2023 Background Traffic Movement 2023 Background + Site Kirkwood Boulevard at Driveway 2 at AM PM Si g n a l i z e d I n t e r s e c t i o n Kirkwood Boulevard at DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 13 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 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. The NCTCOG values were based upon the principles presented in the Highway Capacity Manual with “regional calibration” factors applied. Though these per-lane capacities, or “Service Volumes” (summarized in the table below), are intended for modelling purposes, they do provide a reasonable 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 8,75 900 825 575 525 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. TIA for the Creekside Point in Southlake, Texas September 2020 Page 14 ROADWAY LINK ANALYSIS - RESULTS For purpose of the roadway link analysis, the area is considered urban/commercial. Existing peak hour volumes, the growth rate factor and peak hour projected site-generated trips were used to conduct the roadway link analysis which is summarized in Table 6. Table 6. Roadway Link Capacity Analysis Results Summary Note: *: The maximum traffic volume has been taken from AM/PM (whichever is greater) peak hour traffic. Based upon the roadway link analysis: Kirkwood Blvd: • Currently EB and WB movements operate at LOS A/B at existing conditions. • EB and WB movements expected to operate at LOS D and LOS E, respectively at 2023 background plus site conditions. Classification *Hourly #MEDIAN for Analysis Volume LANES DIVIDED?Per Lane Roadway 2020 Existing: EB Major Arterial 851 3 Y 850 2,550 0.33 A/B WB Major Arterial 887 3 Y 850 2,550 0.35 A/B 2023 Background: EB Major Arterial 1,822 3 Y 850 2,550 0.71 D WB Major Arterial 2,036 3 Y 850 2,550 0.80 D 2023 Background + Site: EB Major Arterial 1,826 3 Y 850 2,550 0.72 D WB Major Arterial 2,043 3 Y 850 2,550 0.80 E Kirkwood Boulevard (Between Driveway 1 and T W King Road) LOSCAPACITYV/CRoadwayDirection Kirkwood Boulevard (Between Driveway 1 and T W King Road) Kirkwood Boulevard (Between Driveway 1 and T W King Road) DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 15 SITE ACCESS REVIEW Intersection sight distance, driveway spacing and deceleration lane requirements were also evaluated as part of this TIA. INTERSECTION SIGHT DISTANCE AND STOPPING SIGHT DISTANCE Sight distance is the metric used to describe the ability of a motorist to physically see (via a direct line of sight) objects and/or other vehicles to a degree sufficient to allow safe and efficient use 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 REVIEW FOR PROJECT A cursory review of the proposed driveways on Google Earth found that the proposed driveways satisfy the intersection sight distance criteria. The intersection sight distance summary is shown is Table 7. Table 7: Intersection Sight Distance Summary Intersections Speed Limit (mph) Required ISD (Ft) Provided ISD (Ft) Meets Requirements Right Turn Left Turn Right Turn Left Turn Driveway 2 at SH114 NBFR 50 480 - 800 - Yes Driveway 1 at Kirkwood Blvd 30 290 335 370 360 Yes 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 5 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. DRIVEWAY SPACING REVIEW CITY OF SOUTHLAKE DRIVEWAY SPACING CRITERIA: The City of Southlake’s 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. Table 8 summarizes the driveway spacing for the proposed driveways along Kirkwood Boulevard. DRIVEWAY SPACING REVIEW FOR PROJECT: A summary of the driveway spacing provided for each of the proposed site access points is presented in Table 8. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 16 Table 8. Driveway Spacing Summary Spacing Between Required (Ft) Provided (Ft) Meets Requirements SH 114 NBFR and Driveway 1 250 ~420 Yes Driveway 2 and Kirkwood Blvd 250 ~530 Yes Driveway 1 and T W King Road 250 ~420 Yes All the proposed site driveways meet City of Southlake’s driveway spacing requirements. DECELERATION LANE ANALYSIS DECELERATION LANE RECOMMENDATIONS: 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 – 5.4. Auxiliary lanes). TXDOT DECELERATION LANE CRITERIA: The TxDOT criteria for providing right-turn deceleration auxiliary lanes are outlined in Table 2-3 (Appendix E) of the Access Management Manual. The threshold for roadways with a posted speed limit greater than 45 MPH is 50 vehicles per hour (or, 60 vehicles per hour for posted speed limit of 45 MPH or lower). For raised medians, left-turn deceleration lanes (“bays”) are required for all left- turn opportunities. Table 9 summarizes the expected right-turn volumes at each driveway during the peak hours. Table 9. Deceleration Lane Analysis Intersection Traffic Movement Analysis Scenario Turning Vehicles (veh) Meets Requirements Driveway 1 at Kirkwood Blvd EBR 2023 Background + Site AM 71 Yes 2023 Background + Site PM 78 Driveway 2 at SH 114 NBFR NBR 2023 Background + Site AM 42 No 2023 Background + Site PM 46 • The projected eastbound, right-turn traffic volume (78 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. • 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 2. TxDOT criteria for auxiliary lanes are outlined in Table 2-3 of the Access Management Manual. Driveway 2 does not exceed the volume threshold for an auxiliary lane during the peak hours and a right-turn lane is not required. A summary of the projected peak hour driveway volumes is included in Appendix A for each scenario analyzed. DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 17 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, part f). DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 18 SUMMARY OF FINDINGS AND RECOMMENDATIONS The services of DeShazo Group, Inc. (DeShazo) were retained by Brown Company Partners, LLC, to conduct a traffic impact analysis (TIA) for the proposed mixed-use development in City of Southlake, Texas. The subject property will be located on the South-East quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake, Texas. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group. The site plan and the development program has changed since then. The proposed project will be fully constructed by 2023. The overall area of the site is approximately 6 acres. Table 1 shows the development program summary for the site development. Table 1. Development Program Summary Use Quantity Buildout Year Embassy Hotel High-Turnover (Sit-Down) Restaurants 145 rooms 14,500 SF 2022 2023 The analysis of the traffic generated by the proposed development resulted in no significant impact on the local roadway system. Below is a summary of findings from this TIA. FINDING: Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. FINDING: Based upon the 2023 background-plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- a. The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- a. The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- a. The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd – The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (95th Percentile) for NB left turn is around 5 vehicles. RECOMMENDATION FOR SIGNALIZED INTERSECTIONS: Optimizing the signal timings and splits will reduce the operational delay for both Frontage Roads during AM peak hour. The failing LOS during PM peak hour is due to the heavy background traffic assumed from the previous developments (Vista development and Ameritrade development). The proposed DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas September 2020 Page 19 development poses only a minimal impact to the intersections. By optimizing the signal timing the delay at the signalized intersections can be reduced. Stacking Depth: At Driveway 1, the maximum 95th percentile queue is 5 vehicles during AM peak hour. As per the site plan, the available stacking depth is inadequate at extreme conditions. FINDING: 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 1. RECOMMENDATION: 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: All the site driveways proposed for this study meet City of Southlake driveway spacing requirements. FINDING: Based on the cursory review on Google Earth, the proposed site driveways meet the required intersection sight distance. (Refer to Table 7). From the field visit, it is recommended the trees that are inhibiting the driver’s view toward oncoming traffic need to be trimmed in order to allow an unobstructed line of sigh of 470 feet from Driveway 1 (Refer Exhibit 5). FINDING: Based upon the roadway link analysis, the proposed development has no significant impact on Kirkwood Boulevard. END OF MEMO Ex h i b i t 3 . E x i s t i n g R o a d w a y G e o m e t r y a n d T r a f f i c C o n t r o l ^North Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group LBN K i r k w o o d B l v d T h e V i s ta D r T W K i n g R d S H -11 4 N B F R S H -1 14 S B F R Ex h i b i t 4 . P r o p o s e d R o a d w a y G e o m e t r y a n d T r a f f i c C o n t r o l ^North Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group LBNKirkwood Bl v d D r i v e w a y 1 T h e V i s ta D r T W K i n g R d S H -11 4 N B F R D r i v e w a y 2 S H -1 14 S B F R TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Appendix A. Traffic Volume Exhibits A1 . 2 0 2 0 E x i s t i n g A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 27 0 27 1 31 1 67 0 671198 6 2 0 1 3 2 4 7 1 13 9 33 0 36 2 7 Ki r k w o o d B l v d T W King Rd20 Ki r k w o o d B l v d 37 685 129239564260 S H 1 1 4 N B F R A2 . 2 0 2 0 E x i s t i n g P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 24 8 65 5 45 2 34 0 133250 3 1 3 9 5 1 3 7 38 8 52 53 0 33 0 Ki r k w o o d B l v d T W King Rd490 Ki r k w o o d B l v d 58 37 81710462128 S H 1 1 4 N B F R A3 . 2 0 2 3 B a c k g r o u n d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 44 4 29 6 42 5 73 9 7181217 6 7 8 4 8 2 8 5 4 29 7 10 1 0 48 7 15 Ki r k w o o d B l v d 97 17 6 7 39 0 The Vista Drive 020 T W King Rd2 Ki r k w o o d B l v d 379 1151 29225581185363 S H 1 1 4 N B F R A4 . 2 0 2 3 B a c k g r o u n d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 28 0 71 6 10 9 5 51 5 190354 3 4 2 1 1 0 0 9 3 45 0 83 13 2 5 80 9 Ki r k w o o d B l v d 17 15 9 20 3 6 The Vista Drive 0127 T W King Rd206 Ki r k w o o d B l v d 124 41 91118111144649 S H 1 1 4 N B F R A5 . 2 0 2 3 S i t e G e n e r a t e d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 12 329 60 3 2 1 8 71 928 Driveway 1 375 Ki r k w o o d B l v d 71 6 T h e V i s t a D r i v e T W King Rd Ki r k w o o d B l v d 56 4 2 Dr i v e w a y 2 51 S H 1 1 4 N B F R A6 . 2 0 2 3 S i t e G e n e r a t e d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 13 339 65 3 3 1 9 78 928 Driveway 1 385 Ki r k w o o d B l v d 78 7 T h e V i s t a D r i v e T W King Rd Ki r k w o o d B l v d 57 4 6 Dr i v e w a y 2 52 S H 1 1 4 N B F R A7 . 