Press Alt + R to read the document text or Alt + P to download or print.
This document contains no pages.
Item 7A -TIA for The Creekside PointTRAFFIC IMPACT ANALYSIS FOR
THE CREEKSIDE POINT
IN CITYOFSOUTHLAKE, 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
i�P,�E• OF iF��1I
* ...
/ JOHN J. DeSHAZO
�.............................X
September 21/ 2020 4�0 11490
'1111►s ANAL ��__�
DeShazo Group 09/21/2020
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
Table of Contents
EXECUTIVESUMMARY........................................................................................................................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
TRIPGENERATION..............................................................................................................................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
SITEACCESS 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 Table of Contents
I
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 1
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 2
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 3
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
DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas
September 2020 Page 4
�T
»t v-rophy Club
iTX 1 4bi
i . �� �`—'•''s �90 - w ' r 0
Da
'AA" off-
y �! L
mood -Bled "& TWX-114 Fronta e.RdEl
-_-
Jj
r
i
o- �-
- �o o�IU iI�1J� i
El .L-
LEGEND: f
SITE LOCATION
Pro-
. , y. .' �
nH0
nH0
ENO EXISTING FIRE
/ D��EVARD WAY HYDRANT _'0-
Op g r,OF-
o ,
KIRK pUBLI' Ri51-I D.R r c' - - -
1, WIP10 p215232 o A- - - - ING LINE Q /
�1 G B NO ESE P'.r :, °. .R30 0 _ _ - - - - SEM-E- 30' BUILD I�
&0 PROPOSED 8' c°NCR , ` s� ; _ - - 10 WA T A,ESUDE 7212
/ SIDEWALK
Zk I I
Rio Q k k l.� k k L -- A-
- k SEC CR\CSUpE 1 Z
i k _- k k
- ,
\dux R� Z O k k k k \k k
S�Ci , Oi 6
�, k A- RdPQSED 26 k k \k A-
A-FIRELANE k k k A-
A- k ���o k
k
R m k k I
SN 11 / i G k S k k k k k k // \ k ® 10.0' BU FERY
k `�' k k 0 / cwn k F ARD TYPE-
S --�k k A k I / o \ \ k A- I B�
I .0' k
• �- / / Ep.S �� '= '.. k •- .. i 12 PROPOSED 8
k k d I MASONRY COMPACTOR
/ PEpEsg�� OR gU��p\NG j212 k k\ k ''��� I ENCLOSURE WITH
A-
k ^ ni
k k---- SOLID METAL GATES
• q� ^ I
0 LINE CP k k k I
/ k k PROPOSED LOADING k k 79.4'
/ k k SPACE 12'x35' PROPOSED A k TO PROPERTY
LINE
\/ PROPOSED RESTAURANT 1©� k l FIRE HYDRANT ` k k I
A/MIXED USE A k eq k l -:::] \ I
\ BLDG = P.B.A. 11,000 SF �k co A-
A- \
6 \ �- �F N}W k \ I
A I
\ Lu
p WZ \
k \
4k�
-- (jam Y
a
A- I
\ E M
a A-
A-
A- k k- A-
k I \
j�37 \SO I A- �y k k l----- ---
\77 \��' I J A- A-0 k k k k /
i F k A- I k A-6. k /
f��
® k
k PROP .SA-X k �Sk k/ k A-
A-
I /
k k FIRE
g' k k k k A-k E O' /
�k LAN k k k k A -A- k o_ , ` k Ar k Ar /
TV \ (4�
Tk
v \ y5p \ � 20' PI LIN SE EN kk kR3 A-k k
0, \ I� THE S AM C PI E IN A- k
Ok A-
_\ \ j__ CORPO ATIO A k
PROPOSED 8' �\ \ VOLUM 06, PAGE 1152 k 0k FIRE HYD k
SIDEWALK D.R.T.C.T -_-- FIRE HYDRANT k k /
- k
k
_ k
_ k
10 � k A-k
k k 5 Ida - PROPOSED 6 STORY A-
k /
A- I i EMBASSY HOTEL ROOM k k k
0,6.26 8�, ��� \ \ �- k UNITS=145 ROOMS k k
k
R'� 162 A-
3.2 „W I \ PROPOSED LOADING k k
�33,2 �0 A I \\ R SPACE 1 O'x5O' kk k
CN 163.1 \ a i
\ •, • � V / k _ k k 0 /
vTzl , k
\ \� �p \ k
V_ A-
ruT �
� \ o 1 " k A- �k k OVERFLOW EASEMENT TRACT NO.
0.38 AC TROW �/A "" \ �k k k C-256A VOLUME 4558, PAGE 505
A- k k D.R.T.C.T. SABRE GROUP CAMPUS
DEDICATI'� N \ 5 BET A, 'LINE k 4 k k
i
CA NET A, k � I I 0 _______ I k I / CABINET A, SLIDE 7212 P.R.T.C.T.
v 7 1 P.R.T.C.T. 1 R56.0' I /
_R3 .0' N co _ �
LaA -s �� -0 10 x
o. o'
Lt!
0 ,RS
PROPOSED O1 6.0
- k R30. FIRE A-
A_ k ---- I HYDRANT k k
k k
SITE NOTES: �, A-
A-
0�
'A A-
A\ k A-
A-
1. THE PROPOSED BUILDINGS WILL BE FIRE �� 03 A-
��
SPRINKLERED. �-� \ k R Off\ A-o k k A_k /
LLO A- k \\ A- A- A-B PROPOSED , k k y k�°
2. ALL SIDEWALKS SHALL MAINTAIN A 2% MAXIMUM �p ` �i A\�i k A-k FIRELANE k k� o k�o�
CROSS SLOPE AND A 5% MAXIMUM IN THE A-
k 6 0 p
DIRECTION OF PEDESTRIAN TRAVEL. ALL ADA
SIDEWALKS SHALL INCLUDE ALL LANDINGS,
MARKINGS, ETC AS REQUIRED BY CODE. q 0 \ PROP /
o k \ \k k k KSTAURANT B/
3. THE SITE IS CURRENTLY VACANT AND THE C k �\ �' c /
MIXED USE B
PROPOSED LAND USE ARE HOTEL AND ? 7/ BLQG = P.B.A. /
RESTAURANT. �P���R3o A-\�\ 7/ 3\500 SF /
O' A_ /
4. APPLICATION WILL CONFIRM TO THE CITY'S
OUTDOOR LIGHTING REQUIREMENTS.
5. PREMISE IDENTIFICATION SHALL BE PER THE FIRE
DEPARTMENT REQUIREMENTS
6. ALL DIMENSIONS ARE FROM FACE OF CURB TO
EDGE OF CONCRETE OR FACE OF BUILDING
UNLESS OTHERWISE NOTED.
7. SITE SIGNAGE SHALL BE BY SEPARATE PERMIT.
`V
10' ILITY EASEME j'.
CABINE A, SLIDE 721
P.R.T.C.T.
PROP ED 8'
SID ;WALK �� \
H ! CAUTION ill \
UNDERGROUND UTILITIES
EXISTING UTILITIES AND UNDERGROUND FACILITIES INDICATED ON THESE PLANS HAVE BEEN
LOCATED FROM REFERENCE INFORMATION SUPPLIED BY VARIOUS PARTIES. THE ENGINEER DOES
NOT ASSUME THE RESPONSIBILITY FOR THE UTILITY LOCATIONS SHOWN. IT SHALL BE THE SOLE
RESPONSIBILITY OF THE CONTRACTOR(S) TO VERIFY THE HORIZONTALLY AND VERTICALLY
LOCATION OF ALL UTILITIES AND UNDERGROUND FACILITIES PRIOR TO CONSTRUCTION, TO TAKE
PRECAUTIONS IN ORDER TO PROTECT ALL FACILITIES ENCOUNTERED AND NOTIFY THE ENGINEER
OF ALL CONFLICTS OF THE WORK WITH EXISTING FACILITIES. THE CONTRACTOR SHALL PROTECT
AND MAINTAIN ALL UTILITIES FROM DAMAGE DURING CONSTRUCTION. ANY DAMAGE BY THE
CONTRACTOR TO UTILITIES SHALL BE REPAIRED OR REPLACED BY THE CONTRACTOR AT THEIR
OWN EXPENSE.
CALL: TEXAS ONE CALL ® 1-800-245-4545 AT LEAST 48 HRS PRIOR TO CONSTRUCTION.
LEGEND
- EXISTING CURB
- PROPOSED CURB O
d'
- PROPOSED FIRE LANE STRIPE N
® - PARKING SPACES IN A ROW p p
0 40 80 U) ti
REINFORCED CONCRETE PAVEMENT
_ (SIDEWALK PAVEMENT TYP. 4" THICK). .(n CO m
SIDEWALK IN THE R.O.W. TO BE PER DRAWING SCALE co X ti
CITY STANDARDS. 1"=409 Q CO
- REINFORCED CONCRETE PAVEMENT. (n O N C)
I_ •_� i M
00 L N
- PROPOSED LANDSCAPING AREA
E N
k k - PROPOSED FIRE LANE AREA s :3 E 00 M
UiLN(D�
- BUFFERYARD =�
J
Twk�N�Ro OR REVIEW ONLY, NOT
- LOADING SPACE FOR CONSTRUCTION
THIS DOCUMENT IS
FOR INFORMATIONAL
�O 7 PURPOSES ONLY.
°°g� THIS IS RELEASED
a� UNDER THE
AUTHORITY OF PAUL
CRAGUN, P.E.
�P GL ifii i�ii
�9� ,,,� N0. 112767 ON
03/05/14.
0 &a0A0Tu9)m MAP
NTS
North
SITE
DATA SUMMARY CHART
HOTEL
RESTAURANT A/MIXED USE A
RESTAURANT B/MIXED USE B
TOTAL
EXISTING ZONING
NRPUD
NRPUD
NRPUD
PROPOSED ZONING
S P 2
S P 2
S P 2
=
LAND USE DESIGNATION
MIXED USE
MIXED USE
MIXED USE
MIXED USE
NUMBER OF STORIES
6
1
1
-
NUMBER OF PROPOSED LOTS
1
1
1
3
MAX. ALLOWED BUILDING HEIGHT
90'
90'
90'
-
PROVIDED MAX. BUILDING HEIGHT
79'-8"
30'-6"
30'-6"
-
GROSS ACREAGE
2.86 ACRES
2.13 ACRES
1.014 ACRES
6.004 ACRES
ROW DEDICATION
-
0.185 ACRES
0.1945 ACRES
0.38 ACRES
NET ACREAGE
2.86 ACRES
1.94 ACRES
0.83 ACRES
5.63 ACRES
PERCENTAGE OF SITE COVERAGE
30.4%
13.0%
9.7%
53.1 %
AREA OF OPEN SPACE
25,067 S.F.
34,384 S.F.
15,3234 S.F.
74,775 S.F.
OPEN SPACE AS A PERCENTAGE
20.1 %
40.7%
42.4%
30.5%
OUTSIDE STORAGE AS A
PERCENTAGE
0%
0%
0%
0%
IMPERVIOUS COVERAGE AREA
99,514.7 S.F.
50,122.4 S.F.
20,830.8 S.F.
170,468 S.F.
IMPERVIOUS COVERAGE AS A
PERCENTAGE
79 9%
59.3%
57.6%
69.5%
SQUARE FOOTAGE BY USE
HOTEL & RELATED
FACILITIES:
HOTEL ROOMS-123,959
S.F.
BALLROOM/MEETING
ROOM-4,500 S.F.
RESTAURANT-4,500 S.F.
11,000 S.F.
3,500 S.F.
-
BUILDING FOOTPRINT
37,820 S.F.
11,000 S.F.
3,500 S.F.
52,320 S.F.
TOTAL FLOOR AREA OF BUILDINGS
144,559 S.F.
11,000 S.F.
3,500 S.F.
-
PARKING
SUMMARY CHART
HOTEL &
RELATED FACILITIES
HOTEL
BALLROOM/
MEETING ROOM
RESTAURANT
RESTAURANT
A
RESTAURANT
B
PARKING
SPACES
REQUIRED
145
20
38
110
35
PARKING
SPACES
PROVIDED
81
16
24
102
40
LOADING
SPACES
REQUIRED
1 (1O'x50')
0
0
LOADING
SPACES
PROVIDED
1 (10'x50') AND 1 (12'x35')
N/A
N/A
LOT 1 R1 R2A, BLOCK 1
SABRE GROUP CAMPUS
ADDITION, AN ADDITION TO THE
CITY OF SOUTHLAKE, TARRANT
COUNTY, TEXAS
DEVELOPER:
SOLANA DEVELOPMENT SOLUTIONS, LP
P.O. BOX 1530
MIDLOTHIAN, TX 76065
TELEPHONE: 972.533.8702
FAX: 214.506.3205
CONTACT: DAVID CARR
LOT 1 R1 R2, BLOCK 1
SABRE GROUP CAMPUS ADDITION, AN
ADDITION TO THE CITY OF SOUTHLAKE,
TARRANT COUNTY, TEXAS
BENCHMARK
TBM-5/8" IRON PIN WITH RED CAP AT THE INTERSECTION OF S.H. 114
AND EXISTING T. W. KING ROAD (C. R. 3088) IN THE EAST EDGE OF THE
MEDIAN NOSE. N478950.13, E2101877.05
ELEV.=601.77
MOMUMENT- LOCATED APPROXIMATELY 150' NORTH OF THE CENTERLINE
OF S.H. 114 AND APPROXIMATELY 45' WEST OF EXISTING T.W. KING (C.R.
3088) AND APPROXIMATELY 75' SOUTH OF STOP & GO MART.
PLAN PREPARED BY:
ELEV.=601.77
CUMULUS DESIGN
P.O. BOX 2119
CONTRACTOR SHALL COORDINATE WITH SURVEYOR FOR BENCHMARKS AND
EULESS, TX 76039
ELEVATIONS PRIOR TO CONSTRUCTION. ENGINEER NOT RESPONSIBLE FOR
TELEPHONE: 214.235.0367
PROVIDING BENCHMARKS AND BEARINGS.