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d A M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 45 6 29 6 45 8 74 8 7781217 7 1 0 5 0 1 8 5 4 29 7 10 8 1 49 6 42 Driveway 1 375 Ki r k w o o d B l v d 97 17 6 7 71 639 0 T h e V i s t a D r i v e 20 T W King Rd2 Ki r k w o o d B l v d 383 1151 29225581185369 1 3 3 6 4 2 Dr i v e w a y 2 51 S H 1 1 4 N B F R A8 . 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d P M P e a k H o u r T r a f f i c V o l u m e s North ^Not to Scale TI A f o r th e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s DeShazo Group OD SH 114 SBFR 29 3 71 6 11 2 8 52 5 255354 3 7 5 1 1 1 9 9 3 45 0 16 1 13 3 4 83 7 Driveway 1 385 Ki r k w o o d B l v d 17 15 9 78 720 3 6 T h e V i s t a D r i v e 127 T W King Rd206 Ki r k w o o d B l v d 129 41 91118111144655 1 4 2 1 4 6 Dr i v e w a y 2 52 S H 1 1 4 N B F R TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Appendix B. 2015 & 2019 Traffic Count Data Page 1 of 2 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source:Description: BeginEnd 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 2 Intersection Traffic Movements DeShazo Group, Inc. Location: 1 City/State:Data Collector(s): Day/Date:Weather Conditions: Project-ID #:Traffic Control: Data Source:Description: BeginEnd 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: TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Appendix C. Site-Generated Traffic Supplement 5% 10 % 3 5 % 50 % C1 N.T.S Global Traffic Distribution TIA for the Creekside Point in Southlake, Texas PROJECT#:20071 DATE: June 2020 N LEGEND: SITE LOCATION SH 1 1 4 M A I N L A N E S SH 1 1 4 N B F R DR I V E W A Y 1 T W K I N G R O A D KIRKWOOD BLVD 10% 50 % (10%) (35%) 60% (30%) (10%) 60% 5% (4 0 % ) 5% (5%) DRIVEWAY 2 35 % (2 0 % ) (5 % ) (3 5 % ) SH 1 1 4 S B F R TH E V I S T A D R I V E (55%) C1TRAFFIC ASSIGNMENT - INBOUND AND OUTBOUND N.T.S Legend : XX - Inbound Traffic Assignment (XX) - Outbound Traffic Assignment TIA for the Creekside Point in Southlake, Texas PROJECT#:20071 DATE: JUNE 2020 TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Appendix D. Detailed Intersection Capacity Analysis Results Timings 2 0 2 0 E x i s t i n g 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 270 271 3 1 1 6 7 0 0 0 0 0 6 7 1 1 9 8 Future Volume (vph)0 270 271 3 1 1 6 7 0 0 0 0 0 6 7 1 1 9 8 Peak Hour Factor0.92 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 Adj. Flow (vph)0 293 295 3 3 8 7 2 8 0 0 0 0 7 3 1 2 1 5 Shared Lane Traffic (%) 1 0 % Lane Group Flow (vph) 0 293 295 3 3 8 7 2 8 0 0 0 0 6 6 2 2 3 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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% 45 . 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)23.3 23.3 6 9 . 0 7 6 . 0 3 2 . 5 3 2 . 5 Actuated g/C Ratio0.19 0.19 0 . 5 8 0 . 6 3 0 . 2 7 0 . 2 7 v/c Ratio0.30 0.54 0 . 3 8 0 . 3 2 0 . 1 5 0 . 2 4 Control Delay42.8 8.8 2 . 3 1 . 1 3 4 . 5 5 . 7 Queue Delay0.0 0.0 0 . 3 0 . 4 0 . 0 0 . 0 Total Delay42.8 8.8 2 . 6 1 . 4 3 4 . 5 5 . 7 LOSD A A A C A Approach Delay25.7 1 . 8 1 2 . 3 Approach LOSC A B Queue Length 50th (ft)72 0 7 7 4 2 2 Queue Length 95th (ft)102 78 m 1 0 7 8 4 3 4 Internal Link Dist (ft)313 3 2 7 3 9 5 4 8 2 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 989 545 8 9 8 2 2 3 9 4 3 6 9 4 0 Starvation Cap Reductn0 0 1 7 2 9 0 6 0 0 Spillback Cap Reductn0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.30 0.54 0 . 4 7 0 . 5 5 0 . 1 5 0 . 2 4 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: 0.79 T i m i n g s 2 0 2 0 E x i s t i n g 1 : S H - 1 1 4 S B F R & S o l a n a B l v d / K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 2 2 . 5 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 2 8 . 0 4 8 . 0 2 4 . 0 3 9 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 2 3 % 4 0 % 2 0 % 3 3 % 8 % 8 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings 2 0 2 0 E x i s t i n g 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 10.6 I n t e r s e c t i o n L O S : B Intersection Capacity Utilization 63.7% I C U L e v e l o f S e r v i c e B Analysis Period (min) 15m Volume for 95th percentile queue is metered by upstrea m s i g n a l . Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwo o d B l v d T i m i n g s 2 0 2 0 E x i s t i n g 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 1 3 9 3 3 0 0 0 3 6 2 7 6 2 0 1 3 2 4 7 1 0 0 0 F u t u r e V o l u m e ( v p h ) 1 3 9 3 3 0 0 0 3 6 2 7 6 2 0 1 3 2 4 7 1 0 0 0 P e a k H o u r F a c t o r 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 0 . 9 2 0 . 9 2 A d j . F l o w ( v p h ) 1 5 1 3 5 9 0 0 3 9 3 8 6 7 4 1 4 3 5 1 2 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 3 2 % L a n e G r o u p F l o w ( v p h ) 1 5 1 3 5 9 0 0 3 9 3 8 4 5 8 8 7 1 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 4 8 . 0 2 4 . 0 T o t a l S p l i t ( % ) 4 0 . 0 % 2 0 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 5 8 . 2 6 5 . 2 1 7 . 0 1 2 0 . 0 4 3 . 3 4 3 . 3 A c t u a t e d g / C R a t i o 0 . 4 8 0 . 5 4 0 . 1 4 1 . 0 0 0 . 3 6 0 . 3 6 v / c R a t i o 0 . 2 1 0 . 1 9 0 . 5 5 0 . 0 1 0 . 7 9 0 . 6 6 C o n t r o l D e l a y 5 . 3 5 . 2 5 0 . 3 0 . 0 4 5 . 6 2 1 . 6 Q u e u e D e l a y 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 T o t a l D e l a y 5 . 3 5 . 2 5 0 . 3 0 . 0 4 5 . 6 2 1 . 6 L O S A A D A D C A p p r o a c h D e l a y 5 . 2 4 9 . 3 2 9 . 9 A p p r o a c h L O S A D C Q u e u e L e n g t h 5 0 t h ( f t ) 1 6 1 9 1 0 5 0 3 4 3 1 8 9 Q u e u e L e n g t h 9 5 t h ( f t ) 2 4 2 5 1 4 5 m 0 # 4 9 8 2 6 4 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 7 2 7 1 9 2 3 7 2 0 1 5 8 3 5 8 0 1 3 1 8 S t a r v a t i o n C a p R e d u c t n 0 0 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 0 0 0 0 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 0 . 2 1 0 . 1 9 0 . 5 5 0 . 0 1 0 . 7 9 0 . 6 6 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 2 0 A c t u a t e d C y c l e L e n g t h : 1 2 0 O f f s e t : 8 1 . 8 ( 6 8 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 9 5 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 0 . 7 9 Timings 2 0 2 0 E x i s t i n g 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 22.5 2 2 . 5 9 . 0 9 . 0 Total Split (s)54.0 29.0 28.0 3 9 . 0 9 . 0 9 . 0 Total Split (%)45% 24% 23% 3 3 % 8 % 8 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 0 E x i s t i n g 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 2 7 . 7 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 3 . 7 % 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 . 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 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings 2 0 2 0 E x i s t i n g 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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)37 685 129 0 2 3 9 2 0 0 5 6 4 2 6 0 Future Volume (vph)37 685 129 0 2 3 9 2 0 0 5 6 4 2 6 0 Peak Hour Factor0.91 0.91 0.92 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)41 753 140 0 2 5 1 0 2 0 0 6 2 4 2 8 6 Shared Lane Traffic (%) 4 9 % Lane Group Flow (vph) 41 753 140 0 3 5 0 2 0 0 6 2 1 4 4 1 4 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% 45 . 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 Lead 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 . 2 3 7 . 5 3 9 . 8 3 2 . 4 4 5 . 2 Actuated g/C Ratio 0.53 0.53 0.63 0 . 4 3 0 . 3 1 0 . 3 3 0 . 2 7 0 . 3 8 v/c Ratio0.06 0.40 0.13 0 . 0 2 0 . 0 1 0 . 1 3 0 . 2 8 0 . 2 2 Control Delay18.3 22.6 3.7 1 6 . 0 2 4 . 5 2 5 . 9 7 . 6 4 . 7 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay18.3 22.6 3.7 1 6 . 0 2 4 . 5 2 5 . 9 7 . 6 4 . 7 LOSB C A B C C A A Approach Delay19.6 1 6 . 0 2 4 . 5 9 . 6 Approach LOSB B C A Queue Length 50th (ft) 20 216 9 5 1 3 1 2 0 Queue Length 95th (ft) m40 294 m36 1 6 7 6 3 5 5 4 4 Internal Link Dist (ft)288 1 5 0 5 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 691 1887 1077 1 4 4 9 4 2 6 4 9 1 5 0 9 6 8 1 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.06 0.40 0.13 0 . 0 2 0 . 0 0 0 . 1 3 0 . 2 8 0 . 2 1 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: 0.40 T i m i n g s 2 0 2 0 E x i s t i n g 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 1 6 . 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 3 8 . 7 % 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 : 4 : K i r k w o o d B l v d & T W K i n g R d Timings 2 0 2 0 E x i s t i n g 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 248 655 4 5 2 3 4 0 0 0 0 0 1 3 3 2 5 0 Future Volume (vph)0 248 655 4 5 2 3 4 0 0 0 0 0 1 3 3 2 5 0 Peak Hour Factor0.86 0.86 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 Adj. Flow (vph)0 288 762 5 2 6 3 9 5 0 0 0 0 1 5 5 2 5 8 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 288 762 5 2 6 3 9 5 0 0 0 0 7 7 1 3 8 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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% 55 . 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)21.0 21.0 8 0 . 0 8 7 . 0 2 1 . 5 2 1 . 5 Actuated g/C Ratio0.18 0.18 0 . 6 7 0 . 7 2 0 . 1 8 0 . 1 8 v/c Ratio0.32 1.10 0 . 5 0 0 . 1 5 0 . 2 7 0 . 2 3 Control Delay44.5 79.7 4 . 8 0 . 3 4 5 . 4 2 5 . 4 Queue Delay0.0 0.0 0 . 5 0 . 0 0 . 0 0 . 0 Total Delay44.5 79.7 5 . 3 0 . 3 4 5 . 4 2 5 . 4 LOSD E A A D C Approach Delay70.0 3 . 2 3 2 . 6 Approach LOSE A C Queue Length 50th (ft)72 ~321 2 6 6 1 5 7 2 9 Queue Length 95th (ft)96 #497 m 3 1 8 m 1 1 0 3 5 6 Internal Link Dist (ft)348 3 2 7 5 3 8 5 0 7 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 889 695 1 0 5 5 2 5 6 5 2 8 8 6 0 1 Starvation Cap Reductn0 0 2 1 1 0 0 0 Spillback Cap Reductn0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.32 1.10 0 . 6 2 0 . 1 5 0 . 2 7 0 . 2 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: 90Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.10 T i m i n g s 2 0 2 0 E x i s t i n g 1 : S o l a n a B l v d / K i r k w o o d B l v d & S H - 1 1 4 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 1 7 . 0 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 1 7 . 0 3 6 . 0 4 2 . 0 3 3 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 1 4 % 3 0 % 3 5 % 2 8 % 8 % 8 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings 2 0 2 0 E x i s t i n g 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 38.2 I n t e r s e c t i o n L O S : D Intersection Capacity Utilization 85.2% 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: 1: Solana Blvd/Kirkwood Blvd & SH-11 4 S B F R T i m i n g s 2 0 2 0 E x i s t i n g 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 3 8 8 5 2 0 0 5 3 0 3 3 0 3 1 3 9 5 1 3 7 0 0 0 F u t u r e V o l u m e ( v p h ) 3 8 8 5 2 0 0 5 3 0 3 3 0 3 1 3 9 5 1 3 7 0 0 0 P e a k H o u r F a c t o r 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 A d j . F l o w ( v p h ) 4 0 8 5 5 0 0 5 5 8 3 4 7 3 2 9 1 0 0 1 3 9 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 4 0 8 5 5 0 0 5 5 8 3 4 7 2 9 6 1 0 7 3 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 3 6 . 0 4 2 . 0 T o t a l S p l i t ( % ) 3 0 . 