FAX: 214.235.0546
CONTACT: PAUL CRAGUN
CASE NUMBER: ZA18- 006
W
�
cn
Q
Q
Z
=
y
Lw
Q
a,
0
cn
I-
(n
p
D
�
(n
p
Li-
U
U
�
L_
p
Z
0
>-
>-
z
Q
U
cn
v
Q
Q
m
W
05/15/20
DRAWING SCALE
1" = 40'
PROJECT NUMBER
CD20006
SHEET NUMBER
cp
\\SERVER-PC\SERVER\2020 PROJECTS\CD20006 - SOUTHLAKE HOTEL\PLANS\CONCEPT PLAN CD20006.DWG
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 7
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 8
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
ITE
code
ITE
Land Use
Quantity
Weekdayl
Trips
AM Peak Hour
PM Peak Hour
I Total
I In
I Out
Total
I In
I 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
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.
DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas
September 2020 Page 9
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 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 pervehicle can be effectively calculated forthe 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 Unsignalized Intersection
(Average Delay per Vehicle) (Average Delay per Vehicle)
LOSA <10 <10
LOSB >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 10
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
Traffic
2020 A na I ys i s
Intersections
Movement
AM PM
Kirkwood Boulevard at
SH 114 SBFR
o
B (10.6) D (38.2)
v
v
Kirkwood Boulevard at
SH 114 N B F R
v
c
C (27.7) D (47.4)
Kirkwood Boulevard at
T W King Road
B (16.8) C (23.5)
in
Kirkwood Boulevard at
NBL
- - -
The Vista Dr/ Driveway 1
NBTR
- - - -
EBL-
0
WBL
N
�
-- --
SBR
ago I^
N N
D c
- - - -
Driveway 2 at
SH 114 NBFR
WBR
- - - -
Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or
better during the peak hour periods.
KEY:
A, B, C, D E, F = Level -of -Service far each intersection approach
NB, SB, EB, wB = North-, South-, East-, westbound approach
L, T, R = Left Through, Right Approach turning movemont
AM = AM Peak Hour of Adjacent Street
PM = AM Peak Hour of Adjacent Street
NOTE: Signalized intersection operational parameters and operational results were obtained
directly from the op timize d 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
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 S.
Table 5. 2023 Intersection Analysis
2023 Background
2023 Back round +Site
Traffic
Queue
Queue
Intersections
Movement
AM
PM
AM
(veh)
PM
(veh)
Kirkwood Boulevard at
o
C (25.5)
F(>100)
C (28.5)
F(>100)
SH 114SBFR
With Optimized Splits
v
^
v
c
D (36.9)
Kirkwood Boulevard at
F (93.7)
F (86.2)
F (99.9)
F (89.4)
SH 114 NBFR
With Optimized Splits
v
D (53.9)
Kirkwood Boulevard at
B (19.5)
E (58.5)
B (18.9)
E (58.7)
T W King Road
With Optimized Splits
n
D (50.3)
Kirkwood Boulevard at
NBL
NBTR
F (>100)
C (19.4)
5
1
C (19.2)
A (8.5)
1
1
The Vista Dr/ Driveway 1
EBL
v o
B (10.7)
B (12.0)
B (10.7)
1
B (12.0)
1
WBL
C (18.0)
1
A (74)
1
SBIR
w
Z) c
B (10.5)
C (17.5)
B (10.5)
1
C (17.5)
2
Driveway 2 at
SH 114 NBFR
WBR
C (170)
1
C (18.2)
1
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 (95' Percentile) for NB
left turn is around 5 vehicles.
DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas
September 2020 Page 12
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.
Hourly Service Volumes by Roadway Function
Minor Arterial &
Collector &
Principal Arterial
Area Type
Frontage Road
Local Street
Median-
Undivided
Median-
Undivided
Median -
Undivided
Divided or
Divided or
Divided or
One -Way
Two -Way
One -Way
Two -Way
One -Way
Two -Way
CBD
725
650
725
650
475
425
Urban/
850
775
825
750
525
475
Commercial
Suburban
925
8,75
900
825
575
525
Residential
Rural
1,025
925
975
875
600
550
To determine the utilization of a roadway, the volume to capacity ratio 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/8
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 13
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
Roadway
Direction
Classification
for Analysis
*Hourly
Volume
#
LANES
MEDIAN
DIVIDED?I
cAPAciTv
V/C
LOS
Per Lane I Roadway
2020 Existing:
Kirkwood Boulevard (Between Driveway 1
and T W King Road)
EB
Major Arterial
851
3
Y
850
2,550
0.33
A/B
WB
I Major Arterial
887
3
Y
850
2,550
0.35
A/B
2023 Background:
Kirkwood Boulevard (Between Driveway 1
and T W King Road)
I EB
Major Arterial
1,822
1 3
1 Y
1 850
1 2,550
1 0.71
D
WB
I Major Arterial
2,036
1 3
1 Y
1 850
1 2,550
1 0.80
D
2023 Background +Site:
Kirkwood Boulevard (Between Driveway 1
and T W King Road)
Arterial
1,826
1 3
Y
1 850
1 2,550
1 0.72
D
WB
I Major Arterial
2,043
1 3
1 Y
1 850
1 2,550
1 0.80
E
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.
DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas
September 2020 Page 14
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 85`h 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
Speed
Meets
Intersections
Limit
Required ISD (Ft)
Provided ISD (Ft)
Requirements
(mph)
Right Turn
Left Turn
Right Turn
Left Turn
Driveway 2 at
50
480
-
800
-
Yes
SH114 NBFR
Driveway 1 at
30
290
335
370
360
Yes
Kirkwood Blvd
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 15
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
-r530
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
Traffic
Turning
Intersection
Movement
Analysis Scenario
Vehicles
Meets
(veh)
Requirements
EBR
2023 Background + Site AM
71
2023 Background + Site PM
78
Driveway 1 at Kirkwood Blvd
Yes
NBR
2023 Background + Site AM
42
2023 Background + Site PM
46
Driveway 2 at SH 114 NBFR
No
• 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 16
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 17
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-
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 (95`" 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 18
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
DeShazo Group, Inc. TIA for the Creekside Point in Southlake, Texas
September 2020 Page 19
Exhibit 3. Existing Roadway Geometry and Traffic Control
TIA for the Creekside Point in Southlake, Texas
^North
Not to Scale
DeShazo Group
LBN
Exhibit 4. Proposed Roadway Geometry and Traffic Control
TIA for the Creekside Point in Southlake, Texas
^North
Not to Scale
DeShazo Group
LBN
�� i �'w� � � , rr � � '`$', ' y � • `_. � _ 'tea
A. C
'!la - � '+art -$.,�. {�•d' P '�'� @•,J{a•- - .. `. � �� r _ __ J -
z•
1
L-r
h4,
f � i
Appendix A. Traffic Volume Exhibits
TIA for the Creekside Point in Southlake, Texas
DeShazo Group, Inc. Appendix
Al. 2020 Existing AM Peak Hour Traffic Volumes
irkwood Blvd
TIA for the Creekside Point in Southlake, Texas
Z3
CO
Q
North ^
Not to Scale
DeShazo Group
A2. 2020 Existing PM Peak Hour Traffic Volumes
CD w
PtyL
248-)-
655y
Cn
Cn
M
n
TIA for the Creekside Point in Southlake, Texas
irkwood Blvd
Kirkwood Blvd
�v-46
CNON F710
37t
8y
Z
CO
Q
North ^
Not to Scale
DeShazo Group
A3. 2023 Background AM Peak Hour Traffic Volumes
0 o
F390
<irkwood Blvd 97-0
1767-*
TIA for the Creekside Point in Southlake, Texas
Kirkwood Blvd 37 19� `"
151
292y
Z
CO
Q
North ^
Not to Scale
DeShazo Group
A4. 2023 Background PM Peak Hour Traffic Volumes
y F2036
<irkwood Blvd 159-0 Kirkwood Blvd
TIA for the Creekside Point in Southlake, Texas
Z
CO
Q
North ^
Not to Scale
DeShazo Group
AS. 2023 Site Generated AM Peak Hour Traffic Volumes
(irkwood Blvd
iy 2
TIA for the Creekside Point in Southlake, Texas
u Ar6
71y
m
v
Kirkwood
Z3
CO
Q
North ^
Not to Scale
DeShazo Group
• B
A6. 2023 Site Generated PM Peak Hour Traffic Volumes
(irkwood Blvd
iy 2
TIA for the Creekside Point in Southlake, Texas
Ar7
78y
m
v
Kirkwood
Z3
CO
Q
North ^
Not to Scale
DeShazo Group
• B
A7. 2023 Background Plus Site Generated AM Peak Hour Traffic Volumes
297�
D81-
ry
U-
m
z
U)
496
o
T Kirkwood Blvd
�oLO
LOCO
R51 Driveway 2
C�O N
CO d
CO
TIA for the Creekside Point in Southlake, Texas
a�
CO
a)
L
o E390
A� sr6
97-0
1767_�.
71y
m
v
Kirkwood Blvd 33 18C%
292y
Z'
CO
Q
North ^
Not to Scale
DeShazo Group
OD
A8. 2023 Background Plus Site Generated PM Peak Hour Traffic Volumes
N
w � F525
�`�y r1128
293�
716y
Cn
Cn
M
n
R837
F1334
450-0 T ?(
161- Main
ry
LL
CO
z
U)
Kirkwood Blvd
R52 Driveway 2
T�
N d'
TIA for the Creekside Point in Southlake, Texas
F2036
r7
17-0
159_
78y
m
v
Kirkwood Blvd
Z'
CO
Q
North ^
Not to Scale
DeShazo Group
OD
Appendix B. 2015 & 2019 Traffic Count Data
TIA for the Creekside Point in Southlake, Texas
DeShazo Group, Inc. Appendix
Page I of 2
Intersection Traffic Movements
DeShazo Group, Inc.
Location:
SH 114 SBFR at Kirkwood Blvd
City/State:
Southlake, Texas
Data Collector(s):
Camera
Day/Date:
Tuesday, April 7, 2015
Weather Conditions:
Mild/Normal Conditions
Project -ID #:
15035-03
Traffic Control:
Unsignalized
Data Source:
CJ Hensch
Description:
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
Begin End
U
L T R
U
L
T
R
U-F
L T
R
U
F L T R
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
1 48 126
Intersection PHV:
0 0 0
171
1
58
0 233
234
268 578 0
PHF:
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.' 7:45 AM - 8:45 AM
Intersection PHF.' 0.92
Study Area PHV:
0 0 0
171
1
58
0 233
234
268 578 0
PHF:
E 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: 7:45 AM - 8:45 AM
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
1 30
0
9
0
27
93
4
1 62 87
Intersection PHV.,
0
0
0
117
6
42
0
216
594
386 285
0
PHF:
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:
4:30 PM
- 5:30 PM
Intersection PHF:
0.87
Study Area PHV:
0
0
0
115
2
43
0
214
565
390 293
0
PHF:F
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: 4:45 PM - 5:45 PM
Study Area PHF: 0.86
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Page 2 of 2
Intersection Traffic Movements
DeShazo Group, Inc.
Location:
SH 114 NBFR at Kirkwood Blvd
City/State:
Southlake, Texas
Data Couector(s):
Camera
Day/Date:
Tuesday, April 7, 2015
Weather Conditions:
Mild/Normal Conditions
Project -ID #:
15035-04
Traffic Control:
Unsignalized
Data Source:
CJ Hensch
Description:
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
Begin End
U
L T
R
U
L T R
U-F
L T R
U
F L T
R
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
1 0
0
21 60
0
56
3
Intersection PHV:
535 114
406
0 0 0
120 285 0
0 312
6
PHF:
0.88 0.89
0.83F
0.00 0.00 0.00
0.79 0.82 0.00
0.00 0.87
0.50
Intersection Peak Hour.' 7:45 AM -
8:45 AM
Intersection PHF. 0.92
Study Area PHV:
535 114
406�=O
0 0
120 285 0
0 312
6
PHF:
0.88 0.89
0.83
0.00 0.00
0.79 0.82 0.00
0.00 0.87
0.50
Study Peak Hour: 7:45 AM - 8:45 AM
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
1 71
248
9
0
0
1 56
7
0
78
16
Intersection PHV.,
268
823
25
0
0
0
346
47
0
0 442
296
PHF:
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:
5:00 PM
- 6:00 PM
Intersection PHF:
=5
Study Area PHV:=0.92
270
820
32
0
0
0
335
45
0
0 457
285
PHF:
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: 4:45 PM - 5:45 PM
Study Area PHF: 0.95
Observations:
Pile: C2X3HRS - 4L&12Mv PedSXLS
Kirkwood Blvd
AM Peak Hour = 7:30 AM - 8:30 AM
Number of Heavy Vehicles = 0
Number of Cyclists = 0
Number of Pedestrians = 4
FTWA
c
Y
H
IN
N v 9
IV-02
36 ? F"
665
125Noo
c
Y
N&A
Kirkwood Blvd
L45
o N
'� 1 �'
689
Kirkwood Blvd
1 Kirkwood Blvd
56
?
36
8i
tCD CD
LEGEND
STUDY INTERSECTION c'
Y
PEAK HOUR VOLUMES
H
* Peak Hour traffic volumes collected on Thursday, May 23, 2019
I
y
NOT TO SCALE
PM Peak Hour = 4:30 PM - 5:30 PM
Number of Heavy Vehicles = 1
Number of Cyclists = 0
Number of Pedestrians = 4
3030 LBJ FREEWAY
SUITE 1660
DALLAS92-248, 006TEXA575234
972-248-3006 FAX 972-248-3855
Kirkwood Boulevard and TW King Road
Figure 6
TBPE FIRM F450
gee
EncinMinc
Appendix C. Site -Generated Traffic Supplement
TIA for the Creekside Point in Southlake, Texas
DeShazo Group, Inc. Appendix
I"Double Oak RA n
L
F H r
❑ El
ut ono.
11 �
- .a.
�1In�"r^`-
ji_
El--
y
3 . ❑ t_
.� -- �❑ , Flower Mourid�. I
P w..
Roanoke; t
�a
i.
�=t —
�r'�^' Trophy^ b FLAI
El
na
�.
�I 21F,m
1
Fw, `tHr' �e1 El
atew_.ay y O 9=Prairie=R•
Kirkwood Blvd & TX-114 tFrontage Rd�Tj
❑El
°
O
fir y .
Al 635
1 v
F
I F
I
3iJ:Soutllake� �! >Northv�est Hwy
SouthlA, We
v ✓'.
LEGEND:
Ey
,Golden -
{4w1}�F °— --_ �.H-, SITE LOCATION
i{
d� iAdF'
`f
KIRW
40
N.T.S
XX - Inbound Traffic Assignment
(XX) - Outbound Traffic Assignment
�, DeShazo Group EXHIBIT
TRAFFIC&TRANSPORTATION ENGINEERS TRAFFIC ASSIGNMENT - INBOUND AND OUTBOUND PROJECT#:20071
400 S. Houston Street Ste. 330
Dallas, Texas 75202 TIA for the Creekside Point in Southlake, Texas DATE: DUNE 2020
(214)748-6740
Appendix D. Detailed Intersection Capacity Analysis Results
TIA for the Creekside Point in Southlake, Texas
DeShazo Group, Inc. Appendix
Timings 2020 Existing
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Timings 2020 Existing
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SCR
Lane Group
04
05
06
08
012
016
Lane Configurations
ttt
?I
)
tt
)
4T+
Lane Configurations
Traffic Volume (vph)
0
270
271
311
670
0
0
0
0
67
1
198
Traffic Volume (vph)
Future Volume (vph)
0
270
271
311
670
0
0
0
0
67
1
198
Future Volume (vph)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Peak Hour Factor
Adj. Flow (vph)
0
293
295
338
728
0
0
0
0
73
1
215
Adj. Flow (vph)
Shared Lane Traffic (°!°)
10%
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
293
295
338
728
0
0
0
0
66
223
0
Lane Group Flow (vph)
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Turn Type
Protected Phases
2
1
12
412
Protected Phases
4
5
6
8
12
16
Permitted Phases
2
12
412
Permitted Phases
Detector Phase
2
2
1
12
412
412
Detector Phase
Switch Phase
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
25.0
25.0
15.0
Minimum Split (s)
22.5
17.0
23.0
22.5
9.0
9.0 -
Total Split (s)
29.0
29.0
54.0
Total Split (s)
28.0
48.0
24.0
39.0
9.0
9.0
Total Split (%)
24.2%
24.2%
45.0 %
Total Split (%)
23%
40%
20%
33%
8 %
8%
Yellow Time (s)
4.5
4.5
4.5
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
2.5
2.5
2.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Lost Time Adjust (s)
Total Lost Time (s)
7.0
7.0
7.0
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
23.3
23.3
69.0
76.0
32.5
32.5
Act Effct Green (s)
Actuated g/C Ratio
0.19
0.19
0.58
0.63
0.27
0.27
Actuated g/C Ratio
v/c Ratio
0.30
0.54
0.38
0.32
0.15
0.24
v/c Ratio
Control Delay
42.8
8.8
2.3
1.1
34.5
5.7
Control Delay
Queue Delay
0.0
0.0
0.3
0.4
0.0
0.0
Queue Delay
Total Delay
42.8
8.8
2.6
1.4
34.5
5.7
Total Delay
LOS
D
A
A
A
C
A
LOS
Approach Delay
25.7
1.8
12.3
Approach Delay
Approach LOS
C
A
B
Approach LOS
Queue Length 50th (ft)
72
0
7
7
42
2
Queue Length 50th (ft)
Queue Length 95th (ft)
102
78
m10
7
84
34
Queue Length 95th (ft)
Internal Link Dist (ft)
313
327
395
482
Internal Link Dist (ft)
Turn Bay Length (ft)
350
Turn Bay Length (ft)
Base Capacity (vph)
989
545
898
2239
436
940
Base Capacity (vph)
Starvation Cap Reductn
0
0
172
906
0
0
Starvation Cap Reductn
Spillback Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
Storage Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
Reduced v/c Ratio
0.30
0.54
0.47
0.55
0.15
0.24
Reduced v/c Ratio
Intersection Summary Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5% Start of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.79
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 1 LBN Page 2
Timings 2020 Existing
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 10.6 Intersection LOS: B
Intersection Capacity Utilization 63.7 % ICU Level of Service B
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd
#1
#1I
#1 1=1
UO2 to
04
+ 012 'rot
29 s 11
:ME
9 s 1 154S
=2 2
-2
=2
F
s316 o,
�L36
-s
9s 9as
24s
39s
TIA for the Creekside Point in Southlake, Texas
LBN
Timings
2020 Existing
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: AM
-,,,,-,*
r-
4-
T
ti
t
-'
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
V1
tt
ttt
?I
Vi
+TT+
Traffic Volume (vph)
139
330
0
0
362
7
620
132
471
0
0
0
Future Volume (vph)
139
330
0
0
362
7
620
132
471
0
0
0
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
151
359
0
0
393
8
674
143
512
0
0
0
Shared Lane Traffic (%)
32%
Lane Group Flow (vph)
151
359
0
0
393
8
458
871
0
0
0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
5 6
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
48.0
24.0
Total Split (%)
40.0 %
20.0 %
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
58.2
65.2
17.0
120.0
43.3
43.3
Actuated g/C Ratio
0.48
0.54
0.14
1.00
0.36
0.36
v/c Ratio
0.21
0.19
0.55
0.01
0.79
0.66
-
Control Delay
5.3
5.2
50.3
0.0
45.6
21.6
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
-
Total Delay
5.3
5.2
50.3
0.0
45.6
21.6
LOS
A
A
D
A
D
C
Approach Delay
5.2
49.3
29.9
Approach LOS
A
D
C
-
Queue Length 50th (ft)
16
19
105
0
343
189
Queue Length 95th (ft)
24
25
145
m0
#498
264
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
a
Base Capacity (vph)
727
1923
720
1583
580
1318
Starvation Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.21
0.19
0.55
0.01
0.79
0.66
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB
and 5:,
Start of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.79
Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
Page 3 LBN Page 4
Timings 2020 Existing
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Lane Group
01
02
04
08
012
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
22.5
22.5
9.0
9.0
Total Split (s)
54.0
29.0
28.0
39.0
9.0
9.0
Total Split (%)
45 %
24%
23%
33 %
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5
Timings 2020 Existing
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 27.7 Intersection LOS: C
Intersection Capacity Utilization 63.7 % ICU Level of Service B
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
#1I #1
=532 ��T+19
+ 012 1 5 1
29s
9s s
=2 2
=2
=2
F
5�316 '
�536
s18
9s 9Ss
24s
39s
TIA for the Creekside Point in Southlake, Texas
LBN
Synchro 10 Report
Page 6
Timings 2020 Existing
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
-,,, , -,* F t T l
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
T+
?I
Traffic Volume (vph)
37
685
129
0
23
9
2
0
0
56
4
260
Future Volume (vph)
37
685
129
0
23
9
2
0
0
56
4
260
Peak Hour Factor
0.91
0.91
0.92
0.92
0.91
0.91
0.92
0.92
0.92
0.91
0.92
0.91
Adj. Flow (vph)
41
753
140
0
25
10
2
0
0
62
4
286
Shared Lane Traffic (%)
49%
Lane Group Flow (vph)
41
753
140
0
35
0
2
0
0
62
144
146
Turn Type
pm+pt
NA
pm+ov
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
14.0
55.0
55.0
14.0
36.0
14.0
36.0
15.0
Total Split (%)
12.5%
58.31%
11.7°%
45.8 %
45.8 %
11.7%
30.0%
11.7°%
30.0 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
75.6
51.2
37.5
39.8
32.4
45.2
Actuated g/C Ratio
0.53
0.53
0.63
0.43
0.31
0.33
0.27
0.38
v/c Ratio
0.06
0.40
0.13
0.02
0.01
0.13
0.28
0.22
Control Delay
18.3
22.6
3.7
16.0
24.5
25.9
7.6
4.7
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
18.3
22.6
3.7
16.0
24.5
25.9
7.6
4.7
LOS
B
C
A
B
C
C
A
A
Approach Delay
19.6
16.0
24.5
9.6
Approach LOS
B
B
C
A
Queue Length 50th (ft)
20
216
9
5
1
31
2
0
Queue Length 95th (ft)
m40
294
m36
16
7
63
55
44
Internal Link Dist (ft)
288
1505
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
691
1887
1077
1449
426
491
509
681
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.06
0.40
0.13
0.02
0.00
0.13
0.28
0.21
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.40
Timings 2020 Existing
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
Intersection Signal Delay:16.8 Intersection LOS: B
Intersection Capacity Utilization 38.7% ICU Level of Service A
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
"02
�3
1
ios
0 � L35 06
14s
�437
36s
I } L38
115S 1 055s - ■14s 1 36s ■
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchm 10 Report
LBN Page 7 LBN Page 8
Timings 2020 Existing
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
Lane Configurations
ttt
?I
)
tt
r{
Traffic Volume (vph)
0
248
655
452
340
0
0
0
0
133
2
50
Future Volume (vph)
0
248
655
452
340
0
0
0
0
133
2
50
Peak Hour Factor
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
Adj. Flow (vph)
0
288
762
526
395
0
0
0
0
155
2
58
Shared Lane Traffic (°!°)
50%
Lane Group Flow (vph)
0
288
762
526
395
0
0
0
0
77
138
0
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Protected Phases
2
1
12
412
Permitted Phases
2
12
412
Detector Phase
2
2
1
12
412
412
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Split (s)
25.0
25.0
15.0
Total Split (s)
28.0
28.0
66.0
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/Lag
Lead
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Act Effct Green (s)
21.0
21.0
80.0
87.0
21.5
21.5
Actuated g/C Ratio
0.18
0.18
0.67
0.72
0.18
0.18
v/c Ratio
0.32
1.10
0.50
0.15
0.27
0.23
Control Delay
44.5
79.7
4.8
0.3
45.4
25.4
Queue Delay
0.0
0.0
0.5
0.0
0.0
0.0
Total Delay
44.5
79.7
5.3
0.3
45.4
25.4
LOS
D
E
A
A
D
C
Approach Delay
70.0
3.2
32.6
Approach LOS
E
A
C
Queue Length 50th (ft)
72
-321
266
1
57
29
Queue Length 95th (ft)
96
#497
m318
ml
103
56
Internal Link Dist (ft)
348
327
538
507
Turn Bay Length (ft)
350
Base Capacity (vph)
889
695
1055
2565
288
601
Starvation Cap Reductn
0
0
211
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.32
1.10
0.62
0.15
0.27
0.23
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5% Start of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.10
Timings 2020 Existing
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Lane Group
04
05
06
08
012
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
17.0
17.0
23.0
22.5
9.0
9.0 -
Total Split (s)
17.0
36.0
42.0
33.0
9.0
9.0
Total Split (%)
14%
30%
35%
28%
8 %
8%
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 1 LBN Page 2
Timings 2020 Existing
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Intersection Signal Delay: 38.2 Intersection LOS: D
Intersection Capacity Utilization 85.2 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
#1
#1
#1I #1
�2
+04
+012701
28s
17s 99
9s
=2 -z
=2
tz
9 s 36 s
42 s
33 s
TIA for the Creekside Point in Southlake, Texas
LBN
Timings
2020 Existing
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: PM
-1",-,*
r-
4-
T
ti
t
-'
Lane Group
EBL
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
V1
tt
ttt
i"
Vi
+TT+
Traffic Volume (vph)
388
52 0
0
530
330
313
951
37
0
0
0
Future Volume (vph)
388
52 0
0
530
330
313
951
37
0
0
0
Peak Hour Factor
0.95
0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
408
55 0
0
558
347
329
1001
39
0
0
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
408
55 0
0
558
347
296
1073
0
0
0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
5 6
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
36.0
42.0
Total Split (%)
30.0 %
35.0
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
64.0
71.0
35.0
120.0
37.5
37.5
Actuated g/C Ratio
0.53
0.59
0.29
1.00
0.31
0.31
v/c Ratio
0.64
0.03
0.38
0.22
0.59
1.02
-
Control Delay
13.1
1.1
59.6
0.3
40.5
73.5
Queue Delay
0.3
0.0
0.0
0.0
0.0
0.0
-
Total Delay
13.4
1.1
59.6
0.3
40.5
73.5
LOS
B
A
E
A
D
E
-
Approach Delay
11.9
36.9
66.4
Approach LOS
B
D
E
-
Queue Length 50th (ft)
214
1
163
0
212
-482
Queue Length 95th (ft)
288
1
204
0
317
#625
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
Base Capacity (vph)
636
2093
1483
1583
503
1053
Starvation Cap Reductn
29
0
0
0
0
0
Spillback Cap Reductn
0
0
49
0
0
0
Storage Cap Reductn
0
1[ 0
0
0
0
0
-
Reduced v/c Ratio
0.67
0.03
0.39
0.22
0.59
1.02
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:,
Start of Green
Natural Cycle: 90
Control Type: Actuated -Coordinated
Maximum v/c Rafio:1.10
Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
Page 3 LBN Page 4
Timings 2020 Existing
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Lane Group
01
02
04
08
012
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
17.0
22.5
9.0
9.0
Total Split (s)
66.0
28.0
17.0
33.0
9.0
9.0
Total Split (%)
55 %
23%
14 %
28 %
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5
Timings 2020 Existing
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Intersection Signal Delay: 47.4 Intersection LOS: D
Intersection Capacity Utilization 85.2 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
=1
#1
m1 #11
j
j
02
04
012 f � i
23S
17s
9s 1 166S IN
=z z
=2 #z*
t016 405
`R1
66 1438
9 s 36 s
42s
TIA for the Creekside Point in Southlake, Texas
LBN
Synchro 10 Report
Page 6
Timings 2020 Existing
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
-,,, , -,* F t T l
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
T+
?I
Traffic Volume (vph)
58
37
8
1
710
46
49
0
0
2
0
128
Future Volume (vph)
58
37
8
1
710
46
49
0
0
2
0
128
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
Adj. Flow (vph)
65
42
9
1
798
52
55
0
0
2
0
144
Shared Lane Traffic (%)
50%
Lane Group Flow (vph)
65
42
9
0
851
0
55
0
0
2
72
72
Turn Type
pm+pt
NA
pm+ov
Perm
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
21.0
55.0
55.0
21.0
36.0
14.0
29.0
15.0
Total Split (%)
12.5%
58.31/
17.5 %
45.8 %
45.8 %
17.5%
30.0%
11.7%