0 % 3 5 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 6 4 . 0 7 1 . 0 3 5 . 0 1 2 0 . 0 3 7 . 5 3 7 . 5 A c t u a t e d g / C R a t i o 0 . 5 3 0 . 5 9 0 . 2 9 1 . 0 0 0 . 3 1 0 . 3 1 v / c R a t i o 0 . 6 4 0 . 0 3 0 . 3 8 0 . 2 2 0 . 5 9 1 . 0 2 C o n t r o l D e l a y 1 3 . 1 1 . 1 5 9 . 6 0 . 3 4 0 . 5 7 3 . 5 Q u e u e D e l a y 0 . 3 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 T o t a l D e l a y 1 3 . 4 1 . 1 5 9 . 6 0 . 3 4 0 . 5 7 3 . 5 L O S B A E A D E A p p r o a c h D e l a y 1 1 . 9 3 6 . 9 6 6 . 4 A p p r o a c h L O S B D E Q u e u e L e n g t h 5 0 t h ( f t ) 2 1 4 1 1 6 3 0 2 1 2 ~ 4 8 2 Q u e u e L e n g t h 9 5 t h ( f t ) 2 8 8 1 2 0 4 0 3 1 7 # 6 2 5 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 6 3 6 2 0 9 3 1 4 8 3 1 5 8 3 5 0 3 1 0 5 3 S t a r v a t i o n C a p R e d u c t n 2 9 0 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 4 9 0 0 0 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 0 . 6 7 0 . 0 3 0 . 3 9 0 . 2 2 0 . 5 9 1 . 0 2 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 2 0 A c t u a t e d C y c l e L e n g t h : 1 2 0 O f f s e t : 8 1 . 8 ( 6 8 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 9 0 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 1 0 Timings 2 0 2 0 E x i s t i n g 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 17.0 2 2 . 5 9 . 0 9 . 0 Total Split (s)66.0 28.0 17.0 3 3 . 0 9 . 0 9 . 0 Total Split (%)55% 23% 14% 2 8 % 8 % 8 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 0 E x i s t i n g 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 4 7 . 4 I n t e r s e c t i o n L O S : D I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 5 . 2 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 9 5 t h p e r c e n t i l e v o l u m e e x c e e d s c a p a c i t y , q u e u e m a y b e l o n g e r . Q u e u e s h o w n i s m a x i m u m a f t e r t w o c y c l e s . S p l i t s a n d P h a s e s : 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings 2 0 2 0 E x i s t i n g 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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)58 37 8 1 7 1 0 4 6 4 9 0 0 2 0 1 2 8 Future Volume (vph)58 37 8 1 7 1 0 4 6 4 9 0 0 2 0 1 2 8 Peak Hour Factor0.89 0.89 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 Adj. Flow (vph)65 42 9 1 7 9 8 5 2 5 5 0 0 2 0 1 4 4 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 65 42 9 0 8 5 1 0 5 5 0 0 2 7 2 7 2 Turn Typepm+pt NA pm+ov P e r m 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% 45 . 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 Lead 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 77.9 5 2 . 8 4 3 . 7 3 6 . 9 3 2 . 4 4 5 . 9 Actuated g/C Ratio 0.53 0.53 0.65 0 . 4 4 0 . 3 6 0 . 3 1 0 . 2 7 0 . 3 8 v/c Ratio0.24 0.02 0.01 0 . 5 8 0 . 1 2 0 . 0 0 0 . 1 1 0 . 1 0 Control Delay22.1 19.2 3.1 2 7 . 7 2 5 . 7 2 4 . 5 0 . 4 0 . 3 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay22.1 19.2 3.1 2 7 . 7 2 5 . 7 2 4 . 5 0 . 4 0 . 3 LOSC B A C C C A A Approach Delay19.6 2 7 . 7 2 5 . 7 0 . 7 Approach LOSB C C A Queue Length 50th (ft) 37 12 1 2 6 3 2 8 1 0 0 Queue Length 95th (ft) m59 m21 m1 3 3 2 5 6 6 0 0 Internal Link Dist (ft)506 8 2 8 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 286 1887 1129 1 4 7 9 4 9 7 4 7 9 6 3 9 7 1 5 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.23 0.02 0.01 0 . 5 8 0 . 1 1 0 . 0 0 0 . 1 1 0 . 1 0 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: 0.58 T i m i n g s 2 0 2 0 E x i s t i n g 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 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 . 5 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 5 3 . 4 % 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 : 4 : K i r k w o o d B l v d & T W K i n g R d Timings 2 0 2 3 B a c k g r o u n d 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 444 296 4 2 5 7 3 9 0 0 0 0 7 1 8 1 2 1 7 Future Volume (vph)0 444 296 4 2 5 7 3 9 0 0 0 0 7 1 8 1 2 1 7 Peak Hour Factor0.92 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 Adj. Flow (vph)0 483 322 4 6 2 8 0 3 0 0 0 0 7 8 0 1 2 3 6 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 483 322 4 6 2 8 0 3 0 0 0 0 3 9 0 6 2 7 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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% 45 . 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)22.0 22.0 6 9 . 0 7 6 . 0 3 2 . 5 3 2 . 5 Actuated g/C Ratio0.18 0.18 0 . 5 8 0 . 6 3 0 . 2 7 0 . 2 7 v/c Ratio0.52 0.58 0 . 5 6 0 . 3 6 0 . 8 9 0 . 6 9 Control Delay46.5 9.3 4 . 3 0 . 2 6 6 . 3 3 8 . 1 Queue Delay0.0 0.0 1 . 4 0 . 9 0 . 0 0 . 0 Total Delay46.5 9.3 5 . 7 1 . 0 6 6 . 3 3 8 . 1 LOSD A A A E D Approach Delay31.6 2 . 7 4 8 . 9 Approach LOSC A D Queue Length 50th (ft)124 0 3 7 0 3 1 9 2 0 7 Queue Length 95th (ft)163 82 m 4 1 m 0 # 5 1 8 2 7 8 Internal Link Dist (ft)313 3 2 7 3 9 5 4 8 2 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 932 553 8 2 6 2 2 4 1 4 3 6 9 0 5 Starvation Cap Reductn0 0 1 9 1 1 0 7 9 0 0 Spillback Cap Reductn0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.58 0 . 7 3 0 . 6 9 0 . 8 9 0 . 6 9 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: 135Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.31 T i m i n g s 2 0 2 3 B a c k g r o u n d 1 : S H - 1 1 4 S B F R & S o l a n a B l v d / K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 2 2 . 5 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 2 8 . 0 4 8 . 0 2 4 . 0 3 9 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 2 3 % 4 0 % 2 0 % 3 3 % 8 % 8 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings 2 0 2 3 B a c k g r o u n d 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 25.5 I n t e r s e c t i o n L O S : C Intersection Capacity Utilization 90.3% 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 i g n a l . Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwo o d B l v d T i m i n g s 2 0 2 3 B a c k g r o u n d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 2 9 7 1 0 1 0 0 0 4 8 7 1 5 6 7 8 4 8 2 8 5 4 0 0 0 F u t u r e V o l u m e ( v p h ) 2 9 7 1 0 1 0 0 0 4 8 7 1 5 6 7 8 4 8 2 8 5 4 0 0 0 P e a k H o u r F a c t o r 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 0 . 9 2 0 . 9 2 A d j . F l o w ( v p h ) 3 2 3 1 0 9 8 0 0 5 2 9 1 6 7 3 7 5 2 4 9 2 8 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 3 2 3 1 0 9 8 0 0 5 2 9 1 6 6 6 3 1 5 2 6 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 4 8 . 0 2 4 . 0 T o t a l S p l i t ( % ) 4 0 . 0 % 2 0 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 5 8 . 0 6 5 . 0 1 7 . 0 1 2 0 . 0 4 3 . 5 4 3 . 5 A c t u a t e d g / C R a t i o 0 . 4 8 0 . 5 4 0 . 1 4 1 . 0 0 0 . 3 6 0 . 3 6 v / c R a t i o 0 . 4 7 0 . 5 7 0 . 7 3 0 . 0 1 1 . 1 4 1 . 5 7 d r C o n t r o l D e l a y 1 2 . 1 4 . 0 5 4 . 6 0 . 0 1 1 7 . 3 1 7 9 . 3 Q u e u e D e l a y 0 . 6 0 . 5 0 . 0 0 . 0 0 . 0 0 . 0 T o t a l D e l a y 1 2 . 8 4 . 5 5 4 . 6 0 . 0 1 1 7 . 3 1 7 9 . 3 L O S B A D A F F A p p r o a c h D e l a y 6 . 4 5 2 . 9 1 6 0 . 5 A p p r o a c h L O S A D F Q u e u e L e n g t h 5 0 t h ( f t ) 3 1 3 1 1 4 6 0 ~ 6 5 7 ~ 8 2 1 Q u e u e L e n g t h 9 5 t h ( f t ) m 7 7 m 3 3 1 9 0 m 0 # 9 1 0 # 9 6 9 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 6 8 4 1 9 1 6 7 2 0 1 5 8 3 5 8 3 1 1 6 1 S t a r v a t i o n C a p R e d u c t n 1 3 0 3 7 2 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 0 0 0 0 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 0 . 5 8 0 . 7 1 0 . 7 3 0 . 0 1 1 . 1 4 1 . 3 1 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 2 0 A c t u a t e d C y c l e L e n g t h : 1 2 0 O f f s e t : 8 1 . 8 ( 6 8 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 1 3 5 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 3 1 Timings 2 0 2 3 B a c k g r o u n d 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 22.5 2 2 . 5 9 . 0 9 . 0 Total Split (s)54.0 29.0 28.0 3 9 . 0 9 . 0 9 . 0 Total Split (%)45% 24% 23% 3 3 % 8 % 8 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 3 B a c k g r o u n d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 9 3 . 7 I n t e r s e c t i o n L O S : F I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 0 . 3 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 . d r D e f a c t o R i g h t L a n e . R e c o d e w i t h 1 t h o u g h l a n e a s a r i g h t l a n e . S p l i t s a n d P h a s e s : 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings 2 0 2 3 B a c k g r o u n d 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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) 379 1151 292 0 2 5 5 8 2 0 0 1 1 8 5 3 6 3 Future Volume (vph) 379 1151 292 0 2 5 5 8 2 0 0 1 1 8 5 3 6 3 Peak Hour Factor0.91 0.91 0.92 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)416 1265 317 0 2 7 6 4 2 0 0 1 3 0 5 3 9 9 Shared Lane Traffic (%) 4 9 % Lane Group Flow (vph) 416 1265 317 0 9 1 0 2 0 0 1 3 0 2 0 1 2 0 3 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% 45 . 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 Lead 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 75.7 4 9 . 0 3 5 . 7 4 0 . 3 3 2 . 3 4 7 . 3 Actuated g/C Ratio 0.53 0.53 0.63 0 . 4 1 0 . 3 0 0 . 3 4 0 . 2 7 0 . 3 9 v/c Ratio0.63 0.67 0.28 0 . 0 7 0 . 0 1 0 . 2 8 0 . 3 7 0 . 2 8 Control Delay25.0 26.3 2.6 8 . 4 2 4 . 5 2 8 . 1 7 . 2 4 . 3 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay25.0 26.3 2.6 8 . 4 2 4 . 5 2 8 . 1 7 . 2 4 . 3 LOSC C A A C C A A Approach Delay22.3 8 . 4 2 4 . 5 1 1 . 2 Approach LOSC A C B Queue Length 50th (ft) 205 431 19 6 1 6 8 3 0 Queue Length 95th (ft) m217 m377 m22 2 3 7 1 1 6 6 4 4 9 Internal Link Dist (ft)288 1 5 0 5 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 661 1887 1139 1 3 3 1 3 7 6 4 7 2 5 5 0 7 1 5 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.63 0.67 0.28 0 . 0 7 0 . 0 1 0 . 2 8 0 . 3 7 0 . 2 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: 0.67 T i m i n g s 2 0 2 3 B a c k g r o u n d 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 1 9 . 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 5 5 . 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 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 : 4 : K i r k w o o d B l v d & T W K i n g R d HCM 2010 TWSC 2 0 2 3 B a c k g r o u n d 3: Kirkwood Blvd & The Vista Dr T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 IntersectionInt Delay, s/veh 0.6MovementEBL EBT WBT WBR SBL S B R Lane ConfigurationsTraffic Vol, veh/h 97 1767 390 0 0 2 0 Future Vol, veh/h 97 1767 390 0 0 2 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop S t o p RT Channelized - None - None - N o n e Storage Length 70 - - - 0 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 9 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow105 1921 424 0 0 2 2 Major/Minor Major1 Major2 Minor2Conflicting Flow All 424 0 - 0 1402 2 1 2 Stage 1- - - - 424 - Stage 2 - - - - 978 - Critical Hdwy 5.34 - - - 5.74 7 . 