24.2 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
77.9
52.8
43.7
36.9
32.4
45.9
Actuated g/C Ratio
0.53
0.53
0.65
0.44
0.36
0.31
0.27
0.38
v/c Ratio
0.24
0.02
0.01
0.58
0.12
0.00
0.11
0.10
Control Delay
22.1
19.2
3.1
27.7
25.7
24.5
0.4
0.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
22.1
19.2
3.1
27.7
25.7
24.5
0.4
0.3
LOS
C
B
A
C
C
C
A
A
Approach Delay
19.6
27.7
25.7
0.7
Approach LOS
B
C
C
A
Queue Length 50th (ft)
37
12
1
263
28
1
0
0
Queue Length 95th (ft)
m59
m21
ml
332
56
6
0
0
Internal Link Dist (ft)
506
828
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
286
1887
1129
1479
497
479
639
715
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.23
0.02
0.01
0.58
0.11
0.00
0.11
0.10
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.58
Timings 2020 Existing
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
Intersection Signal Delay: 23.5 Intersection LOS: C
Intersection Capacity Utilization 53.4 % ICU Level of Service A
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
"02
7o s 71111111111111111121s
*% 03
• 04
29s
0
05 -0,
�4i7
}
I L38
115s. 1 055s - 1 ■14s I ■scs i ■
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 7 LBN Page 8
Timings
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd
Lane Group EBL EST EBR WBL
WBT
WBR NBL NBT NBR
2023 Background
Timing Plan: AM
SBL SuBR
Timings
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd
Lane Group 04 05 06 08
012
016
2023 Background
Timing Plan: AM
Lane Configurations
ttt
if
)
tt
)
+T +
Lane Configurations
Traffic Volume (vph) 0
444
296
425
739
0 0 0 0
718
1 217
Traffic Volume (vph)
Future Volume (vph) 0
444
296
425
739
0 0 0 0
718
1 217
Future Volume (vph)
Peak Hour Factor 0.92
0.92
0.92
0.92
0.92
0.92 0.92 0.92 0.92
0.92
0.92 0.92
Peak Hour Factor
Adj. Flow (vph) 0
483
322
462
803
0 0 0 0
780
1 236
Adj. Flow (vph)
Shared Lane Traffic (%)
50%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0
483
322
462
803
0 0 0 0
390
627 0
Lane Group Flow (vph)
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Turn Type
Protected Phases
2
1
12
412
Protected Phases
4
5
6
8
12
16
Permitted Phases
2
12
412
Permitted Phases
Detector Phase
2
2
1
12
412
412
Detector Phase
Switch Phase
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
25.0
25.0
15.0
Minimum Split (s)
22.5
17.0
23.0
22.5
9.0
9.0
-
Total Split (s)
29.0
29.0
54.0
Total Split (s)
28.0
48.0
24.0
39.0
9.0
9.0
Total Split (%)
24.2%
24.2%
45.0 %
Total Split (%)
23%
40%
20%
33%
8 %
8%
Yellow Time (s)
4.5
4.5
4.5
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
2.5
2.5
2.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Lost Time Adjust (s)
Total Lost Time (s)
7.0
7.0
7.0
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
22.0
22.0
69.0
76.0
32.5
32.5
Act Effct Green (s)
Actuated g/C Ratio
0.18
0.18
0.58
0.63
0.27
0.27
Actuated g/C Ratio
v/c Ratio
0.52
0.58
0.56
0.36
0.89
0.69
v/c Ratio
Control Delay
46.5
9.3
4.3
0.2
66.3
38.1
Control Delay
Queue Delay
0.0
0.0
1.4
0.9
0.0
0.0
Queue Delay
Total Delay
46.5
9.3
5.7
1.0
66.3
38.1
Total Delay
LOS
D
A
A
A
E
D
LOS
Approach Delay
31.6
2.7
48.9
Approach Delay
Approach LOS
C
A
D
Approach LOS
Queue Length 50th (ft)
124
0
37
0
319
207
Queue Length 50th (ft)
Queue Length 95th (ft)
163
82
m41
m0
#518
278
Queue Length 95th (ft)
Internal Link Dist (ft)
313
327
395
482
Internal Link Dist (ft)
Turn Bay Length (ft)
350
Turn Bay Length (ft)
Base Capacity (vph)
932
553
826
2241
436
905
Base Capacity (vph)
Starvation Cap Reductn
0
0
191
1079
0
0
Starvation Cap Reductn
Spillback Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
Storage Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
Reduced v/c Ratio
0.52
0.58
0.73
0.69
0.89
0.69
Reduced v/c Ratio
Intersection Summary
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5%
Start of Green
Natural Cycle:135
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.31
TIA for the Creekside Point in Southlake, Texas
Synchro 10 Report
TIA for the Creekside Point in Southlake, Texas
Synchro 10 Report
LBN
Page 1
LBN
Page 2
Timings 2023 Background
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 25.5 Intersection LOS: C
Intersection Capacity Utilization 90.3 % ICU Level of Service E
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd
#1 #1
#1I #1
UO2 ��°O4
012. 1
29s
9s 54s
=2 '2
-2
=z
T"16 �435
F
+
�s36
I4i8
9s I I4Ss
24s
39s
Timings
2023 Background
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: AM
-1",-,*
r-
4-
T/,.
ti
1
-'
Lane Group
EBL
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
V1
tt
ttt
?I
Vi
+TT+
Traffic Volume (vph)
297
1010 0
0
487
15
678
482
854 0
0
0
Future Volume (vph)
297
1010 0
0
487
15
678
482
854 0
0
0
Peak Hour Factor
0.92
0.92 0.92
0.92
0.92
0.92
0.92
0.92
0.92 0.92
0.92
0.92
Adj. Flow (vph)
323
1098 0
0
529
16
737
524
928 0
0
0
Shared Lane Traffic (%)
10°%
Lane Group Flow (vph)
323
1098 0
0
529
16
663
1526
0 0
0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
5 6
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
48.0
24.0
Total Split (%)
40.0 %
20.0
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
58.0
65.0
17.0
120.0
43.5
43.5
Actuated g/C Ratio
0.48
0.54
0.14
1.00
0.36
0.36
v/c Ratio
0.47
0.57
0.73
0.01
1.14
1.57dr
Control Delay
12.1
4.0
54.6
0.0
117.3
179.3
Queue Delay
0.6
0.5
0.0
0.0
0.0
0.0
-
Total Delay
12.8
4.5
54.6
0.0
117.3
179.3
LOS
B
A
D
A
F
F
-
Approach Delay
6.4
52.9
160.5
Approach LOS
A
D
F
-
Queue Length 50th (ft)
31
31
146
0
-657
-821
Queue Length 95th (ft)
m77
m33
190
m0
#910
#969
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
a
Base Capacity (vph)
684
1916
720
1583
583
1161
Starvation Cap Reductn
130
372
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
-
Reduced v/c Ratio
0.58
0.71
0.73
0.01
1.14
1.31
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:,
Start of Green
Natural Cycle:135
----------------------
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.31
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 3 LBN Page 4
Timings 2023 Background
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Lane Group
01
02
04
08
012
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
22.5
22.5
9.0
9.0
Total Split (s)
54.0
29.0
28.0
39.0
9.0
9.0
Total Split (%)
45 %
24%
23%
33 %
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
Timings 2023 Background
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 93.7 Intersection LOS: F
Intersection Capacity Utilization 90.3 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
-1 1 :io
A'1
t 029 12 IF01
29s
=2 #2
To16 -405 1 6 08
9s 9as
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5 LBN Page 6
Timings 2023 Background
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
-,,, , -,* F t T l
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
T+
?I
Traffic Volume (vph)
379
1151
292
0
25
58
2
0
0
118
5
363
Future Volume (vph)
379
1151
292
0
25
58
2
0
0
118
5
363
Peak Hour Factor
0.91
0.91
0.92
0.92
0.91
0.91
0.92
0.92
0.92
0.91
0.92
0.91
Adj. Flow (vph)
416
1265
317
0
27
64
2
0
0
130
5
399
Shared Lane Traffic (%)
49%
Lane Group Flow (vph)
416
1265
317
0
91
0
2
0
0
130
201
203
Turn Type
pm+pt
NA
pm+ov
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
14.0
55.0
55.0
14.0
36.0
14.0
36.0
15.0
Total Split (%)
12.5%
58.31/
11.7%
45.8 %
45.8 %
11.7%
30.0%
11.7%
30.0 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
75.7
49.0
35.7
40.3
32.3
47.3
Actuated g/C Ratio
0.53
0.53
0.63
0.41
0.30
0.34
0.27
0.39
v/c Ratio
0.63
0.67
0.28
0.07
0.01
0.28
0.37
0.28
Control Delay
25.0
26.3
2.6
8.4
24.5
28.1
7.2
4.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
25.0
26.3
2.6
8.4
24.5
28.1
7.2
4.3
LOS
C
C
A
A
C
C
A
A
Approach Delay
22.3
8.4
24.5
11.2
Approach LOS
C
A
C
B
Queue Length 50th (ft)
205
431
19
6
1
68
3
0
Queue Length 95th (ft)
m217
m377
m22
23
7
116
64
49
Internal Link Dist (ft)
288
1505
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
661
1887
1139
1331
376
472
550
715
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.63
0.67
0.28
0.07
0.01
0.28
0.37
0.28
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.67
Timings 2023 Background
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
Intersection Signal Delay:19.5 Intersection LOS: B
Intersection Capacity Utilization 55.0 % ICU Level of Service B
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
"02
�3
1
io s 71111111111111111114
0 L35 fT6
s
�437
36 s
}
I L38
115S 1 055s - ■14s 1 36s ■
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchm 10 Report
LBN Page 7 LBN Page 8
HCM 2010 TWSC
2023 Background
3: Kirkwood Blvd & The Vista Dr
Timing Plan: AM
Intersection -200000—
Int Delay, s/veh 0.6
Movement EBL EBT WBT WBR
SBL
SBR
Lane Configurations vj ttt ttT+
)
r
Traffic Vol, vehlh 97 1767 390 0
0
20
Future Vol, veh/h 97 1767 390 0
0
20
Conflicting Peds, #Ihr 0 0 0 0
0
0
Sign Control Free Free Free Free
Stop
Stop
RT Channelized - None None
-
None
Storage Length 70 -
0
0
Veh in Median Storage, # - 0 0
0
-
Grade, % - 0 0
0
-
Peak Hour Factor 92 92 92 92
92
92
Heavy Vehicles,% 2 2 2 2
2
2
Mvmt Flow 105 1921 424 0
0
22
Major/Minor Majorl Major2 Minor2
Conflicting Flow All 424 0 0
1402
212
Stage 1 - - -
424
-
Stage 2 -
978
-
Critical Hdwy 5.34
5.74
7.14
Critical Hdwy Stg 1
6.64
-
Critical Hdwy Stg 2 -
6.04
-
Follow-up Hdwy 3.12
3.82
3.92
Pot Cap-1 Maneuver 735
194
675
Stage 1 -
535
-
Stage 2 -
294
-
Platoon blocked, %
Mov Cap-1 Maneuver 735
166
675
Mov Cap-2 Maneuver -
166
-
Stage 1
458
Stage 2
294
Approach EB WB
SB
HCM Control Delay, s 0.6 0
10.5
HCM LOS
B
Minor Lane/Major Mvmt EBL EBT WBT
WBR SBLnl SBLn2
Capacity (veh/h) 735
675
HCM Lane V/C Ratio 0.143
0.032
HCM Control Delay (s) 10.7
0 10.5
HCM Lane LOS B
A B
HCM 95th %tile Q(veh) 0.5
0.1
TIA for the Creekside Point in Southlake, Texas
Synchro 10 Report
LBN
Pagel
Timings
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
Lane Group EBL EST EBR WBL
WBT
WBR NBL NBT NBR
2023 Background
Timing Plan: PM
SBL SSA
Timings
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
Lane Group 04 05 06 08
012
016
2023 Background
Timing Plan: PM
Lane Configurations
ttt
if
)
tt
)
4T+
Lane Configurations
Traffic Volume (vph) 0
280
716
1095
515
0 0 0 0
190
3 54
Traffic Volume (vph)
Future Volume (vph) 0
280
716
1095
515
0 0 0 0
190
3 54
Future Volume (vph)
Peak Hour Factor 0.86
0.86
0.86
0.86
0.86
0.86 0.86 0.86 0.86
0.86
0.86 0.86
Peak Hour Factor
Adj. Flow (vph) 0
326
833
1273
599
0 0 0 0
221
3 63
Adj. Flow (vph)
Shared Lane Traffic (%)
50%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0
326
833
1273
599
0 0 0 0
110
177 0
Lane Group Flow (vph)
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Turn Type
Protected Phases
2
1
12
412
Protected Phases
4
5
6
8
12
16
Permitted Phases
2
12
412
Permitted Phases
Detector Phase
2
2
1
12
412
412
Detector Phase
Switch Phase
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
25.0
25.0
15.0
Minimum Split (s)
17.0
17.0
23.0
22.5
9.0
9.0
-
Total Split (s)
28.0
28.0
66.0
Total Split (s)
17.0
36.0
42.0
33.0
9.0
9.0
Total Split (%)
23.3%
23.3 %
55.0 %
Total Split (%)
14%
30%
35%
28%
8 %
8%
Yellow Time (s)
4.5
4.5
4.5
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
2.5
2.5
2.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Lost Time Adjust (s)
Total Lost Time (s)
7.0
7.0
7.0
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
21.0
21.0
80.0
87.0
21.5
21.5
Act Effct Green (s)
Actuated g/C Ratio
0.18
0.18
0.67
0.72
0.18
0.18
Actuated g/C Ratio
v/c Ratio
0.37
1.64
1.21
0.23
0.38
0.29
v/c Ratio
Control Delay
45.0
319.2
118.9
0.4
47.9
28.6
Control Delay
Queue Delay
0.1
0.0
0.9
0.5
0.0
0.0
Queue Delay
Total Delay
45.1
319.2
119.8
0.9
47.9
28.6
Total Delay
LOS
D
F
F
A
D
C
LOS
Approach Delay
242.1
81.8
36.0
Approach Delay
Approach LOS
F
F
D
Approach LOS
Queue Length 50th (ft)
82
-748
-1067
3
83
41
Queue Length 50th (ft)
Queue Length 95th (ft)
108
#924 m#1206
m4
138
72
Queue Length 95th (ft)
Internal Link Dist (ft)
348
327
538
507
Internal Link Dist (ft)
Turn Bay Length (ft)
350
Turn Bay Length (ft)
Base Capacity (vph)
889
508
1048
2565
288
609
Base Capacity (vph)
Starvation Cap Reductn
0
0
178
1476
0
0
Starvation Cap Reductn
Spillback Cap Reductn
108
0
0
0
0
1
Spillback Cap Reductn
Storage Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
Reduced v/c Ratio
0.42
1.64
1.46
0.55
0.38
0.29
Reduced v/c Ratio
Intersection Summary
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5%
Start of Green
Natural Cycle:140
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.64
TIA for the Creekside Point in Southlake, Texas
Synchro 10 Report
TIA for the Creekside Point in Southlake, Texas
Synchm 10 Report
LBN
Page 1
LBN
Page 2
Timings 2023 Background
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Intersection Signal Delay: 133.8 Intersection LOS: F
Intersection Capacity Utilization 114.2% ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
#1
#1
#1I #1
�2
+04
+012701
28s
17s 99
9s
=2 -z
=2
tz
9 s 36 s
42 s
33 s
Timings
2023 Background
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: PM
-1",-,*
r-
4-
T/,.
ti
1
-'
Lane Group
EBL
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR SBL
SBT
SBR
Lane Configurations
V1
tt
ttt
?"
Vi
+TT+
Traffic Volume (vph)
450
83 0
0
1325
809
342
1100
93 0
0
0
Future Volume (vph)
450
83 0
0
1325
809
342
1100
93 0
0
0
Peak Hour Factor
0.95
0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
0.95
Adj. Flow (vph)
474
87 0
0
1395
852
360
1158
98 0
0
0
Shared Lane Traffic (%)
10°%
Lane Group Flow (vph)
474
87 0
0
1395
852
324
1292
0 0
0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
5 6
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
36.0
42.0
Total Split (%)
30.0%
35.0
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
64.0
71.0
35.0
120.0
37.5
37.5
Actuated g/C Ratio
0.53
0.59
0.29
1.00
0.31
0.31
v/c Ratio
0.97
0.04
0.94
0.54
0.64
1.23
Control Delay
62.5
1.0
60.9
0.6
42.5
147.9
Queue Delay
14.4
0.0
38.7
0.0
0.4
0.2
-
Total Delay
76.9
1.0
99.6
0.6
42.9
148.1
LOS
E
A
F
A
D
F
Approach Delay
65.1
62.1
127.0
Approach LOS
E
E
F
-
Queue Length 50th (ft)
334
1
418
0
236
-680
Queue Length 95th (ft)
#533
1
m430
m0
350
#825
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
a
Base Capacity (vph)
489
2093
1483
1583
503
1051
Starvation Cap Reductn
28
0
0
0
0
0
Spillback Cap Reductn
0
0
199
0
24
52
Storage Cap Reductn
0
1[ 0
0
0
0
0
-
Reduced v/c Ratio
1.03
0.04
1.09
0.54
0.68
1.29
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:,
Start of Green
Natural Cycle:140
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.64
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 3 LBN Page 4
Timings 2023 Background
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Lane Group
01
02
04
08
012
016
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
17.0
22.5
9.0
9.0
Total Split (s)
66.0
28.0
17.0
33.0
9.0
9.0
Total Split (%)
55 %
23%
14 %
28 %
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
Timings 2023 Background
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Intersection Signal Delay: 86.2 Intersection LOS: F
Intersection Capacity Utilization 114.2 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
#1 #1
#1I #1
=02 + P4
+ f512. ■ 01
28s
9s 66s
�z �z
Fz
Fz
T�16 �4i6
F
Toa
��o
9 s 36 sI
42 s W33
s
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5 LBN Page 6
Timings 2023 Background
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
-,,, , -,* F t T l
Lane Group
EBL
EST
EBR
WBL
WBT WBR
NBL
NBT
NBR
SBL
SBT
_t
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
T+
?I
Traffic Volume (vph)
124
41
9
1
1181 111
206
0
0
44
0
649
Future Volume (vph)
124
41
9
1
1181 111
206
0
0
44
0
649
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89 0.89
0.89
0.89
0.89
0.89
0.89
0.89
Adj. Flow (vph)
139
46
10
1
1327 125
231
0
0
49
0
729
Shared Lane Traffic (%)
50%
Lane Group Flow (vph)
139
46
10
0
1453 0
231
0
0
49
365
364
Turn Type
pm+pt
NA
pm+ov
Perm
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
21.0
55.0
55.0
21.0
36.0
14.0
29.0
15.0
Total Split (%)
12.5%
58.31/
17.5 %
45.8 %
45.8 %
17.5%
30.0%
11.7%
24.2 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
84.5
49.2
44.0
30.7
23.5
38.3
Actuated g/C Ratio
0.53
0.53
0.70
0.41
0.37
0.26
0.20
0.32
v/c Ratio
0.72
0.02
0.01
1.06
0.85
0.13
0.81
0.64
Control Delay
45.8
21.9
2.7
75.5
58.1
26.5
37.5
27.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
45.8
21.9
2.7
75.5
58.1
26.5
37.5
27.2
LOS
D
C
A
E
E
C
D
C
Approach Delay
37.9
75.5
58.1
31.9
Approach LOS
D
E
E
C
Queue Length 50th (ft)
87
14
1
-651
129
24
142
158
Queue Length 95th (ft)
m107
m21
ml
#775
#257
52
#301
268
Internal Link Dist (ft)
506
828
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
196
1887
1129
1375
278
394
448
575
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.71
0.02
0.01
1.06
0.83
0.12
0.81
0.63
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle:115
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.06
Timings 2023 Background
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
Intersection Signal Delay: 58.5 Intersection LOS: E
Intersection Capacity Utilization 89.0 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
70s
05
23s 29s
07 05
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 7 LBN Page 8
HCM 2010 TWSC
2023 Background
3: Kirkwood Blvd & The Vista Dr
Timing Plan: PM
Intersection -200000—
Int Delay, s/veh 1
Movement EBL
EBT WBT WBR SBL
SBR
Lane Configurations vj
ttt ttT+
)
r
Traffic Vol, vehlh 17
159 2036
0 0
127
Future Vol, veh/h 17
159 2036
0 0
127
Conflicting Peds, #Ihr 0
0 0
0 0
0
Sign Control Free
Free Free Free Stop
Stop
RT Channelized -
None None -
None
Storage Length 70
-
0
0
Veh in Median Storage, # -
0 0
0
-
Grade, % -
0 0
0
-
Peak Hour Factor 92
92 92
92 92
92
Heavy Vehicles,% 2
2 2
2 2
2
Mvmt Flow 18
173 2213
0 0
138
Major/Minor Majorl
Major2
Minor2
Conflicting Flow All 2213
0
0 2318
1107
Stage 1 -
-
- 2213
-
Stage 2 -
105
-
Critical Hdwy 5.34
5.74
7.14
Critical Hdwy Stg 1
6.64
-
Critical Hdwy Stg 2 -
6.04
-
Follow-up Hdwy 3.12
3.82
3.92
Pot Cap-1 Maneuver *535
*456
*425
Stage 1 -
*436
-
Stage 2 -
*912
-
Platoon blocked, % 1
1
1
Mov Cap-1 Maneuver *535
*440
*425
Mov Cap-2 Maneuver -
*440
-
Stage 1
*422
Stage 2
*912
Approach EB
WB
SB
HCM Control Delay, s 1.2
0
17.5
HCM LOS
C
Minor Lane/Major Mvmt
EBL EBT WBT WBR
SBLnl SBLn2
Capacity (veh/h)
*535
425
HCM Lane V/C Ratio
0.035
0.325
HCM Control Delay (s)
12
0 17.5
HCM Lane LOS
B
A C
HCM 95th %tile Q(veh)
0.1
1.4
Notes'
-: Volume exceeds capacity
$: Delay exceeds 300s
+: Computation Not Defined
*: All major volume in platoon
TIA for the Creekside Point in Southlake, Texas
Synchro 10 Report
LBN
Pagel
Timings 2023 Background Plus Site Generated
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBR
Lane Configurations
ttt
?I
)
tt
)
+T +
Traffic Volume (vph)
0
456
296
458
748
0
0
0
0
778
1
217
Future Volume (vph)
0
456
296
458
748
0
0
0
0
778
1
217
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
0
496
322
498
813
0
0
0
0
846
1
236
Shared Lane Traffic (%)
50%
Lane Group Flow (vph)
0
496
322
498
813
0
0
0
0
423
660
0
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Protected Phases
2
1
12
412
Permitted Phases
2
12
412
Detector Phase
2
2
1
12
412
412
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Split (s)
25.0
25.0
15.0
Total Split (s)
29.0
29.0
54.0
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/Lag
Lead
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Act Effct Green (s)
22.0
22.0
69.0
76.0
32.5
32.5
Actuated g/C Ratio
0.18
0.18
0.58
0.63
0.27
0.27
v/c Ratio
0.53
0.58
0.61
0.36
0.97
0.74
Control Delay
46.7
9.3
5.3
0.1
80.1
40.7
Queue Delay
0.0
0.0
2.0
1.0
0.0
0.0
Total Delay
46.7
9.3
7.3
1.0
80.1
40.7
LOS
D
A
A
A
F
D
Approach Delay
32.0
3.4
56.1
Approach LOS
C
A
E
Queue Length 50th (ft)
128
0
48
0
357
228
Queue Length 95th (ft)
167
82
m49
m0
#582
302
Internal Link Dist (ft)
313
327
535
482
Turn Bay Length (ft)
350
Base Capacity (vph)
932
553
821
2241
436
897
Starvation Cap Reductn
0
0
186
1086
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.53
0.58
0.78
0.70
0.97
0.74
Intersection Summer
Cycle Length: 120
Actuated Cycle Length:120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5% Start of Green
Natural Cycle:135
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.34
Timings 2023 Background Plus Site Generated
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Lane Group
04
05
06
08
012
0T
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
22.5
17.0
23.0
22.5
9.0
9.0 -
Total Split (s)
28.0
48.0
24.0
39.0
9.0
9.0
Total Split (%)
23%
40%
20%
33%
8 %
8%
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 1 LBN Page 2
Timings 2023 Background Plus Site Generated
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 28.5 Intersection LOS: C
Intersection Capacity Utilization 92.6 % ICU Level of Service F
Analysis Period (min)15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd
#1 #1
#1I #1
UO2 ��°O4
012 1
29s
9s 54s
=2 '2
-2
=z
T"16 �435
F
+
�s36
I4i8
9s I I4Ss
24s
39s
Timings
2023 Background Plus Site Generated
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: AM
-1,
,
-,* r
-
t
-\
T
/.