1 4 Critical Hdwy Stg 1 - - - - 6.64 - Critical Hdwy Stg 2 - - - - 6.04 - Follow-up Hdwy 3.12 - - - 3.82 3 . 9 2 Pot Cap-1 Maneuver 735 - - - 194 6 7 5 Stage 1 - - - - 535 - Stage 2- - - - 294 - Platoon blocked, % - - -Mov Cap-1 Maneuver 735 - - - 166 6 7 5 Mov Cap-2 Maneuver - - - - 166 - Stage 1- - - - 458 - Stage 2 - - - - 294 - ApproachEB WB SBHCM Control Delay, s 0.6 0 10.5HCM LOS BMinor Lane/Major Mvmt EBL EBT WBT WBRS B L n 1 S B L n 2 Capacity (veh/h)735 - - - - 6 7 5 HCM Lane V/C Ratio 0.143 - - - - 0 . 0 3 2 HCM Control Delay (s) 10.7 - - - 0 1 0 . 5 HCM Lane LOS B - - - A B HCM 95th %tile Q(veh) 0.5 - - - - 0 . 1 Timings 2 0 2 3 B a c k g r o u n d 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 280 716 1 0 9 5 5 1 5 0 0 0 0 1 9 0 3 5 4 Future Volume (vph)0 280 716 1 0 9 5 5 1 5 0 0 0 0 1 9 0 3 5 4 Peak Hour Factor0.86 0.86 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 Adj. Flow (vph)0 326 833 1 2 7 3 5 9 9 0 0 0 0 2 2 1 3 6 3 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 326 833 1 2 7 3 5 9 9 0 0 0 0 1 1 0 1 7 7 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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% 55 . 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)21.0 21.0 8 0 . 0 8 7 . 0 2 1 . 5 2 1 . 5 Actuated g/C Ratio0.18 0.18 0 . 6 7 0 . 7 2 0 . 1 8 0 . 1 8 v/c Ratio0.37 1.64 1 . 2 1 0 . 2 3 0 . 3 8 0 . 2 9 Control Delay45.0 319.2 1 1 8 . 9 0 . 4 4 7 . 9 2 8 . 6 Queue Delay0.1 0.0 0 . 9 0 . 5 0 . 0 0 . 0 Total Delay45.1 319.2 1 1 9 . 8 0 . 9 4 7 . 9 2 8 . 6 LOSD F F A D C Approach Delay242.1 8 1 . 8 3 6 . 0 Approach LOSF F D Queue Length 50th (ft)82 ~748 ~1 0 6 7 3 8 3 4 1 Queue Length 95th (ft)108 #924 m#1 2 0 6 m 4 1 3 8 7 2 Internal Link Dist (ft)348 3 2 7 5 3 8 5 0 7 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 889 508 1 0 4 8 2 5 6 5 2 8 8 6 0 9 Starvation Cap Reductn0 0 1 7 8 1 4 7 6 0 0 Spillback Cap Reductn108 0 0 0 0 1 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.42 1.64 1 . 4 6 0 . 5 5 0 . 3 8 0 . 2 9 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: 140Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.64 T i m i n g s 2 0 2 3 B a c k g r o u n d 1 : S o l a n a B l v d / K i r k w o o d B l v d & S H - 1 1 4 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 1 7 . 0 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 1 7 . 0 3 6 . 0 4 2 . 0 3 3 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 1 4 % 3 0 % 3 5 % 2 8 % 8 % 8 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings 2 0 2 3 B a c k g r o u n d 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 133.8 I n t e r s e c t i o n L O S : F Intersection Capacity Utilization 114.2% I C U L e v e l o f S e r v i c e H 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: 1: Solana Blvd/Kirkwood Blvd & SH-11 4 S B F R T i m i n g s 2 0 2 3 B a c k g r o u n d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 4 5 0 8 3 0 0 1 3 2 5 8 0 9 3 4 2 1 1 0 0 9 3 0 0 0 F u t u r e V o l u m e ( v p h ) 4 5 0 8 3 0 0 1 3 2 5 8 0 9 3 4 2 1 1 0 0 9 3 0 0 0 P e a k H o u r F a c t o r 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 A d j . F l o w ( v p h ) 4 7 4 8 7 0 0 1 3 9 5 8 5 2 3 6 0 1 1 5 8 9 8 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 4 7 4 8 7 0 0 1 3 9 5 8 5 2 3 2 4 1 2 9 2 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 3 6 . 0 4 2 . 0 T o t a l S p l i t ( % ) 3 0 . 0 % 3 5 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 6 4 . 0 7 1 . 0 3 5 . 0 1 2 0 . 0 3 7 . 5 3 7 . 5 A c t u a t e d g / C R a t i o 0 . 5 3 0 . 5 9 0 . 2 9 1 . 0 0 0 . 3 1 0 . 3 1 v / c R a t i o 0 . 9 7 0 . 0 4 0 . 9 4 0 . 5 4 0 . 6 4 1 . 2 3 C o n t r o l D e l a y 6 2 . 5 1 . 0 6 0 . 9 0 . 6 4 2 . 5 1 4 7 . 9 Q u e u e D e l a y 1 4 . 4 0 . 0 3 8 . 7 0 . 0 0 . 4 0 . 2 T o t a l D e l a y 7 6 . 9 1 . 0 9 9 . 6 0 . 6 4 2 . 9 1 4 8 . 1 L O S E A F A D F A p p r o a c h D e l a y 6 5 . 1 6 2 . 1 1 2 7 . 0 A p p r o a c h L O S E E F Q u e u e L e n g t h 5 0 t h ( f t ) 3 3 4 1 4 1 8 0 2 3 6 ~ 6 8 0 Q u e u e L e n g t h 9 5 t h ( f t ) # 5 3 3 1 m 4 3 0 m 0 3 5 0 # 8 2 5 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 4 8 9 2 0 9 3 1 4 8 3 1 5 8 3 5 0 3 1 0 5 1 S t a r v a t i o n C a p R e d u c t n 2 8 0 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 1 9 9 0 2 4 5 2 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 1 . 0 3 0 . 0 4 1 . 0 9 0 . 5 4 0 . 6 8 1 . 2 9 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 2 0 A c t u a t e d C y c l e L e n g t h : 1 2 0 O f f s e t : 8 1 . 8 ( 6 8 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 1 4 0 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 6 4 Timings 2 0 2 3 B a c k g r o u n d 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 17.0 2 2 . 5 9 . 0 9 . 0 Total Split (s)66.0 28.0 17.0 3 3 . 0 9 . 0 9 . 0 Total Split (%)55% 23% 14% 2 8 % 8 % 8 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 3 B a c k g r o u n d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 8 6 . 2 I n t e r s e c t i o n L O S : F 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 1 1 4 . 2 % I C U L e v e l o f S e r v i c e H A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings 2 0 2 3 B a c k g r o u n d 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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) 124 41 9 1 1 1 8 1 1 1 1 2 0 6 0 0 4 4 0 6 4 9 Future Volume (vph) 124 41 9 1 1 1 8 1 1 1 1 2 0 6 0 0 4 4 0 6 4 9 Peak Hour Factor0.89 0.89 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 Adj. Flow (vph)139 46 10 1 1 3 2 7 1 2 5 2 3 1 0 0 4 9 0 7 2 9 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 139 46 10 0 1 4 5 3 0 2 3 1 0 0 4 9 3 6 5 3 6 4 Turn Typepm+pt NA pm+ov P e r m 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% 45 . 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 Lead 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 84.5 4 9 . 2 4 4 . 0 3 0 . 7 2 3 . 5 3 8 . 3 Actuated g/C Ratio 0.53 0.53 0.70 0 . 4 1 0 . 3 7 0 . 2 6 0 . 2 0 0 . 3 2 v/c Ratio0.72 0.02 0.01 1 . 0 6 0 . 8 5 0 . 1 3 0 . 8 1 0 . 6 4 Control Delay45.8 21.9 2.7 7 5 . 5 5 8 . 1 2 6 . 5 3 7 . 5 2 7 . 2 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay45.8 21.9 2.7 7 5 . 5 5 8 . 1 2 6 . 5 3 7 . 5 2 7 . 2 LOSDC A E E C D C Approach Delay37.9 7 5 . 5 5 8 . 1 3 1 . 9 Approach LOSD E E C Queue Length 50th (ft) 87 14 1 ~ 6 5 1 1 2 9 2 4 1 4 2 1 5 8 Queue Length 95th (ft) m107 m21 m1 # 7 7 5 # 2 5 7 5 2 # 3 0 1 2 6 8 Internal Link Dist (ft)506 8 2 8 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 196 1887 1129 1 3 7 5 2 7 8 3 9 4 4 4 8 5 7 5 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.71 0.02 0.01 1 . 0 6 0 . 8 3 0 . 1 2 0 . 8 1 0 . 6 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: 115Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.06 T i m i n g s 2 0 2 3 B a c k g r o u n d 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 5 8 . 5 I n t e r s e c t i o n L O S : E I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 9 . 0 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 : 4 : K i r k w o o d B l v d & T W K i n g R d HCM 2010 TWSC 2 0 2 3 B a c k g r o u n d 3: Kirkwood Blvd & The Vista Dr T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 IntersectionInt Delay, s/veh 1MovementEBL EBT WBT WBR SBL S B R Lane ConfigurationsTraffic Vol, veh/h 17 159 2036 0 0 1 2 7 Future Vol, veh/h 17 159 2036 0 0 1 2 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop S t o p RT Channelized - None - None - N o n e Storage Length 70 - - - 0 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 9 2 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow18 173 2213 0 0 1 3 8 Major/Minor Major1 Major2 Minor2Conflicting Flow All 2213 0 - 0 2318 1 1 0 7 Stage 1- - - - 2213 - Stage 2 - - - - 105 - Critical Hdwy 5.34 - - - 5.74 7 . 1 4 Critical Hdwy Stg 1 - - - - 6.64 - Critical Hdwy Stg 2 - - - - 6.04 - Follow-up Hdwy 3.12 - - - 3.82 3 . 9 2 Pot Cap-1 Maneuver *535 - - - *456 * 4 2 5 Stage 1 - - - - *436 - Stage 2- - - - *912 - Platoon blocked, % 1 - - - 1 1 Mov Cap-1 Maneuver *535 - - - *440 * 4 2 5 Mov Cap-2 Maneuver - - - - *440 - Stage 1- - - - *422 - Stage 2 - - - - *912 - ApproachEB WB SBHCM Control Delay, s 1.2 0 17.5HCM LOS CMinor Lane/Major Mvmt EBL EBT WBT WBRS B L n 1 S B L n 2 Capacity (veh/h)* 535 - - - - 4 2 5 HCM Lane V/C Ratio 0.035 - - - - 0 . 3 2 5 HCM Control Delay (s) 12 - - - 0 1 7 . 5 HCM Lane LOS B - - - A C HCM 95th %tile Q(veh) 0.1 - - - - 1 . 4 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 Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 456 296 4 5 8 7 4 8 0 0 0 0 7 7 8 1 2 1 7 Future Volume (vph)0 456 296 4 5 8 7 4 8 0 0 0 0 7 7 8 1 2 1 7 Peak Hour Factor0.92 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 Adj. Flow (vph)0 496 322 4 9 8 8 1 3 0 0 0 0 8 4 6 1 2 3 6 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 496 322 4 9 8 8 1 3 0 0 0 0 4 2 3 6 6 0 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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% 45 . 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)22.0 22.0 6 9 . 0 7 6 . 0 3 2 . 5 3 2 . 5 Actuated g/C Ratio0.18 0.18 0 . 5 8 0 . 6 3 0 . 2 7 0 . 2 7 v/c Ratio0.53 0.58 0 . 6 1 0 . 3 6 0 . 9 7 0 . 7 4 Control Delay46.7 9.3 5 . 3 0 . 1 8 0 . 1 4 0 . 7 Queue Delay0.0 0.0 2 . 0 1 . 0 0 . 0 0 . 0 Total Delay46.7 9.3 7 . 3 1 . 0 8 0 . 1 4 0 . 7 LOSD A A A F D Approach Delay32.0 3 . 4 5 6 . 1 Approach LOSC A E Queue Length 50th (ft)128 0 4 8 0 3 5 7 2 2 8 Queue Length 95th (ft)167 82 m 4 9 m 0 # 5 8 2 3 0 2 Internal Link Dist (ft)313 3 2 7 5 3 5 4 8 2 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 932 553 8 2 1 2 2 4 1 4 3 6 8 9 7 Starvation Cap Reductn0 0 1 8 6 1 0 8 6 0 0 Spillback Cap Reductn0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.53 0.58 0 . 7 8 0 . 7 0 0 . 9 7 0 . 7 4 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: 135Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.34 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 1 : S H - 1 1 4 S B F R & S o l a n a B l v d / K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 2 2 . 5 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 2 8 . 0 4 8 . 0 2 4 . 0 3 9 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 2 3 % 4 0 % 2 0 % 3 3 % 8 % 8 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 28.5 I n t e r s e c t i o n L O S : C Intersection Capacity Utilization 92.6% I C U L e v e l o f S e r v i c e F 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 i g n a l . Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwo o d B l v d T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 2 9 7 1 0 8 1 0 0 4 9 6 4 2 7 1 0 5 0 1 8 5 4 0 0 0 F u t u r e V o l u m e ( v p h ) 2 9 7 1 0 8 1 0 0 4 9 6 4 2 7 1 0 5 0 1 8 5 4 0 0 0 P e a k H o u r F a c t o r 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 0 . 9 2 0 . 9 2 A d j . F l o w ( v p h ) 3 2 3 1 1 7 5 0 0 5 3 9 4 6 7 7 2 5 4 5 9 2 8 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 3 2 3 1 1 7 5 0 0 5 3 9 4 6 6 9 5 1 5 5 0 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 4 8 . 0 2 4 . 0 T o t a l S p l i t ( % ) 4 0 . 0 % 2 0 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 5 8 . 0 6 5 . 0 1 7 . 0 1 2 0 . 0 4 3 . 5 4 3 . 5 A c t u a t e d g / C R a t i o 0 . 4 8 0 . 5 4 0 . 1 4 1 . 0 0 0 . 3 6 0 . 3 6 v / c R a t i o 0 . 4 7 0 . 6 1 0 . 7 5 0 . 0 3 1 . 1 9 1 . 5 9 d r C o n t r o l D e l a y 1 3 . 3 3 . 9 5 5 . 2 0 . 0 1 3 7 . 7 1 9 1 . 8 Q u e u e D e l a y 0 . 7 0 . 6 0 . 0 0 . 0 0 . 0 0 . 0 T o t a l D e l a y 1 4 . 0 4 . 5 5 5 . 2 0 . 0 1 3 7 . 7 1 9 1 . 8 L O S B A E A F F A p p r o a c h D e l a y 6 . 6 5 0 . 9 1 7 5 . 0 A p p r o a c h L O S A D F Q u e u e L e n g t h 5 0 t h ( f t ) 3 9 3 0 1 4 9 0 ~ 7 1 4 ~ 8 5 0 Q u e u e L e n g t h 9 5 t h ( f t ) m 8 1 m 3 1 1 9 3 0 # 9 7 1 # 9 9 8 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 6 8 2 1 9 1 6 7 2 0 1 5 8 3 5 8 3 1 1 5 4 S t a r v a t i o n C a p R e d u c t n 1 3 3 3 4 8 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 0 0 0 0 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 0 . 5 9 0 . 7 5 0 . 7 5 0 . 0 3 1 . 1 9 1 . 3 4 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 2 0 A c t u a t e d C y c l e L e n g t h : 1 2 0 O f f s e t : 8 1 . 8 ( 6 8 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 1 3 5 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 3 4 Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 22.5 2 2 . 5 9 . 0 9 . 0 Total Split (s)54.0 29.0 28.0 3 9 . 0 9 . 0 9 . 0 Total Split (%)45% 24% 23% 3 3 % 8 % 8 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 9 9 . 9 I n t e r s e c t i o n L O S : F I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 2 . 6 % I C U L e v e l o f S e r v i c e F A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 . d r D e f a c t o R i g h t L a n e . R e c o d e w i t h 1 t h o u g h l a n e a s a r i g h t l a n e . S p l i t s a n d P h a s e s : 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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) 383 1151 292 0 2 5 5 8 2 0 0 1 1 8 5 3 6 9 Future Volume (vph) 383 1151 292 0 2 5 5 8 2 0 0 1 1 8 5 3 6 9 Peak Hour Factor0.91 0.91 0.92 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)421 1265 317 0 2 7 6 4 2 0 0 1 3 0 5 4 0 5 Shared Lane Traffic (%) 4 9 % Lane Group Flow (vph) 421 1265 317 0 9 1 0 2 0 0 1 3 0 2 0 3 2 0 7 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% 45 . 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 Lead 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 75.7 4 9 . 0 3 5 . 7 4 0 . 3 3 2 . 3 4 7 . 3 Actuated g/C Ratio 0.53 0.53 0.63 0 . 4 1 0 . 3 0 0 . 3 4 0 . 2 7 0 . 3 9 v/c Ratio0.64 0.67 0.28 0 . 0 7 0 . 0 1 0 . 2 8 0 . 3 7 0 . 2 9 Control Delay24.3 25.3 2.3 8 . 4 2 4 . 5 2 8 . 1 7 . 2 4 . 3 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay24.3 25.3 2.3 8 . 4 2 4 . 5 2 8 . 1 7 . 2 4 . 3 LOSC C A A C C A A Approach Delay21.4 8 . 4 2 4 . 5 1 1 . 1 Approach LOSC A C B Queue Length 50th (ft) 202 413 17 6 1 6 8 3 0 Queue Length 95th (ft) m214 m366 m19 2 3 7 1 1 6 6 4 5 0 Internal Link Dist (ft)506 1 5 0 5 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 661 1887 1139 1 3 3 1 3 7 5 4 7 2 5 5 1 7 1 8 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.64 0.67 0.28 0 . 0 7 0 . 0 1 0 . 2 8 0 . 3 7 0 . 2 9 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 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 1 8 . 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 5 5 . 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 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 : 4 : K i r k w o o d B l v d & T W K i n g R d HCM 2010 TWSC 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 3: Driveway 1/The Vista Dr & Kirkwood Bl v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 IntersectionInt Delay, s/veh 10.4MovementEBL EBT EBR WBL WBT 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 97 1767 71 6 390 0 3 7 0 5 0 0 2 0 Future Vol, veh/h 97 1767 71 6 390 0 3 7 0 5 0 0 2 0 Conflicting Peds, #/hr 0 0 00 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized - - None - - N o n e - - N o n e - - N o n e Storage Length 70 - 0 100 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 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 Flow105 1921 77 7 424 0 4 0 0 5 0 0 2 2 Major/Minor Major1Major2 M i n o r 1 M i n o r 2 Conflicting Flow All 424 0 0 1998 0 0 2 3 1 5 2 5 6 9 9 6 1 1 6 0 9 2 6 4 6 2 1 2 Stage 1- - - - - - 2 1 3 1 2 1 3 1 - 4 3 8 4 3 8 - Stage 2 - - - - - - 1 8 4 4 3 8 - 1 1 7 1 2 2 0 8 - Critical Hdwy 5.34 - - 4.14 - - 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 - - 2.22 - - 3 . 6 7 4 . 0 2 3 . 3 2 3 . 6 7 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver 735 - - 283 - - ~ 2 9 2 6 2 5 6 8 8 2 3 6 7 5 Stage 1 - - - - - - 5 0 8 8 - 4 9 8 5 7 7 - Stage 2- - - - - - 7 6 2 5 7 7 - 2 0 0 8 1 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 735 - - 283 - - ~ 2 5 2 2 2 5 6 7 5 1 9 6 7 5 Mov Cap-2 Maneuver - - - - - - ~ 2 5 2 2 - 7 5 1 9 - Stage 1- - - - - - 4 3 7 5 - 4 2 7 5 6 3 - Stage 2 - - - - - - 7 1 9 5 6 3 - 1 6 8 6 9 - ApproachEBWB N B S B HCM Control Delay, s 0.50.3 $ 5 6 3 . 2 1 0 . 5 HCM LOS F B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT 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)25 256 735 - - 2 8 3 - - - 6 7 5 HCM Lane V/C Ratio 1.609 0.021 0.143 - - 0 . 0 2 3 - - - 0 . 0 3 2 HCM Control Delay (s) $ 636.7 19.4 10.7 - - 1 8 - - 0 1 0 . 5 HCM Lane LOS F C B - - C - - A B HCM 95th %tile Q(veh) 4.9 0.1 0.5 - - 0 . 1 - - - 0 . 1 Notes~: Volume exceeds capacity $: Delay exceeds 300s +: C o m p u t a t i o n N o t D e f i n e d * : A l l m a j o r v o l u m e i n p l a t o o n H C M 2 0 1 0 T W S C 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 5 : S H - 1 1 4 N B F R & D r i v e w a y 2 T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 6 M o v e m e n t W B L W B R N B T N B R S B L S B T L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 0 5 1 1 3 3 6 4 2 0 0 F u t u r e V o l , v e h / h 0 5 1 1 3 3 6 4 2 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 S i g n C o n t r o l S t o p S t o p F r e e F r e e F r e e F r e e R T C h a n n e l i z e d - N o n e - N o n e - N o n e S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - - G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 5 5 1 4 5 2 4 6 0 0 M a j o r / M i n o r M i n o r 1 M a j o r 1 C o n f l i c t i n g F l o w A l l - 7 4 9 0 0 S t a g e 1 - - - - S t a g e 2 - - - - C r i t i c a l H d w y - 6 . 9 4 - - C r i t i c a l H d w y S t g 1 - - - - 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 - 3 . 3 2 - - P o t C a p - 1 M a n e u v e r 0 3 5 4 - - S t a g e 1 0 - - - S t a g e 2 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 - 3 5 4 - - M o v C a p - 2 M a n e u v e r - - - - S t a g e 1 - - - - S t a g e 2 - - - - A p p r o a c h W B N B H C M C o n t r o l D e l a y , s 1 7 0 H C M L O S C M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 C a p a c i t y ( v e h / h ) - - 3 5 4 H C M L a n e V / C R a t i o - - 0 . 1 5 7 H C M C o n t r o l D e l a y ( s ) - - 1 7 H C M L a n e L O S - - C H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 5 Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 456 296 4 5 8 7 4 8 0 0 0 0 7 7 8 1 2 1 7 Future Volume (vph)0 456 296 4 5 8 7 4 8 0 0 0 0 7 7 8 1 2 1 7 Peak Hour Factor0.92 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 Adj. Flow (vph)0 496 322 4 9 8 8 1 3 0 0 0 0 8 4 6 1 2 3 6 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 496 322 4 9 8 8 1 3 0 0 0 0 4 2 3 6 6 0 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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)25.8 25.8 7 1 . 0 Total Split (%)19.1% 19.1% 52 . 6 % 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)18.8 18.8 8 2 . 8 8 9 . 8 3 3 . 7 3 3 . 7 Actuated g/C Ratio0.14 0.14 0 . 6 1 0 . 6 7 0 . 2 5 0 . 2 5 v/c Ratio0.70 0.65 0 . 5 4 0 . 3 5 1 . 0 5 0 . 9 0 d l Control Delay61.4 12.1 4 . 8 0 . 2 1 0 8 . 4 5 1 . 0 Queue Delay0.0 0.0 2 . 8 0 . 9 0 . 0 0 . 0 Total Delay61.4 12.1 7 . 6 1 . 1 1 0 8 . 4 5 1 . 0 LOSE B A A F D Approach Delay42.0 3 . 6 7 3 . 4 Approach LOSD A E Queue Length 50th (ft)154 0 3 6 0 ~ 4 4 3 2 7 2 Queue Length 95th (ft)197 92 m 4 2 m 0 # 6 7 3 3 5 1 Internal Link Dist (ft)313 3 2 7 5 3 5 4 8 2 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 708 497 9 2 0 2 3 5 4 4 0 1 8 2 5 Starvation Cap Reductn0 0 3 0 3 1 1 9 0 0 0 Spillback Cap Reductn0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.70 0.65 0 . 8 1 0 . 7 0 1 . 0 5 0 . 8 0 Intersection SummaryCycle Length: 135Actuated Cycle Length: 135Offset: 0 (0%), Referenced to phase 2:EBWB and 5:, Start of G r e e n Natural Cycle: 135Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.09 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 1 : S H - 1 1 4 S B F R & S o l a n a B l v d / K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 2 2 . 5 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 2 9 . 2 4 6 . 0 2 3 . 0 5 7 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 2 2 % 3 4 % 1 7 % 4 2 % 7 % 7 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 1: SH-114 SBFR & Solana Blvd/Kirkwood B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 36.9 I n t e r s e c t i o n L O S : D Intersection Capacity Utilization 92.6% I C U L e v e l o f S e r v i c e F 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 . dl Defacto Left Lane. Recode with 1 though lane as a left l a n e . Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwo o d B l v d T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 2 9 7 1 0 8 1 0 0 4 9 6 4 2 7 1 0 5 0 1 8 5 4 0 0 0 F u t u r e V o l u m e ( v p h ) 2 9 7 1 0 8 1 0 0 4 9 6 4 2 7 1 0 5 0 1 8 5 4 0 0 0 P e a k H o u r F a c t o r 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 0 . 9 2 0 . 9 2 A d j . F l o w ( v p h ) 3 2 3 1 1 7 5 0 0 5 3 9 4 6 7 7 2 5 4 5 9 2 8 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 3 2 3 1 1 7 5 0 0 5 3 9 4 6 6 9 5 1 5 5 0 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 4 6 . 0 2 3 . 0 T o t a l S p l i t ( % ) 3 4 . 1 % 1 7 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 5 5 . 0 6 2 . 0 1 6 . 0 1 3 5 . 0 6 1 . 5 6 1 . 5 A c t u a t e d g / C R a t i o 0 . 4 1 0 . 4 6 0 . 1 2 1 . 0 0 0 . 4 6 0 . 4 6 v / c R a t i o 0 . 5 7 0 . 7 2 0 . 9 0 0 . 0 3 0 . 9 5 1 . 3 2 d r C o n t r o l D e l a y 2 1 . 8 5 . 9 7 7 . 0 0 . 0 5 8 . 5 8 7 . 3 Q u e u e D e l a y 1 . 1 1 . 0 0 . 0 0 . 0 0 . 0 0 . 0 T o t a l D e l a y 2 2 . 9 6 . 9 7 7 . 0 0 . 0 5 8 . 5 8 7 . 3 L O S C A E A E F A p p r o a c h D e l a y 1 0 . 4 7 1 . 0 7 8 . 4 A p p r o a c h L O S B E E Q u e u e L e n g t h 5 0 t h ( f t ) 6 8 4 0 1 7 3 0 6 3 0 ~ 8 3 1 Q u e u e L e n g t h 9 5 t h ( f t ) m 1 4 2 m 4 1 # 2 4 0 0 # 9 2 0 # 9 8 0 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 5 6 6 1 6 2 5 6 0 2 1 5 8 3 7 3 3 1 4 2 1 S t a r v a t i o n C a p R e d u c t n 8 8 2 1 6 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 0 0 0 0 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 0 . 