ti
1 -'
Lane Group
EBL
EBT
EBR WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT SBR
Lane Configurations
V1
tt
ttt
?I
)
+TT+
Traffic Volume (vph)
297
1081
0 0
496
42
710
501
854
0
0 0
Future Volume (vph)
297
1081
0 0
496
42
710
501
854
0
0 0
Peak Hour Factor
0.92
0.92
0.92 0.92
0.92
0.92
0A2
0.92
0.92
0.92
0.92 0.92
Adj. Flow (vph)
323
1175
0 0
539
46
772
545
928
0
0 0
Shared Lane Traffic (%)
10°%
Lane Group Flow (vph)
323
1175
0 0
539
46
695
1550
0
0
0 0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
56
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
48.0
24.0
Total Split (%)
40.0 %
20.0
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
58.0
65.0
17.0
120.0
43.5
43.5
Actuated g/C Ratio
0.48
0.54
0.14
1.00
0.36
0.36
v/c Ratio
0.47
0,61
0.75
0.03
1.19
1.59dr
Control Delay
13.3
3.9
55.2
0.0
137.7
191.8
Queue Delay
0.7
0.6
0.0
0.0
0.0
0.0
-
Total Delay
14.0
4.5
55.2
0.0
137.7
191.8
LOS
B
A
E
A
F
F
-
Approach Delay
6.6
50.9
175.0
Approach LOS
A
D
F
-
Queue Length 50th (ft)
39
30
149
0
-714
-850
Queue Length 95th (ft)
m81
m31
193
0
#971
#998
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
a
Base Capacity (vph)
682
1916
720
1583
583
1154
Starvation Cap Reductn
133
348
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.59
0.75
0.75
0.03
1.19
1.34
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB
and 5:, Start of Green
Natural Cycle:135
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.34
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 3 LBN Page 4
Timings 2023 Background Plus Site Generated
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Lane Group
01
02
04
08
012
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
22.5
22.5
9.0
9.0
Total Split (s)
54.0
29.0
28.0
39.0
9.0
9.0
Total Split (%)
45 %
24%
23%
33 %
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
Timings 2023 Background Plus Site Generated
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 99.9 Intersection LOS: F
Intersection Capacity Utilization 92.6 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
-1 1 :io
A'1
t 029 12 IF01
29s
=2 #2
To16 -405 1 6 08
9s 9as
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5 LBN Page 6
Timings 2023 Background Plus Site Generated
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
Vi
T+
?I
Traffic Volume (vph)
383
1151
292
0
25
58
2
0
0
118
5
369
Future Volume (vph)
383
1151
292
0
25
58
2
0
0
118
5
369
Peak Hour Factor
0.91
0.91
0.92
0.92
0.91
0.91
0.92
0.92
0.92
0.91
0.92
0.91
Adj. Flow (vph)
421
1265
317
0
27
64
2
0
0
130
5
405
Shared Lane Traffic (%)
49%
Lane Group Flow (vph)
421
1265
317
0
91
0
2
0
0
130
203
207
Turn Type
pm+pt
NA
pm+ov
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
14.0
55.0
55.0
14.0
36.0
14.0
36.0
15.0
Total Split (%)
12.5%
58.31/
11.7%
45.8 %
45.8 %
11.7%
30.0%
11.7%
30.0 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
75.7
49.0
35.7
40.3
32.3
47.3
Actuated g/C Ratio
0.53
0.53
0.63
0.41
0.30
0.34
0.27
0.39
v/c Ratio
0.64
0.67
0.28
0.07
0.01
0.28
0.37
0.29
Control Delay
24.3
25.3
2.3
8.4
24.5
28.1
7.2
4.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
24.3
25.3
2.3
8.4
24.5
28.1
7.2
4.3
LOS
C
C
A
A
C
C
A
A
Approach Delay
21.4
8.4
24.5
11.1
Approach LOS
C
A
C
B
Queue Length 50th (ft)
202
413
17
6
1
68
3
0
Queue Length 95th (ft)
m214
m366
m19
23
7
116
64
50
Internal Link Dist (ft)
506
1505
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
661
1887
1139
1331
375
472
551
718
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
L
0
0
0
0
Reduced v/c Ratio
0.64
0.67
0.28
0.07
0.01
0.28
0.37
0.29
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.67
Timings 2023 Background Plus Site Generated
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
Intersection Signal Delay:18.9 Intersection LOS: B
Intersection Capacity Utilization 55.0 % ICU Level of Service B
Analysis Period (min)15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
"02
�3
1
7o s.
0 � L35 06
14 s
�437
36 s
I } L38
115s. 1 ■sss - ■a4s 1 ■36s 1 ■
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 7 LBN Page 8
HCM 2010 TWSC 2023 Background Plus Site Generated
3: Driveway 1/The Vista Dr & Kirkwood Blvd Timing Plan: AM
Intersection
Int Delay, s/veh
10.4
Movement
EBL EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
vj ft
if
vj ttt+
)
T+
)
T+
Traffic Vol, veh/h
97 1767
71
6
390
0
37
0
5
0
0
20
Future Vol, veh/h
97 1767
71
6
390
0
37
0
5
0
0
20
Conflicting Peds, #/hr
0 0
0
0
0
0
0
0
0
0
0
0
Sign Control
Free Free
Free
Free
Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
None
-
None
-
None
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
92
92
92
92
92
92
92
Heavy Vehicles,%
2 2
2
2
2
2
2
2
2
2
2
2
Mvmt Flow
105 1921
77
7
424
0
40
0
5
0
0
22
HCM 2010 TWSC 2023 Background Plus Site Generated
5: SH-114 NBFR & Driveway 2 Timing Plan: AM
Intersection
Int Delay, s/veh
0.6
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
r
t'p
Traffic Vol, veh/h
0
51
1336
42
0
0
Future Vol, veh/h
0
51
1336
42
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Free
Free
RT Channelized
None
None
None
Storage Length
0
Veh in Median Storage,
# 0
-
0
Grade, %
0
-
0
-
0
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles,%
2
2
2
2
2
2
Mvmt Flow
0
55
1452
46
0
0
Major/Minor
Majorl
Major2
Minorl
Minor2
Major/Minor
Conflicting Flow All
Minorl
Majorl
749 0 0
Conflicting Flow All 424 0 0 1998 0 0 2315 2569 961 1609 2646 212
Stage 1
-
- - -
- 2131 2131
-
438
438
-
Stage 1
- - -
Stage 2
-
-
184 438
-
1171
2208
-
Stage 2
-
Critical Hdwy
5.34
4.14
6.99 6.54
6.94
6.99
6.54
7.14
Critical Hdwy
6.94
Critical Hdwy Stg 1
-
-
6.54 5.54
7.34
5.54
-
Critical Hdwy Stg 1
Critical Hdwy Stg 2
-
-
6.74 5.54
6.54
5.54
-
Critical Hdwy Stg 2
-
Follow-up Hdwy
3.12
2.22
3.67 4.02
3.32
3.67
4.02
3.92
Follow-up Hdwy
3.32
Pot Cap-1 Maneuver
735
283
- 29 26
256
88
23
675
Pot Cap-1 Maneuver
0
354
Stage 1
-
-
50 88
-
498
577
-
Stage 1
0
-
Stage 2
-
-
762 577
-
200
81
-
Stage 2
0
-
Platoon blocked, %
Platoon blocked, %
Mov Cap-1 Maneuver
735
283
- 25 22
256
75
19
675
Mov Cap-1 Maneuver
-
354
Mov Cap-2 Maneuver
-
-
- 25 22
-
75
19
Mov Cap-2 Maneuver
Stage 1
43 75
427
563
Stage 1
Stage 2
719 563
168
69
Stage 2
Approach
EB
WB
NBW
SB
Approach
WB
NB
HCM Control Delay, s
0.5
0.3
$ 563.2
10.5
HCM Control Delay, s
17
0
HCM LOS
F
B
HCM LOS
C
Minor Lane/Major Mvmt
NBLnt NBLn2
EBL EBT
EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
25 256
735
283
675
HCM Lane V/C Ratio
1.609 0.021
0.143
0.023
0.032
HCM Control Delay (s)
$ 636.7 19.4
10.7
18
0 10.5
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 +: Computation Not Defined ': All major volume in platoon
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 1
Minor Lane/Major Mvmt
NBT NBRWBLnl
Capacity (veh/h)
354
HCM Lane V/C Ratio
0.157
HCM Control Delay (s)
17
HCM Lane LOS
C
HCM 95th %file Q(veh)
0.5
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 2
Timings 2023 Background Plus Site Generated with Improvements
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Timings 2023 Background Plus Site Generated with Improvements
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Lane Group------W6L
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
S SBR
Lane Group-
04
05
06
08
01 -
Lane Configurations
ttt
?,
)
tt
)
+T +
Lane Configurations
Traffic Volume (vph)
0
456
296
458
748
0
0
0
0
778
1
217
Traffic Volume (vph)
Future Volume (vph)
0
456
296
458
748
0
0
0
0
778
1
217
Future Volume (vph)
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
0.92
Peak Hour Factor
Adj. Flow (vph)
0
496
322
498
813
0
0
0
0
846
1
236
Adj. Flow (vph)
Shared Lane Traffic (%)
50%
Shared Lane Traffic (%)
Lane Group Flow (vph)
0
496
322
498
813
0
0
0
0
423
660
0
Lane Group Flow (vph)
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Turn Type
Protected Phases
2
1
12
412
Protected Phases
4
5
6
8
12
16
Permitted Phases
2
12
412
Permitted Phases
Detector Phase
2
2
1
12
412
412
Detector Phase
Switch Phase
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
25.0
25.0
15.0
Minimum Split (s)
22.5
17.0
23.0
22.5
9.0
9.0 -
Total Split (s)
25.8
25.8
71.0
Total Split (s)
29.2
46.0
23.0
57.0
9.0
9.0
Total Split (%)
19.1%
19.1%
52.6%
Total Split (%)
22%
34%
17%
42%
7%
7%
Yellow Time (s)
4.5
4.5
4.5
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
2.5
2.5
2.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Lost Time Adjust (s)
Total Lost Time (s)
7.0
7.0
7.0
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
18.8
18.8
82.8
89.8
33.7
33.7
Act Effct Green (s)
Actuated g/C Ratio
0.14
0.14
0.61
0.67
0.25
0.25
Actuated g/C Ratio
v/c Ratio
0.70
0.65
0.54
0.35
1.05
0.90di
v/c Ratio
Control Delay
61.4
12.1
4.8
0.2
108.4
51.0
Control Delay
Queue Delay
0.0
0.0
2.8
0.9
0.0
0.0
Queue Delay
Total Delay
61.4
12.1
7.6
1.1
108.4
51.0
Total Delay
LOS
E
B
A
A
F
D
LOS
Approach Delay
42.0
3.6
73.4
Approach Delay
Approach LOS
D
A
E
Approach LOS
Queue Length 50th (ft)
154
0
36
0
-443
272
Queue Length 50th (ft)
Queue Length 95th (ft)
197
92
m42
m0
#673
351
Queue Length 95th (ft)
Internal Link Dist (ft)
313
327
535
482
Internal Link Dist (ft)
Turn Bay Length (ft)
350
Turn Bay Length (ft)
Base Capacity (vph)
708
497
920
2354
401
825
Base Capacity (vph)
Starvation Cap Reductn
0
0
303
1190
0
0
Starvation Cap Reductn
Spillback Cap Reductn
0
0
0
0
0
0
Spillback Cap Reductn
Storage Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
Reduced v/c Ratio
0.70
0.65
0.81
0.70
1.05
0.80
Reduced v/c Ratio
Intersection Summary Intersection Summary
Cycle Length: 135
Actuated Cycle Length:135
Offset: 0 (0%), Referenced to phase 2:EBWB and 5:, Start of Green
Natural Cycle:135
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.09
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 1 LBN Page 2
Timings 2023 Background Plus Site Generated with Improvements
1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 36.9 Intersection LOS: D
Intersection Capacity Utilization 92.6 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases: 1: SH-114 SBFR & Solana Blvd/Kirkwood Blvd
#1 #1
=Y #1
j
j
4D04
012 701
25.8s
9 s 71
w =2
=2 #2
T016'405
*6
U0105
9. 1 146.
23 s 67 s
TIA for the Creekside Point in Southlake, Texas
LBN
Timings
2023 Background Plus Site Generated with Improvements
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: AM
-1,,-,*
r-
t
T/.
ti
t
-'
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
V1
tt
ttt
?"
Vi
+TT+
Traffic Volume (vph)
297
1081
0
0
496
42
710
501
854
0
0
0
Future Volume (vph)
297
1081
0
0
496
42
710
501
854
0
0
0
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
0A2
0.92
0.92
0.92
0.92
0.92
Adj. Flow (vph)
323
1175
0
0
539
46
772
545
928
0
0
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
323
1175
0
0
539
46
695
1550
0
0
0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
56
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
46.0
23.0
Total Split(%)
34.1%
17.0%
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
55.0
62.0
16.0
135.0
61.5
61.5
Actuated g/C Ratio
0.41
0.46
0.12
1.00
0.46
0.46
v/c Ratio
0.57
0.72
0.90
0.03
0.95
1.32dr
-
Control Delay
21.8
5.9
77.0
0.0
58.5
87.3
Queue Delay
1.1
1,0
0.0
0.0
0.0
0.0
-
Total Delay
22.9
6.9
77.0
0.0
58.5
87.3
LOS
C
A
E
A
E
F
-
Approach Delay
10.4
71.0
78.4
Approach LOS
B
E
E
-
Queue Length 50th (ft)
68
40
173
0
630
-831
Queue Length 95th (ft)
m142
m41
#240
0
#920
#980
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
Base Capacity (vph)
566
1625
602
1583
733
1421
Starvation Cap Reductn
88
216
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.68
0.83
0.90
0.03
0.95
1.09
Intersection Summary
Cycle Length: 135
Actuated Cycle Length: 135
Offset: 0 (0%), Referenced to phase 2:EBWB and
5:, Start of Green
Natural Cycle: 135
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.09
Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
Page 3 LBN Page 4
Timings 2023 Background Plus Site Generated with Improvements
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
22.5
22.5
9.0
9.0
Total Split (s)
71.0
25.8
29.2
57.0
9.0
9.0
Total Split (%)
53%
19%
22%
42%
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5
Timings 2023 Background Plus Site Generated with Improvements
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: AM
Intersection Signal Delay: 53.9 Intersection LOS: D
Intersection Capacity Utilization 92.6 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Solits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
#1 #1
41 #11
j
6 4
012 f 01
25.8s
9s
405
±
1 016
06
1435
9s 1 146.