6 8 0 . 8 3 0 . 9 0 0 . 0 3 0 . 9 5 1 . 0 9 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 3 5 A c t u a t e d C y c l e L e n g t h : 1 3 5 O f f s e t : 0 ( 0 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 1 3 5 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 0 9 Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 22.5 2 2 . 5 9 . 0 9 . 0 Total Split (s)71.0 25.8 29.2 5 7 . 0 9 . 0 9 . 0 Total Split (%)53% 19% 22% 4 2 % 7 % 7 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 5 3 . 9 I n t e r s e c t i o n L O S : D I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 9 2 . 6 % I C U L e v e l o f S e r v i c e F A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 . d r D e f a c t o R i g h t L a n e . R e c o d e w i t h 1 t h o u g h l a n e a s a r i g h t l a n e . S p l i t s a n d P h a s e s : 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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) 383 1151 292 0 2 5 5 8 2 0 0 1 1 8 5 3 6 9 Future Volume (vph) 383 1151 292 0 2 5 5 8 2 0 0 1 1 8 5 3 6 9 Peak Hour Factor0.91 0.91 0.92 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)421 1265 317 0 2 7 6 4 2 0 0 1 3 0 5 4 0 5 Shared Lane Traffic (%) 4 9 % Lane Group Flow (vph) 421 1265 317 0 9 1 0 2 0 0 1 3 0 2 0 3 2 0 7 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% 45 . 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 Lead 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 75.7 4 9 . 0 3 5 . 7 4 0 . 3 3 2 . 3 4 7 . 3 Actuated g/C Ratio 0.53 0.53 0.63 0 . 4 1 0 . 3 0 0 . 3 4 0 . 2 7 0 . 3 9 v/c Ratio0.64 0.67 0.28 0 . 0 7 0 . 0 1 0 . 2 8 0 . 3 7 0 . 2 9 Control Delay23.5 22.6 1.6 8 . 4 2 4 . 5 2 8 . 1 7 . 2 4 . 3 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay23.5 22.6 1.6 8 . 4 2 4 . 5 2 8 . 1 7 . 2 4 . 3 LOSC C A A C C A A Approach Delay19.4 8 . 4 2 4 . 5 1 1 . 1 Approach LOSB A C B Queue Length 50th (ft) 192 360 0 6 1 6 8 3 0 Queue Length 95th (ft) 273 437 32 2 3 7 1 1 6 6 4 5 0 Internal Link Dist (ft)506 1 5 0 5 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 661 1887 1139 1 3 3 1 3 7 5 4 7 2 5 5 1 7 1 8 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.64 0.67 0.28 0 . 0 7 0 . 0 1 0 . 2 8 0 . 3 7 0 . 2 9 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 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : A M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 1 7 . 4 I n t e r s e c t i o n L O S : B I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 5 5 . 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 S p l i t s a n d P h a s e s : 4 : K i r k w o o d B l v d & T W K i n g R d Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 293 716 1 1 2 8 5 2 5 0 0 0 0 2 5 5 3 5 4 Future Volume (vph)0 293 716 1 1 2 8 5 2 5 0 0 0 0 2 5 5 3 5 4 Peak Hour Factor0.86 0.86 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 Adj. Flow (vph)0 341 833 1 3 1 2 6 1 0 0 0 0 0 2 9 7 3 6 3 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 341 833 1 3 1 2 6 1 0 0 0 0 0 1 4 8 2 1 5 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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% 55 . 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)21.0 21.0 8 0 . 0 8 7 . 0 2 1 . 5 2 1 . 5 Actuated g/C Ratio0.18 0.18 0 . 6 7 0 . 7 2 0 . 1 8 0 . 1 8 v/c Ratio0.38 1.65 1 . 2 6 0 . 2 4 0 . 5 1 0 . 3 6 Control Delay45.2 325.1 1 3 8 . 0 0 . 4 5 1 . 7 3 6 . 5 Queue Delay0.2 0.0 0 . 9 0 . 6 0 . 0 0 . 0 Total Delay45.4 325.1 1 3 8 . 9 1 . 0 5 1 . 7 3 6 . 5 LOSD F F A D D Approach Delay243.8 9 5 . 1 4 2 . 7 Approach LOSF F D Queue Length 50th (ft)86 ~755 ~1 1 4 0 3 1 1 5 6 4 Queue Length 95th (ft)112 #931 m#1 2 6 7 m 4 1 8 2 9 8 Internal Link Dist (ft)1214 3 2 7 5 8 4 4 9 6 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 889 504 1 0 4 2 2 5 6 5 2 8 8 5 9 5 Starvation Cap Reductn0 0 1 7 5 1 4 7 6 0 0 Spillback Cap Reductn117 0 0 0 0 1 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.44 1.65 1 . 5 1 0 . 5 6 0 . 5 1 0 . 3 6 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: 150Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.65 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 1 : S o l a n a B l v d / K i r k w o o d B l v d & S H - 1 1 4 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 1 7 . 0 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 1 7 . 0 3 6 . 0 4 2 . 0 3 3 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 1 4 % 3 0 % 3 5 % 2 8 % 8 % 8 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 140.1 I n t e r s e c t i o n L O S : F Intersection Capacity Utilization 115.4% I C U L e v e l o f S e r v i c e H 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: 1: Solana Blvd/Kirkwood Blvd & SH-11 4 S B F R T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 4 5 0 1 6 1 0 0 1 3 3 4 8 3 7 3 7 5 1 1 1 9 9 3 0 0 0 F u t u r e V o l u m e ( v p h ) 4 5 0 1 6 1 0 0 1 3 3 4 8 3 7 3 7 5 1 1 1 9 9 3 0 0 0 P e a k H o u r F a c t o r 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 A d j . F l o w ( v p h ) 4 7 4 1 6 9 0 0 1 4 0 4 8 8 1 3 9 5 1 1 7 8 9 8 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 4 7 4 1 6 9 0 0 1 4 0 4 8 8 1 3 5 5 1 3 1 6 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 3 6 . 0 4 2 . 0 T o t a l S p l i t ( % ) 3 0 . 0 % 3 5 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 6 4 . 0 7 1 . 0 3 5 . 0 1 2 0 . 0 3 7 . 5 3 7 . 5 A c t u a t e d g / C R a t i o 0 . 5 3 0 . 5 9 0 . 2 9 1 . 0 0 0 . 3 1 0 . 3 1 v / c R a t i o 0 . 9 7 0 . 0 8 0 . 9 5 0 . 5 6 0 . 7 1 1 . 2 5 C o n t r o l D e l a y 6 8 . 3 0 . 6 6 1 . 4 0 . 8 4 5 . 3 1 5 7 . 7 Q u e u e D e l a y 1 4 . 4 0 . 0 4 3 . 0 0 . 0 1 . 2 0 . 4 T o t a l D e l a y 8 2 . 6 0 . 6 1 0 4 . 4 0 . 8 4 6 . 5 1 5 8 . 1 L O S F A F A D F A p p r o a c h D e l a y 6 1 . 1 6 4 . 5 1 3 4 . 4 A p p r o a c h L O S E E F Q u e u e L e n g t h 5 0 t h ( f t ) 3 3 4 1 4 2 0 0 2 6 5 ~ 7 0 2 Q u e u e L e n g t h 9 5 t h ( f t ) # 5 3 8 1 m 4 3 2 m 0 3 9 1 # 8 4 8 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 4 8 9 2 0 9 3 1 4 8 3 1 5 8 3 5 0 3 1 0 5 0 S t a r v a t i o n C a p R e d u c t n 2 8 0 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 2 0 4 0 4 0 8 4 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 1 . 0 3 0 . 0 8 1 . 1 0 0 . 5 6 0 . 7 7 1 . 3 6 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 1 2 0 A c t u a t e d C y c l e L e n g t h : 1 2 0 O f f s e t : 8 1 . 8 ( 6 8 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 1 5 0 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 6 5 Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 17.0 2 2 . 5 9 . 0 9 . 0 Total Split (s)66.0 28.0 17.0 3 3 . 0 9 . 0 9 . 0 Total Split (%)55% 23% 14% 2 8 % 8 % 8 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 8 9 . 4 I n t e r s e c t i o n L O S : F 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 1 1 5 . 4 % I C U L e v e l o f S e r v i c e H A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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) 129 41 9 1 1 1 8 1 1 1 1 2 0 6 0 0 4 4 0 6 5 5 Future Volume (vph) 129 41 9 1 1 1 8 1 1 1 1 2 0 6 0 0 4 4 0 6 5 5 Peak Hour Factor0.89 0.89 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 Adj. Flow (vph)145 46 10 1 1 3 2 7 1 2 5 2 3 1 0 0 4 9 0 7 3 6 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 145 46 10 0 1 4 5 3 0 2 3 1 0 0 4 9 3 6 8 3 6 8 Turn Typepm+pt NA pm+ov P e r m 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% 45 . 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 Lead 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 84.5 4 9 . 2 4 4 . 0 3 0 . 7 2 3 . 5 3 8 . 3 Actuated g/C Ratio 0.53 0.53 0.70 0 . 4 1 0 . 3 7 0 . 2 6 0 . 2 0 0 . 3 2 v/c Ratio0.75 0.02 0.01 1 . 0 6 0 . 8 5 0 . 1 3 0 . 8 2 0 . 6 4 Control Delay46.2 17.1 2.3 7 5 . 9 5 8 . 1 2 6 . 5 3 8 . 2 2 7 . 5 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay46.2 17.1 2.3 7 5 . 9 5 8 . 1 2 6 . 5 3 8 . 2 2 7 . 5 LOSD B A E E C D C Approach Delay37.3 7 5 . 9 5 8 . 1 3 2 . 5 Approach LOSD E E C Queue Length 50th (ft) 78 12 1 ~ 6 5 1 1 2 9 2 4 1 4 5 1 6 3 Queue Length 95th (ft) m106 m21 m2 # 7 7 5 # 2 5 7 5 2 # 3 0 6 2 7 2 Internal Link Dist (ft)506 8 2 8 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 196 1887 1129 1 3 7 3 2 7 8 3 9 4 4 4 8 5 7 5 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.74 0.02 0.01 1 . 0 6 0 . 8 3 0 . 1 2 0 . 8 2 0 . 6 4 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: 115Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.06 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 5 8 . 7 I n t e r s e c t i o n L O S : E I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 9 . 2 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 : 4 : K i r k w o o d B l v d & T W K i n g R d HCM 2010 TWSC 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 3: Driveway 1/The Vista Dr & Kirkwood Bl v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 IntersectionInt Delay, s/veh 1.3MovementEBL EBT EBR WBL WBT 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 17 159 78 7 2036 0 3 8 0 5 0 0 1 2 7 Future Vol, veh/h 17 159 78 7 2036 0 3 8 0 5 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 Free F r e e S t o p S t o p S t o p S t o p S t o p S t o p RT Channelized - - None - - N o n e - - N o n e - - N o n e Storage Length 70 - 0 100 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 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 173 85 8 2213 0 4 1 0 5 0 0 1 3 8 Major/Minor Major1Major2 M i n o r 1 M i n o r 2 Conflicting Flow All 2213 0 0 258 0 0 1 1 1 0 2 4 3 8 8 7 2 3 5 2 2 5 2 3 1 1 0 7 Stage 1- - - - - - 2 0 9 2 0 9 - 2 2 2 9 2 2 2 9 - Stage 2 - - - - - - 9 0 1 2 2 2 9 - 1 2 3 2 9 4 - Critical Hdwy 5.34 - - 4.14 - - 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 - - 2.22 - - 3 . 6 7 4 . 0 2 3 . 3 2 3 . 6 7 4 . 0 2 3 . 9 2 Pot Cap-1 Maneuver *535 - - 1519 - - * 4 5 1 * 4 0 2 * 1 0 2 3 * 4 5 1 * 3 1 8 * 4 2 5 Stage 1 - - - - - - * 9 2 6 * 8 4 6 - * 4 5 4 * 4 1 5 - Stage 2- - - - - - * 4 5 5 * 4 1 5 - * 9 2 6 * 8 0 6 - Platoon blocked, % 1 - - 1 - - 1 1 1 1 1 1 Mov Cap-1 Maneuver *535 - - 1519 - - * 2 9 5 * 3 8 7 * 1 0 2 3 * 4 3 5 * 3 0 6 * 4 2 5 Mov Cap-2 Maneuver - - - - - - * 2 9 5 * 3 8 7 - * 4 3 5 * 3 0 6 - Stage 1- - - - - - * 8 9 5 * 8 1 7 - * 4 3 9 * 4 1 3 - Stage 2 - - - - - - * 3 0 5 * 4 1 3 - * 8 9 0 * 7 7 9 - ApproachEBWB N B S B HCM Control Delay, s 0.80 1 8 1 7 . 5 HCM LOS C C Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT 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)295 1023 * 535 - - 1 5 1 9 - - - 4 2 5 HCM Lane V/C Ratio 0.14 0.005 0.035 - - 0 . 0 0 5 - - - 0 . 3 2 5 HCM Control Delay (s) 19.2 8.5 12 - - 7 . 4 - - 0 1 7 . 5 HCM Lane LOS C A B - - A - - A C HCM 95th %tile Q(veh) 0.5 0 0.1 - - 0 - - - 1 . 4 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 H C M 2 0 1 0 T W S C 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d 5 : S H - 1 1 4 N B F R & D r i v e w a y 2 T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 I n t e r s e c t i o n I n t D e l a y , s / v e h 0 . 6 M o v e m e n t W B L W B R N B T N B R S B L S B T L a n e C o n f i g u r a t i o n s T r a f f i c V o l , v e h / h 0 5 2 1 4 2 1 4 6 0 0 F u t u r e V o l , v e h / h 0 5 2 1 4 2 1 4 6 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 S i g n C o n t r o l S t o p S t o p F r e e F r e e 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 S t o r a g e L e n g t h - 0 - - - - V e h i n M e d i a n S t o r a g e , # 0 - 0 - - - G r a d e , % 0 - 0 - - 0 P e a k H o u r F a c t o r 9 2 9 2 9 2 9 2 9 2 9 2 H e a v y V e h i c l e s , % 2 2 2 2 2 2 M v m t F l o w 0 5 7 1 5 4 5 5 0 0 0 M a j o r / M i n o r M i n o r 1 M a j o r 1 C o n f l i c t i n g F l o w A l l - 7 9 8 0 0 S t a g e 1 - - - - S t a g e 2 - - - - C r i t i c a l H d w y - 6 . 9 4 - - C r i t i c a l H d w y S t g 1 - - - - 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 - 3 . 3 2 - - P o t C a p - 1 M a n e u v e r 0 3 2 9 - - S t a g e 1 0 - - - S t a g e 2 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 - 3 2 9 - - M o v C a p - 2 M a n e u v e r - - - - S t a g e 1 - - - - S t a g e 2 - - - - A p p r o a c h W B N B H C M C o n t r o l D e l a y , s 1 8 . 2 0 H C M L O S C M i n o r L a n e / M a j o r M v m t N B T N B R W B L n 1 C a p a c i t y ( v e h / h ) - - 3 2 9 H C M L a n e V / C R a t i o - - 0 . 1 7 2 H C M C o n t r o l D e l a y ( s ) - - 1 8 . 2 H C M L a n e L O S - - C H C M 9 5 t h % t i l e Q ( v e h ) - - 0 . 6 Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 1 Lane GroupEBL EBT EBR 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)0 293 716 1 1 2 8 5 2 5 0 0 0 0 2 5 5 3 5 4 Future Volume (vph)0 293 716 1 1 2 8 5 2 5 0 0 0 0 2 5 5 3 5 4 Peak Hour Factor0.86 0.86 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 Adj. Flow (vph)0 341 833 1 3 1 2 6 1 0 0 0 0 0 2 9 7 3 6 3 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 0 341 833 1 3 1 2 6 1 0 0 0 0 0 1 4 8 2 1 5 0 Turn TypeNA Perm p m + p t N A P e r m N A Protected Phases2 1 1 2 4 1 2 Permitted Phases2 1 2 4 1 2 Detector Phase2 2 1 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)73.0 73.0 1 0 1 . 0 Total Split (%)36.5% 36.5% 50 . 5 % 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 a g Lead-Lag Optimize?Yes Yes Y e s Recall Mode C-Max C-Max N o n e Act Effct Green (s)66.0 66.0 1 6 0 . 0 1 6 7 . 0 2 1 . 5 2 1 . 5 Actuated g/C Ratio0.33 0.33 0 . 8 0 0 . 8 4 0 . 1 1 0 . 1 1 v/c Ratio0.20 1.25 1 . 1 4 0 . 2 1 0 . 8 6 0 . 6 0 Control Delay48.5 164.5 9 8 . 4 0 . 2 1 2 4 . 7 8 3 . 6 Queue Delay0.0 0.0 1 . 2 1 . 8 0 . 5 0 . 1 Total Delay48.6 164.5 9 9 . 5 2 . 0 1 2 5 . 3 8 3 . 6 LOSD F F A F F Approach Delay 130.8 6 8 . 6 1 0 0 . 6 Approach LOSF E F Queue Length 50th (ft)119 ~1169 ~2 0 4 8 3 2 1 4 1 3 5 Queue Length 95th (ft)142 #1323 m1 5 5 8 m 3 # 3 3 9 1 7 9 Internal Link Dist (ft)1214 3 2 7 5 8 4 4 9 6 Turn Bay Length (ft) 3 5 0 Base Capacity (vph) 1678 665 1 1 4 7 2 9 5 5 1 7 3 3 5 7 Starvation Cap Reductn0 0 2 4 8 2 1 3 5 0 0 Spillback Cap Reductn202 0 0 0 1 3 Storage Cap Reductn0 0 0 0 0 0 Reduced v/c Ratio 0.23 1.25 1 . 4 6 0 . 7 4 0 . 8 6 0 . 6 1 Intersection SummaryCycle Length: 200Actuated Cycle Length: 200Offset: 0 (0%), Referenced to phase 2:EBWB and 5:, Start of G r e e n Natural Cycle: 200Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.26 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 1 : S o l a n a B l v d / K i r k w o o d B l v d & S H - 1 1 4 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 2 L a n e G r o u p Ø 4 Ø 5 Ø 6 Ø 8 Ø 1 2 Ø 1 6 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 u m e ( v p h ) F u t u r e V o l u m e ( v p h ) P e a k H o u r F a c t o r A d j . F l o w ( v p h ) S h a r e d L a n e T r a f f i c ( % ) L a n e G r o u p F l o w ( v p h ) T u r n T y p e P r o t e c t e d P h a s e s 4 5 6 8 1 2 1 6 P e r m i t t e d P h a s e s D e t e c t o r P h a s e S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 5 . 0 1 0 . 0 8 . 0 5 . 0 4 . 5 4 . 5 M i n i m u m S p l i t ( s ) 1 7 . 0 1 7 . 0 2 3 . 0 2 2 . 5 9 . 0 9 . 0 T o t a l S p l i t ( s ) 1 7 . 0 8 1 . 0 5 2 . 0 5 8 . 0 9 . 0 9 . 0 T o t a l S p l i t ( % ) 9 % 4 1 % 2 6 % 2 9 % 5 % 5 % Y e l l o w T i m e ( s ) 3 . 5 4 . 5 4 . 5 3 . 5 3 . 5 3 . 5 A l l - R e d T i m e ( s ) 1 . 0 2 . 5 2 . 5 1 . 0 1 . 0 1 . 0 L o s t T i m e A d j u s t ( s ) T o t a l L o s t T i m e ( s ) L e a d / L a g L a g L a g L e a d L a g L e a d L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s Y e s Y e s Y e s Y e s R e c a l l M o d e N o n e C - M a x M a x N o n e N o n e N o n e A c t E f f c t G r e e n ( s ) A c t u a t e d g / C R a t i o v / c R a t i o C o n t r o l D e l a y Q u e u e D e l a y T o t a l D e l a y L O S A p p r o a c h D e l a y A p p r o a c h L O S Q u e u e L e n g t h 5 0 t h ( f t ) Q u e u e L e n g t h 9 5 t h ( f t ) I n t e r n a l L i n k D i s t ( f t ) T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) S t a r v a t i o n C a p R e d u c t n S p i l l b a c k C a p R e d u c t n S t o r a g e C a p R e d u c t n R e d u c e d v / c R a t i o I n t e r s e c t i o n S u m m a r y Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 1: Solana Blvd/Kirkwood Blvd & SH-114 S B F R T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 3 Intersection Signal Delay: 93.1 I n t e r s e c t i o n L O S : F Intersection Capacity Utilization 115.4% I C U L e v e l o f S e r v i c e H 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: 1: Solana Blvd/Kirkwood Blvd & SH-11 4 S B F R T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 4 L a n e G r o u p 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 u m e ( v p h ) 4 5 0 1 6 1 0 0 1 3 3 4 8 3 7 3 7 5 1 1 1 9 9 3 0 0 0 F u t u r e V o l u m e ( v p h ) 4 5 0 1 6 1 0 0 1 3 3 4 8 3 7 3 7 5 1 1 1 9 9 3 0 0 0 P e a k H o u r F a c t o r 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 0 . 9 5 A d j . F l o w ( v p h ) 4 7 4 1 6 9 0 0 1 4 0 4 8 8 1 3 9 5 1 1 7 8 9 8 0 0 0 S h a r e d L a n e T r a f f i c ( % ) 1 0 % L a n e G r o u p F l o w ( v p h ) 4 7 4 1 6 9 0 0 1 4 0 4 8 8 1 3 5 5 1 3 1 6 0 0 0 0 T u r n T y p e p m + p t N A N A F r e e P e r m N A P r o t e c t e d P h a s e s 5 5 6 6 8 1 6 P e r m i t t e d P h a s e s 5 6 F r e e 8 1 6 D e t e c t o r P h a s e 5 5 6 6 8 1 6 8 1 6 S w i t c h P h a s e M i n i m u m I n i t i a l ( s ) 1 0 . 0 8 . 0 M i n i m u m S p l i t ( s ) 1 7 . 0 2 3 . 0 T o t a l S p l i t ( s ) 8 1 . 0 5 2 . 0 T o t a l S p l i t ( % ) 4 0 . 5 % 2 6 . 0 % Y e l l o w T i m e ( s ) 4 . 5 4 . 5 A l l - R e d T i m e ( s ) 2 . 5 2 . 5 L o s t T i m e A d j u s t ( s ) 0 . 0 0 . 0 T o t a l L o s t T i m e ( s ) 7 . 0 7 . 0 L e a d / L a g L a g L e a d L e a d - L a g O p t i m i z e ? Y e s Y e s R e c a l l M o d e C - M a x M a x A c t E f f c t G r e e n ( s ) 1 1 9 . 0 1 2 6 . 0 4 5 . 0 2 0 0 . 0 6 2 . 5 6 2 . 5 A c t u a t e d g / C R a t i o 0 . 6 0 0 . 6 3 0 . 2 2 1 . 0 0 0 . 3 1 0 . 3 1 v / c R a t i o 0 . 6 8 0 . 0 8 1 . 2 3 0 . 5 6 0 . 7 1 1 . 2 6 C o n t r o l D e l a y 6 4 . 3 0 . 5 1 7 0 . 6 1 . 4 6 9 . 6 1 7 6 . 1 Q u e u e D e l a y 2 . 3 0 . 0 0 . 6 0 . 0 0 . 9 0 . 3 T o t a l D e l a y 6 6 . 6 0 . 5 1 7 1 . 2 1 . 4 7 0 . 4 1 7 6 . 4 L O S E A F A E F A p p r o a c h D e l a y 4 9 . 2 1 0 5 . 8 1 5 3 . 9 A p p r o a c h L O S D F F Q u e u e L e n g t h 5 0 t h ( f t ) 5 4 7 1 ~ 8 2 9 0 4 5 7 ~ 1 1 8 6 Q u e u e L e n g t h 9 5 t h ( f t ) m 6 8 1 m 1 # 9 2 4 0 6 0 2 # 1 3 3 1 I n t e r n a l L i n k D i s t ( f t ) 3 2 7 2 4 7 2 6 9 1 0 9 5 T u r n B a y L e n g t h ( f t ) B a s e C a p a c i t y ( v p h ) 6 9 2 2 2 2 9 1 1 4 4 1 5 8 3 5 0 3 1 0 4 8 S t a r v a t i o n C a p R e d u c t n 1 1 1 0 0 0 0 0 S p i l l b a c k C a p R e d u c t n 0 0 1 3 9 0 3 2 6 7 S t o r a g e C a p R e d u c t n 0 0 0 0 0 0 R e d u c e d v / c R a t i o 0 . 8 2 0 . 0 8 1 . 4 0 0 . 5 6 0 . 7 5 1 . 3 4 I n t e r s e c t i o n S u m m a r y C y c l e L e n g t h : 2 0 0 A c t u a t e d C y c l e L e n g t h : 2 0 0 O f f s e t : 0 ( 0 % ) , R e f e r e n c e d t o p h a s e 2 : E B W B a n d 5 : , S t a r t o f G r e e n N a t u r a l C y c l e : 2 0 0 C o n t r o l T y p e : A c t u a t e d - C o o r d i n a t e d M a x i m u m v / c R a t i o : 1 . 2 6 Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 2: SH-114 NBFR & Kirkwood Blvd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 5 Lane GroupØ1 Ø2 Ø4 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 Phases12 4 8 1 2 1 6 Permitted PhasesDetector PhaseSwitch PhaseMinimum Initial (s) 8.0 10.0 5.0 5 . 0 4 . 5 4 . 5 Minimum Split (s)15.0 25.0 17.0 2 2 . 5 9 . 0 9 . 0 Total Split (s)101.0 73.0 17.0 5 8 . 0 9 . 0 9 . 0 Total Split (%)51% 37% 9% 2 9 % 5 % 5 % Yellow Time (s) 4.5 4.5 3.5 3 . 5 3 . 5 3 . 5 All-Red Time (s)2.5 2.5 1.0 1 . 0 1 . 0 1 . 0 Lost Time Adjust (s)Total Lost Time (s)Lead/Lag Lag Lead Lag L a g L e a d L e a d Lead-Lag Optimize? Yes Yes Yes Y e s Y e s Y e s Recall Mode None C-Max None N o n e N o n e N o n 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 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 2 : S H - 1 1 4 N B F R & K i r k w o o d B l v d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 6 I n t e r s e c t i o n S i g n a l D e l a y : 1 1 5 . 3 I n t e r s e c t i o n L O S : F 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 1 1 5 . 4 % I C U L e v e l o f S e r v i c e H A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 . 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 : S H - 1 1 4 N B F R & K i r k w o o d B l v d Timings2023 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 4: Kirkwood Blvd & T W King Rd T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t TIA for the Creekside Point in Southlake, Texas LBN P a g e 7 Lane GroupEBL EBT EBR 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) 129 41 9 1 1 1 8 1 1 1 1 2 0 6 0 0 4 4 0 6 5 5 Future Volume (vph) 129 41 9 1 1 1 8 1 1 1 1 2 0 6 0 0 4 4 0 6 5 5 Peak Hour Factor0.89 0.89 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 Adj. Flow (vph)145 46 10 1 1 3 2 7 1 2 5 2 3 1 0 0 4 9 0 7 3 6 Shared Lane Traffic (%) 5 0 % Lane Group Flow (vph) 145 46 10 0 1 4 5 3 0 2 3 1 0 0 4 9 3 6 8 3 6 8 Turn Typepm+pt NA pm+ov P e r m 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)19.0 91.0 19.0 7 2 . 0 7 2 . 0 1 9 . 0 3 6 . 0 1 3 . 0 3 0 . 0 1 9 . 0 Total Split (%)13.6% 65.0% 13.6% 51 . 4 % 5 1 . 4 % 1 3 . 6 % 2 5 . 7 % 9 . 3 % 2 1 . 4 % 1 3 . 6 % 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 Lead 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)85.0 85.0 104.0 6 7 . 8 4 3 . 0 3 0 . 7 2 4 . 0 4 1 . 2 Actuated g/C Ratio 0.61 0.61 0.74 0 . 4 8 0 . 3 1 0 . 2 2 0 . 