5
57s
TIA for the Creekside Point in Southlake, Texas
LBN
Synchro 10 Report
Page 6
Timings 2023 Background Plus Site Generated with Improvements
4: Kirkwood Blvd & T W King Rd Timing Plan: AM
Lane Group
EBL
EST
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
3°
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
T+
Traffic Volume (vph)
383
1151
292
0
25
58
2
0
0
118
5
369
Future Volume (vph)
383
1151
292
0
25
58
2
0
0
118
5
369
Peak Hour Factor
0.91
0.91
0.92
0.92
0.91
0.91
0.92
0.92
0.92
0.91
0.92
0.91
Adj. Flow (vph)
421
1265
317
0
27
64
2
0
0
130
5
405
Shared Lane Traffic (%)
49%
Lane Group Flow (vph)
421
1265
317
0
91
0
2
0
0
130
203
207
Turn Type
pm+pt
NA
pm+ov
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
14.0
55.0
55.0
14.0
36.0
14.0
36.0
15.0
Total Split (%)
12.5%
58.31/
11.7%
45.8 %
45.8 %
11.7%
30.0%
11.7%
30.0 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
75.7
49.0
35.7
40.3
32.3
47.3
Actuated g/C Ratio
0.53
0.53
0.63
0.41
0.30
0.34
0.27
0.39
v/c Ratio
0.64
0.67
0.28
0.07
0.01
0.28
0.37
0.29
Control Delay
23.5
22.6
1.6
8.4
24.5
28.1
7.2
4.3
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
23.5
22.6
1.6
8.4
24.5
28.1
7.2
4.3
LOS
C
C
A
A
C
C
A
A
Approach Delay
19.4
8.4
24.5
11.1
Approach LOS
B
A
C
B
Queue Length 50th (ft)
192
360
0
6
1
68
3
0
Queue Length 95th (ft)
273
437
32
23
7
116
64
50
Internal Link Dist (ft)
506
1505
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
661
1887
1139
1331
375
472
551
718
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
L
0
0
0
0
Reduced v/c Ratio
0.64
0.67
0.28
0.07
0.01
0.28
0.37
0.29
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle: 95
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 0.67
Timings 2023 Background Plus Site Generated with Improvements
4: Kirkwood Blvd & T W Kina Rd Timing Plan: AM
Intersection Signal Delay:17.4 Intersection LOS: B
Intersection Capacity Utilization 55.0 % ICU Level of Service B
Analysis Period (min)15
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
�L32 1
t 03
■ 04
�■ 4-Y f35 06 )
14s
`►537
36s
TS38
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchm 10 Report
LBN Page 7 LBN Page 8
Timings
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
Lane Group EBL EST EBR WBL
WBT
2023 Background Plus Site Generated
Timing Plan: PM
WBR NBL NBT NBR SBL S�
Timings
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
Lane Group 04 05 06 08
012
2023 Background Plus Site Generated
Timing Plan: PM
016
Lane Configurations
ttt
if
)
tt
)
4T+
Lane Configurations
Traffic Volume (vph) 0
293
716
1128
525
0
0 0
0
255
3 54
Traffic Volume (vph)
Future Volume (vph) 0
293
716
1128
525
0
0 0
0
255
3 54
Future Volume (vph)
Peak Hour Factor 0.86
0.86
0.86
0.86
0.86
0.86
0.86 0.86
0.86
0.86
0.86 0.86
Peak Hour Factor
Adj. Flow (vph) 0
341
833
1312
610
0
0 0
0
297
3 63
Adj. Flow (vph)
Shared Lane Traffic (°!°)
50%
Shared Lane Traffic (%)
Lane Group Flow (vph) 0
341
833
1312
610
0
0 0
0
148
215 0
Lane Group Flow (vph)
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Turn Type
Protected Phases
2
1
12
412
Protected Phases
4
5
6
8
12
16
Permitted Phases
2
12
412
Permitted Phases
Detector Phase
2
2
1
12
412
412
Detector Phase
Switch Phase
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
25.0
25.0
15.0
Minimum Split (s)
17.0
17.0
23.0
22.5
9.0
9.0
-
Total Split (s)
28.0
28.0
66.0
Total Split (s)
17.0
36.0
42.0
33.0
9.0
9.0
Total Split (%)
23.3%
23.3 %
55.0 %
Total Split (%)
14%
30%
35%
28%
8 %
8%
Yellow Time (s)
4.5
4.5
4.5
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
2.5
2.5
2.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
0.0
0.0
0.0
Lost Time Adjust (s)
Total Lost Time (s)
7.0
7.0
7.0
Total Lost Time (s)
Lead/Lag
Lead
Lead
Lag
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
21.0
21.0
80.0
87.0
21.5
21.5
Act Effct Green (s)
Actuated g/C Ratio
0.18
0.18
0.67
0.72
0.18
0.18
Actuated g/C Ratio
v/c Ratio
0.38
1.65
1.26
0.24
0.51
0.36
v/c Ratio
Control Delay
45.2
325.1
138.0
0.4
51.7
36.5
Control Delay
Queue Delay
0.2
0.0
0.9
0.6
0.0
0.0
Queue Delay
Total Delay
45.4
325.1
138.9
1.0
51.7
36.5
Total Delay
LOS
D
F
F
A
D
D
LOS
Approach Delay
243.8
95.1
42.7
Approach Delay
Approach LOS
F
F
D
Approach LOS
Queue Length 50th (ft)
86
-755
-1140
3
115
64
Queue Length 50th (ft)
Queue Length 95th (ft)
112
#931 m#1267
m4
182
98
Queue Length 95th (ft)
Internal Link Dist (ft)
1214
327
584
496
Internal Link Dist (ft)
Turn Bay Length (ft)
350
Turn Bay Length (ft)
Base Capacity (vph)
889
504
1042
2565
288
595
Base Capacity (vph)
Starvation Cap Reductn
0
0
175
1476
0
0
Starvation Cap Reductn
Spillback Cap Reductn
117
0
0
0
0
1
Spillback Cap Reductn
Storage Cap Reductn
0
0
0
0
0
0
Storage Cap Reductn
Reduced v/c Ratio
0.44
1.65
1.51
0.56
0.51
0.36
Reduced v/c Ratio
Intersection Summary
i
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5%
Start of Green
Natural Cycle:150
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.65
TIA for the Creekside Point in Southlake, Texas
Synchro 10 Report
TIA for the Creekside Point in Southlake, Texas
Synchm 10 Report
LBN
Page 1
LBN
Page 2
Timings 2023 Background Plus Site Generated
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Intersection Signal Delay: 140.1 Intersection LOS: F
Intersection Capacity Utilization 115.4% ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
#1
#1
#1I #1
�2
+04
+012701
28s
17s 99
9s
=2 -z
=2
tz
9 s 36 s
42 s
33 s
TIA for the Creekside Point in Southlake, Texas
LBN
Timings
2023 Background Plus Site Generated
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: PM
-'*,-,*
r-
4-
T/,.
ti
1
-'
Lane Group
EBL
EBT EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
I
tt
ttt
?"
Vi
+TT+
Traffic Volume (vph)
450
161 0
0
1334
837
375
1119
93
0
0
0
Future Volume (vph)
450
161 0
0
1334
837
375
1119
93
0
0
0
Peak Hour Factor
0.95
0.95 0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
474
169 0
0
1404
881
395
1178
98
0
0
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
474
169 0
0
1404
881
355
1316
0
0
0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
56
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
36.0
42.0
Total Split (%)
30.0%
35.0%
JIM
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Iq
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
64.0
71.0
35.0
120.0
37.5
37.5
Actuated g/C Ratio
0.53
0.59
0.29
1.00
0.31
0.31
v/c Ratio
0.97
0.08
0.95
0.56
0.71
1.25
-
Control Delay
68.3
0.6
61.4
0.8
45.3
157.7
Queue Delay
14.4
0.0
43.0
0.0
1.2
0.4
-
Total Delay
82.6
0.6
104.4
0.8
46.5
158.1
LOS
F
A
F
A
D
F
Approach Delay
61.1
64.5
134.4
Approach LOS
E
E
F
Queue Length 50th (ft)
334
1
420
0
265
-702
Queue Length 95th (ft)
#538
1
m432
m0
391
#848
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
a
Base Capacity (vph)
489
2093
1483
1583
503
1050
Starvation Cap Reductn
28
0
0
0
0
0
Spillback Cap Reductn
0
0
204
0
40
84
Storage Cap Reductn
0
j, 0
0
0
0
0
-
Reduced v/c Ratio
1.03
0.08
1.10
0.56
0.77
1.36
Intersection Summary
Cycle Length: 120
Actuated Cycle Length: 120
Offset: 81.8 (68%), Referenced to phase 2:EBWB and 5:,
Start of Green
Natural Cycle:150
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.65
Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
Page 3 LBN Page 4
Timings 2023 Background Plus Site Generated
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Lane Group
01
02
04
08
012
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
17.0
22.5
9.0
9.0
Total Split (s)
66.0
28.0
17.0
33.0
9.0
9.0
Total Split (%)
55 %
23%
14 %
28 %
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5
Timings 2023 Background Plus Site Generated
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Intersection Signal Delay: 89.4 Intersection LOS: F
Intersection Capacity Utilization 115.4 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
#1 #1
#1I #1
=02 + P4
+ f512. ■ 01
28s
9s 66s
�z �z
Fz
Fz
T�16 �4i6
F
T®a
��o
9 s 36 s
42 s
33 s
TIA for the Creekside Point in Southlake, Texas
LBN
Synchro 10 Report
Page 6
Timings 2023 Background Plus Site Generated
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
Lane Group
EBL
EST
EBR
WBL
WBT WBR
NBL
NBT
NBR
SBL
S�
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
of
%
?I
Traffic Volume (vph)
129
41
9
1
1181 111
206
0
0
44
0
655
Future Volume (vph)
129
41
9
1
1181 111
206
0
0
44
0
655
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89 0.89
0.89
0.89
0.89
0.89
0.89
0.89
Adj. Flow (vph)
145
46
10
1
1327 125
231
0
0
49
0
736
Shared Lane Traffic (%)
50%
Lane Group Flow (vph)
145
46
10
0
1453 0
231
0
0
49
368
368
Turn Type
pm+pt
NA
pm+ov
Perm
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
15.0
70.0
21.0
55.0
55.0
21.0
36.0
14.0
29.0
15.0
Total Split (%)
12.5%
58.31/
17.5 %
45.8 %
45.8 %
17.5%
30.0%
11.7%
24.2 %
12.5%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
64.0
64.0
84.5
49.2
44.0
30.7
23.5
38.3
Actuated g/C Ratio
0.53
0.53
0.70
0.41
0.37
0.26
0.20
0.32
v/c Ratio
0.75
0.02
0.01
1.06
0.85
0.13
0.82
0.64
Control Delay
46.2
17.1
2.3
75.9
58.1
26.5
38.2
27.5
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
46.2
17.1
2.3
75.9
58.1
26.5
38.2
27.5
LOS
D
B
A
E
E
C
D
C
Approach Delay
37.3
75.9
58.1
32.5
Approach LOS
D
E
E
C
Queue Length 50th (ft)
78
12
1
-651
129
24
145
163
Queue Length 95th (ft)
m106
m21
m2
#775
#257
52
#306
272
Internal Link Dist (ft)
506
828
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
196
1887
1129
1373
278
394
448
575
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.74
0.02
0.01
1.06
0.83
0.12
0.82
0.64
Intersection Summary
Cycle Length: 120
Actuated Cycle Length:120
Offset: 15 (13%), Referenced
to phase 2:EBTL
and 6:WBTL, Start
of Green
Natural Cycle:115
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.06
Timings 2023 Background Plus Site Generated
4: Kirkwood Blvd & T W Kina Rd Timing Plan: PM
Intersection Signal Delay: 58.7 Intersection LOS: E
Intersection Capacity Utilization 89.2 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
70s
05
23s 29s
07 05
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 7 LBN Page 8
HCM 2010 TWSC 2023 Background Plus Site Generated
3: Driveway 1/The Vista Dr & Kirkwood Blvd Timing Plan: PM
Intersection
Int Delay, s/veh
1.3
Movement
EBL
EBT
EBR
WBL WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
vj
ft
r
vj ttt+
)
T+
)
T+
Traffic Vol, veh/h
17
159
78
7 2036
0
38
0
5
0
0
127
Future Vol, veh/h
17
159
78
7 2036
0
38
0
5
0
0
127
Conflicting Peds, #Ihr
0
0
0
0 0
0
0
0
0
0
0
0
Sign Control
Free
Free
Free
Free Free
Free
Stop
Stop
Stop
Stop
Stop
Stop
RT Channelized
-
None
-
None
-
None
-
None
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
92
92
92
92
92
92
92
Heavy Vehicles,%
2
2
2
2 2
2
2
2
2
2
2
2
Mvmt Flow
18
173
85
8 2213
0
41
0
5
0
0
138
HCM 2010 TWSC 2023 Background Plus Site Generated
5: SH-114 NBFR & Driveway 2 Timing Plan: PM
Intersection
Int Delay, s/veh
0.6
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
r
t'p
Traffic Vol, veh/h
0
52
1421
46
0
0
Future Vol, veh/h
0
52
1421
46
0
0
Conflicting Peds, #Ihr
0
0
0
0
0
0
Sign Control
Stop
Stop
Free
Free
Stop
Stop
RT Channelized
None
None
None
Storage Length
0
Veh in Median Storage,
# 0
-
0
Grade, %
0
-
0
-
0
Peak Hour Factor
92
92
92
92
92
92
Heavy Vehicles,%
2
2
2
2
2
2
Mvmt Flow
0
57
1545
50
0
0
Major/Minor
Majorl
Major2
Minorl
Minor2
Major/Minor
Conflicting Flow All
Minorl
Majorl
798 0 0
Conflicting Flow All 2213 0 0 258 0 0 1110 2438 87 2352 2523 1107
Stage 1
- -
- - -
- 209 209
- 2229 2229 -
Stage 1
- - -
Stage 2
-
-
901 2229
- 123 294 -
Stage 2
-
Critical Hdwy
5.34
4.14
6.99 6.54
6.94 6.99 6.54 7.14
Critical Hdwy
6.94
Critical Hdwy Stg 1
-
-
6.54 5.54
- 7.34 5.54 -
Critical Hdwy Stg 1
Critical Hdwy Stg 2
-
-
6.74 5.54
- 6.54 5.54 -
Critical Hdwy Stg 2
-
Follow-up Hdwy
3.12
2.22
3.67 4.02
3.32 3.67 4.02 3.92
Follow-up Hdwy
3.32
Pot Cap-1 Maneuver
*535
1519
*451 *402
*1023 *451 *318 *425
Pot Cap-1 Maneuver
0
329
Stage 1
-
-
*926 *846
- *454 *415 -
Stage 1
0
-
Stage 2
-
-
*455 *415
- *926 *806 -
Stage 2
0
-
Platoon blocked, %
1
1
1 1
1 1 1 1
Platoon blocked, %
Mov Cap-1 Maneuver
*535
1519
*295 *387
*1023 *435 *306 *425
Mov Cap-1 Maneuver
-
329
Mov Cap-2 Maneuver
-
-
*295 *387
- *435 *306
Mov Cap-2 Maneuver
Stage 1
*895 *817
*439 *413
Stage 1
Stage 2
*305 *413
*890 *779
Stage 2
Approach
EB
WB
BNB
SB
Approach
WB
NB
HCM Control Delay, s
0.8
0
18
17.5
HCM Control Delay, s
18.2
0
HCM LOS
C
C
HCM LOS
C
Minor Lane/Major Mvmt
NBLn1 NBLn2 EBL EBT
EBR WBL WBT WBR SBLnt SBLn2
Capacity (veh/h)
295 1023 * 535
1519
425
HCM Lane V/C Ratio
0.14 0.005 0.035
0.005
0.325
HCM Control Delay (s)
19.2 8.5 12
7.4
0 17.5
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 +: Computation Not Defined *: All major volume in platoon
TIA for the Creekside Point in Southlake, Texas LBN Synchro 10 Report
Page 1
Minor Lane/Major Mvmt
NBT NBRWBLnl
Capacity (veh/h)
329
HCM Lane V/C Ratio
0.172
HCM Control Delay (s)
18.2
HCM Lane LOS
C
HCM 95th %tile Q(veh)
0.6
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 2
Timings 2023 Background Plus Site Generated with Improvements
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Lane Group-
EBL
EST
EBR
WBL
WBT
WBR NBL
NBT
NBR
SBL
S F�
Lane Configurations
ttt
?I
)
tt
)
4T+
Traffic Volume (vph)
0
293
716
1128
525
0 0
0
0
255
3
54
Future Volume (vph)
0
293
716
1128
525
0 0
0
0
255
3
54
Peak Hour Factor
0.86
0.86
0.86
0.86
0.86
0.86 0.86
0.86
0.86
0.86
0.86
0.86
Adj. Flow (vph)
0
341
833
1312
610
0 0
0
0
297
3
63
Shared Lane Traffic (%)
50%
Lane Group Flow (vph)
0
341
833
1312
610
0 0
0
0
148
215
0
Turn Type
NA
Perm
pm+pt
NA
Perm
NA
Protected Phases
2
1
12
412
Permitted Phases
2
12
412
Detector Phase
2
2
1
12
412
412
Switch Phase
Minimum Initial (s)
10.0
10.0
8.0
Minimum Split (s)
25.0
25.0
15.0
Total Split (s)
73.0
73.0
101.0
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/Lag
Lead
Lead
Lag
Lead -Lag Optimize?