1 7 0 . 2 9 v/c Ratio0.75 0.02 0.01 0 . 9 0 1 . 0 8 0 . 1 5 0 . 8 9 0 . 7 5 Control Delay52.3 11.0 0.7 4 1 . 6 1 2 2 . 8 3 6 . 5 5 0 . 6 4 6 . 2 Queue Delay0.0 0.0 0.0 0 . 0 0 . 0 0 . 0 0 . 0 0 . 0 Total Delay52.3 11.0 0.7 4 1 . 6 1 2 2 . 8 3 6 . 5 5 0 . 6 4 6 . 2 LOSD B A D F D D D Approach Delay40.3 4 1 . 6 1 2 2 . 8 4 7 . 7 Approach LOSD D F D Queue Length 50th (ft) 77 8 0 6 2 9 ~ 1 8 5 3 2 1 7 8 2 6 0 Queue Length 95th (ft) #152 16 2 7 3 7 # 3 5 4 6 4 # 3 6 2 3 8 3 Internal Link Dist (ft)506 8 2 8 3 9 5 8 2 5 Turn Bay Length (ft) 200 1 5 0 Base Capacity (vph) 216 2148 1181 1 6 2 0 2 1 4 3 3 0 4 1 5 5 1 0 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn0 0 0 0 0 0 0 0 Reduced v/c Ratio0.67 0.02 0.01 0 . 9 0 1 . 0 8 0 . 1 5 0 . 8 9 0 . 7 2 Intersection SummaryCycle Length: 140Actuated Cycle Length: 140Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBTL, St a r t o f G r e e n Natural Cycle: 115Control Type: Actuated-CoordinatedMaximum v/c Ratio: 1.08 T i m i n g s 2 0 2 3 B a c k g r o u n d P l u s S i t e G e n e r a t e d w i t h I m p r o v e m e n t s 4 : K i r k w o o d B l v d & T W K i n g R d T i m i n g P l a n : P M S y n c h r o 1 0 R e p o r t T I A f o r t h e C r e e k s i d e P o i n t i n S o u t h l a k e , T e x a s L B N P a g e 8 I n t e r s e c t i o n S i g n a l D e l a y : 5 0 . 3 I n t e r s e c t i o n L O S : D I n t e r s e c t i o n C a p a c i t y U t i l i z a t i o n 8 9 . 2 % I C U L e v e l o f S e r v i c e E A n a l y s i s P e r i o d ( m i n ) 1 5 ~ 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 i s t h e o r e t i c a l l y i n f i n i t e . 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 . # 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 : 4 : K i r k w o o d B l v d & T W K i n g R d TIA for the Creekside Point in Southlake, Texas DeShazo Group, Inc. Appendix Appendix E. TxDOT and City of Southlake Driveway Spacing and Deceleration Lane Criteria AASHTO—Geometric Design of Highways and Streets 664 Metric US Customary Intersection sight distance for passenger cars Intersection sight distance for passenger cars Design speed (km/h) Stopping sight distance (m) Calculated (m) Design (m) Design speed (mph) Stopping sight distance (ft) Calculated (ft) Design (ft) 20 20 36.1 40 15 80 143.3 145 30 35 54.2 55 20 115 191.1 195 40 50 72.3 75 25 155 238.9 240 50 65 90.4 95 30 200 286.7 290 60 85 108.4 110 35 250 334.4 335 70 105 126.5 130 40 305 382.2 385 80 130 144.6 145 45 360 430.0 430 90 160 162.6 165 50 425 477.8 480 100 185 180.7 185 55 495 525.5 530 110 220 198.8 200 60 570 573.3 575 120 250 216.8 220 65 645 621.1 625 130 285 234.9 235 70 730 668.9 670 75 820 716.6 720 80 910 764.4 765 Note: Intersection sight distance shown is for a stopped passenger car to turn right onto or cross a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-58. Design Intersection Sight Distance—Case B2—Right Turn from Stop and Case B3—Crossing Maneuver © 2004 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Intersections 661 Metric US Customary Intersection sight distance for passenger cars Intersection sight distance for passenger cars Design speed (km/h) Stopping sight distance (m) Calculated (m) Design (m) Design speed (mph) Stopping sight distance (ft) Calculated (ft) Design (ft) 20 20 41.7 45 15 80 165.4 170 30 35 62.6 65 20 115 220.5 225 40 50 83.4 85 25 155 275.6 280 50 65 104.3 105 30 200 330.8 335 60 85 125.1 130 35 250 385.9 390 70 105 146.0 150 40 305 441.0 445 80 130 166.8 170 45 360 496.1 500 90 160 187.7 190 50 425 551.3 555 100 185 208.5 210 55 495 606.4 610 110 220 229.4 230 60 570 661.5 665 120 250 250.2 255 65 645 716.6 720 130 285 271.1 275 70 730 771.8 775 75 820 826.9 830 80 910 882.0 885 Note: Intersection sight distance shown is for a stopped passenger car to turn left onto a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-55. Design Intersection Sight Distance—Case B1—Left Turn from Stop © 2004 by the American Association of State Highway and Transportation Officials. All rights reserved. Duplication is a violation of applicable law. Access Management Manual 2-11 TxDOT 07/2011 Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access Connections Figure 2-3. Frontage Road U-Turn Spacing Diagram Access Management Manual 2-12 TxDOT 07/2011 Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access Connections Other State System Highways This section applies to all state highway system routes that are not new highways on new align- ments, freeway mainlanes, or frontage roads. Table 2-2 provides minimum connection spacing criteria for other state system highways. How- ever, a lesser connection spacing than set forth in this document may be allowed without variance in the situations described in Chapter 2, Section 5. Table 2-2 does not apply to rural highways outside of metropolitan planning organization boundar- ies where there is little, if any, potential for development with current ADT volumes below 2000. For those highways, access location and design will be evaluated based on safety and traffic opera- tion considerations. Such considerations may include traffic volumes, posted speed, turning volumes, presence or absence of shoulders, and roadway geometrics. Table 2-1: Frontage Road Connection Spacing Criteria Minimum Connection Spacing Criteria for Frontage Roads (1)(2) Minimum Connection Spacing (feet) Posted Speed (mph) One-Way Frontage Roads Two-Way Frontage Roads 30 200 200 35 250 300 40 305 360 45 360 435 > 50 425 510 (1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or signifi- cant truck traffic. Where present or projected traffic operations indicate specific needs, consideration may be given to intersection sight distance and operational gap acceptance measurement adjustments. (2) When these values are not attainable, refer to the variance process as described in Chapter 2, Section 5. Access Management Manual 2-13 TxDOT 07/2011 Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access Connections Corner clearance refers to the separation of access connections from roadway intersections. Table 2-2 provides minimum corner clearance criteria. Where adequate access connection spacing cannot be achieved, the permitting authority may allow for a lesser spacing when shared access is established with an abutting property. Where no other alternatives exist, construction of an access connection may be allowed along the property line far- thest from the intersection. To provide reasonable access under these conditions but also provide the safest operation, consideration should be given to designing the driveway connection to allow only the right-in turning movement or only the right-in/right out turning movements if feasible. Auxiliary Lanes This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux- iliary lanes consist of left-turn and right-turn movements, deceleration, acceleration, and their associated transitions and storage requirements. Left-turn movements may pose challenges at driveways and street intersections. They may increase conflicts, delays, and crashes and often com- plicate traffic signal timing. These problems are especially acute at major highway intersections Table 2-2: Other State Highways Connection Spacing Criteria Other State Highways Minimum Connection Spacing (1)(2)(3) Posted Speed (mph)Distance (ft) 30 200 35 250 40 305 45 360 > 50 425 (1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or significant truck traffic. Where present or projected traffic operations indicate specific needs, consideration may be given to intersection sight distance and operational gap acceptance measure- ment adjustments. (2) When these values are not attainable, refer to the variance process as described in Chapter 2, Section 5. (3) Access spacing values shown in this table do not apply to rural highways outside of metropolitan planning organization boundaries where there is little, if any, potential for development with current ADT levels below 2000. Access connection spacing below the values shown in this table may be approved based on safety and operational considerations as determined by TxDOT. Access Management Manual 2-14 TxDOT 07/2011 Chapter 2 — Access Management Standards Section 3 — Number, Location, and Spacing of Access Connections where heavy left-turn movements take place, but also occur where left-turn movements enter or leave driveways serving adjacent land development. As with left-turn movements, right-turn move- ments pose problems at both driveways and street intersections. Right-turn movements increase conflicts, delays, and crashes, particularly where a speed differential of 10 mph or more exists between the speed of through traffic and the vehicles that are turning right. Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual, Chapter 3, for proper acceleration and deceleration lengths. Table 2-3: Auxiliary Lane Thresholds Median Type Left Turn to or from Property Right Turn to or from Property (5) Acceleration Deceleration Acceleration Deceleration Non-Traversable (Raised Median) (2) All Right turn egress > 200 vph (4) > 45 mph where right turn volume is > 50 vph (3) where right turn volume is > 60 vph (3) Traversable (Undi- vided Road) (2) (1) Same as above Same as Above (1) Refer to Table 3-11, TxDOT Roadway Design Manual, for alternative left-turn-bay operational considerations. (2) A left-turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road- way. A left-turn acceleration lane would interfere with the left-turn ingress movements to any other access connection. (3) Additional right-turn considerations: Conditions for providing an exclusive right-turn lane when the right-turn traffic volume projections are less than indicated in Table 2-3: z High crash experience z Heavier than normal peak flow movements on the main roadway z Large volume of truck traffic z Highways where sight distance is limited Conditions for NOT requiring a right-turn lane where right-turn volumes are more than indicated in Table 2-3: z Dense or built-out corridor where space is limited z Where queues of stopped vehicles would block the access to the right turn lane z Where sufficient length of property width is not available for the appropriate design (4) The acceleration lane should not interfere with any downstream access connection. The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection should be equal to or greater than the distances found in Table 2-2. Additionally, if the next access connection is signalized, the distance from the end of the acceleration lane taper to the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2. (5) Continuous right-turn lanes can provide mobility benefits both for through movements and for the turning vehi- cles.a Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2- 2. However, when combined with crossing left in movements, a continuous right-turn lane can introduce additional operational conflicts. 45d