Yes
Yes
Yes
Recall Mode
C-Max
C-Max
None
Act Effct Green (s)
66.0
66.0
160.0
167.0
21.5
21.5
Actuated g/C Ratio
0.33
0.33
0.80
0.84
0.11
0.11
v/c Ratio
0.20
1.25
1.14
0.21
0.86
0.60
Control Delay
48.5
164.5
98.4
0.2
124.7
83.6
Queue Delay
0.0
0.0
1.2
1.8
0.5
0.1
Total Delay
48.6
164.5
99.5
2.0
125.3
83.6
LOS
D
F
F
A
F
F
Approach Delay
130.8
68.6
100.6
Approach LOS
F
E
F
Queue Length 50th (ft)
119
-1169
-2048
3
214
135
Queue Length 95th (ft)
142
#1323
m1558
m3
#339
179
Internal Link Dist (ft)
1214
327
584
496
Turn Bay Length (ft)
350
Base Capacity (vph)
1678
665
1147
2955
173
357
Starvation Cap Reductn
0
0
248
2135
0
0
Spillback Cap Reductn
202
0
0
0
1
3
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.23
1.25
1.46
0.74
0.86
0.61
Intersection Summary
Cycle Length: 200
Actuated Cycle Length: 200
Offset: 0 (0%), Referenced to phase 2:EBWB and 5:, Start of Green
Natural Cycle: 200
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.26
Timings 2023 Background Plus Site Generated with Improvements
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Lane Group-
04
05
06
08
0i -
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic (%)
Lane Group Flow (vph)
Turn Type
Protected Phases
4
5
6
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
5.0
10.0
8.0
5.0
4.5
4.5
Minimum Split (s)
17.0
17.0
23.0
22.5
9.0
9.0 -
Total Split (s)
17.0
81.0
52.0
58.0
9.0
9.0
Total Split (%)
9%
41%
26%
29%
5 %
5 %
Yellow Time (s)
3.5
4.5
4.5
3.5
3.5
3.5
All -Red Time (s)
1.0
2.5
2.5
1.0
1.0
1.0
Lost Time Adjust (s)
Total Lost Time (s)
Lead/Lag
Lag
Lag
Lead
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
Max
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchm 10 Report
LBN Page 1 LBN Page 2
Timings 2023 Background Plus Site Generated with Improvements
1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR Timing Plan: PM
Intersection Signal Delay: 93.1 Intersection LOS: F
Intersection Capacity Utilization 115.4% ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 1: Solana Blvd/Kirkwood Blvd & SH-114 SBFR
#1
#1I
#1I #1
~2
j©4
j
1
12 01
73s
17s
44
=z 1=2
=z
=z*
T0>6+s�5
=ae
I �s
9 Sls
52s
SSs
TIA for the Creekside Point in Southlake, Texas
LBN
Timings
2023 Background Plus Site Generated with Improvements
2: SH-114 NBFR & Kirkwood Blvd
Timing Plan: PM
-1,,-,*
r-
t
T/.
ti t
-'
Lane Group
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL SBT
SBR
Lane Configurations
I
tt
ttt
?"
Vi
+TT+
Traffic Volume (vph)
450
161
0
0
1334
837
375
1119
93
0 0
0
Future Volume (vph)
450
161
0
0
1334
837
375
1119
93
0 0
0
Peak Hour Factor
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95 0.95
0.95
Adj. Flow (vph)
474
169
0
0
1404
881
395
1178
98
0 0
0
Shared Lane Traffic (%)
10%
Lane Group Flow (vph)
474
169
0
0
1404
881
355
1316
0
0 0
0
Turn Type
pm+pt
NA
NA
Free
Perm
NA
Protected Phases
5
56
6
816
Permitted Phases
56
Free
816
Detector Phase
5
5 6
6
816
816
Switch Phase
Minimum Initial (s)
10.0
8.0
Minimum Split (s)
17.0
23.0
Total Split (s)
81.0
52.0
Total Split (%)
40.5%
26.0%
JIM
Yellow Time (s)
4.5
4.5
All -Red Time (s)
2.5
2.5
Lost Time Adjust (s)
0.0
0.0
Total Lost Time (s)
7.0
7.0
Lead/Lag
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Recall Mode
C-Max
Max
Act Effct Green (s)
119.0
126.0
45.0
200.0
62.5
62.5
Actuated g/C Ratio
0.60
0.63
0.22
1.00
0.31
0.31
v/c Ratio
0.68
0.08
1.23
0.56
0.71
1.26
-
Control Delay
64.3
0.5
170.6
1.4
69.6
176.1
Queue Delay
2.3
0.0
0.6
0.0
0.9
0.3
-
Total Delay
66.6
0.5
171.2
1.4
70.4
176.4
LOS
E
A
F
A
E
F
-
Approach Delay
49.2
105.8
153.9
Approach LOS
D
F
F
-
Queue Length 50th (ft)
547
1
-829
0
457
-1186
Queue Length 95th (ft)
m681
ml
#924
0
602
#1331
Internal Link Dist (ft)
327
247
269
1095
Turn Bay Length (ft)
Base Capacity (vph)
692
2229
1144
1583
503
1048
Starvation Cap Reductn
111
0
0
0
0
0
Spillback Cap Reductn
0
0
139
0
32
67
Storage Cap Reductn
0
0
0
0
0
0
Reduced v/c Ratio
0.82
0.08
1.40
0.56
0.75
1.34
Intersection Summary
Cycle Length: 200
Actuated Cycle Length: 200
Offset: 0 (0%), Referenced to phase 2:EBWB
and
5% Start of Green
Natural Cycle: 200
--------------------
Control Type: Actuated -Coordinated
Maximum v/c Ratio:1.26
Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
Page 3 LBN Page 4
Timings 2023 Background Plus Site Generated with Improvements
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Lane Configurations
Traffic Volume (vph)
Future Volume (vph)
Peak Hour Factor
Adj. Flow (vph)
Shared Lane Traffic
Lane Group Flow (vph)
Turn Type
Protected Phases
1
2
4
8
12
16
Permitted Phases
Detector Phase
Switch Phase
Minimum Initial (s)
8.0
10.0
5.0
5.0
4.5
4.5
Minimum Split (s)
15.0
25.0
17.0
22.5
9.0
9.0
Total Split (s)
101.0
73.0
17.0
58.0
9.0
9.0
Total Split (%)
51 %
37%
9%
29°%
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
Lag
Lead
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
None
None
None
Act Effct Green (s)
Actuated g/C Ratio
v/c Ratio
Control Delay
Queue Delay
Total Delay
LOS
Approach Delay
Approach LOS
Queue Length 50th (ft)
Queue Length 95th (ft)
Internal Link Dist (ft)
Turn Bay Length (ft)
Base Capacity (vph)
Starvation Cap Reductn
Spillback Cap Reductn
Storage Cap Reductn
Reduced v/c Ratio
Intersection Summary
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report
LBN Page 5
Timings 2023 Background Plus Site Generated with Improvements
2: SH-114 NBFR & Kirkwood Blvd Timing Plan: PM
Intersection Signal Delay:115.3 Intersection LOS: F
Intersection Capacity Utilization 115.4 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Solits and Phases: 2: SH-114 NBFR & Kirkwood Blvd
#1
#1
#1 #1
F
2
S34
12 01
73 s
17 s
9 LQ
=2 1=2
=2
-1*
T0t6+as
*-66
I spa
9d 181S
52s
SSs
TIA for the Creekside Point in Southlake, Texas
LBN
Synchro 10 Report
Page 6
Timings 2023 Background Plus Site Generated with Improvements
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
Lane Group
EBL
EST
EBR
WBL
WBT
WBR NBL
NBT
NBR
SBL
S F�
Lane Configurations
►1
Tt
?I
+TT+
V1
T+
of
%
?I
Traffic Volume (vph)
129
41
9
1
1181
111 206
0
0
44
0
655
Future Volume (vph)
129
41
9
1
1181
111 206
0
0
44
0
655
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89
0.89 0.89
0.89
0.89
0.89
0.89
0.89
Adj. Flow (vph)
145
46
10
1
1327
125 231
0
0
49
0
736
Shared Lane Traffic (%)
50%
Lane Group Flow (vph)
145
46
10
0
1453
0 231
0
0
49
368
368
Turn Type
pm+pt
NA
pm+ov
Perm
NA
pm+pt
pm+pt
NA
pm+ov
Protected Phases
5
2
3
6
3
8
7
4
5
Permitted Phases
2
2
6
8
4
4
Detector Phase
5
2
3
6
6
3
8
7
4
5
Switch Phase
Minimum 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
32.0
32.0
13.0
36.0
13.0
22.0
13.0
Total Split (s)
19.0
91.0
19.0
72.0
72.0
19.0
36.0
13.0
30.0
19.0
Total Split (%)
13.6%
65.0%
13.6%
51.4%
51.4 %
13.6%
25.7%
9.3%
21.4 %
13.6%
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/Lag
Lead
Lead
Lag
Lag
Lead
Lag
Lead
Lag
Lead
Lead -Lag Optimize?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Recall Mode
None
C-Max
None
C-Max
C-Max
None
Max
None
Max
None
Act Effct Green (s)
85.0
85.0
104.0
67.8
43.0
30.7
24.0
41.2
Actuated g/C Ratio
0.61
0.61
0.74
0.48
0.31
0.22
0.17
0.29
v/c Ratio
0.75
0.02
0.01
0.90
1.08
0.15
0.89
0.75
Control Delay
52.3
11.0
0.7
41.6
122.8
36.5
50.6
46.2
Queue Delay
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Total Delay
52.3
11.0
0.7
41.6
122.8
36.5
50.6
46.2
LOS
D
B
A
D
F
D
D
D
Approach Delay
40.3
41.6
122.8
47.7
Approach LOS
D
D
F
D
Queue Length 50th (ft)
77
8
0
629
-185
32
178
260
Queue Length 95th (ft)
#152
16
2
737
#354
64
#362
383
Internal Link Dist (ft)
506
828
395
825
Turn Bay Length (ft)
200
150
Base Capacity (vph)
216
2148
1181
1620
214
330
415
510
Starvation Cap Reductn
0
0
0
0
0
0
0
0
Spillback Cap Reductn
0
0
0
0
0
0
0
0
Storage Cap Reductn
0
0
0
0
0
0
0
0
Reduced v/c Ratio
0.67
0.02
0.01
0.90
1.08
0.15
0.89
0.72
Intersection Summary
Cycle Length: 140
Actuated Cycle Length:140
Offset: 0 (0%), Referenced to
phase 2:EBTL
and 6:WBTL, Start of Green
Natural Cycle:115
Control Type: Actuated -Coordinated
Maximum v/c Ratio: 1.08
Timings 2023 Background Plus Site Generated with Improvements
4: Kirkwood Blvd & T W King Rd Timing Plan: PM
Intersection Signal Delay: 50.3 Intersection LOS: D
Intersection Capacity Utilization 89.2 % ICU Level of Service 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 longer.
Queue shown is maximum after two cycles.
Splits and Phases: 4: Kirkwood Blvd & T W King Rd
--*532
t 03 1 ■ 04
91s
F
S3S 06
19s
S37
30s
S35
TIA for the Creekside Point in Southlake, Texas Synchro 10 Report TIA for the Creekside Point in Southlake, Texas Synchm 10 Report
LBN Page 7 LBN Page 8
Appendix E. TxDOT and City of Southlake Driveway Spacing and Deceleration
Lane Criteria
TIA for the Creekside Point in Southlake, Texas
DeShazo Group, Inc. Appendix
AASHTO—Geometric Design of Highways and Streets
Metric
US Customary
Intersection sight
Intersection sight
Stopping
distance for
Stopping
distance for
Design
sight
passenger
cars
Design
sight
passenger cars
speed
distance
Calculated
Design
speed
distance
Calculated
Design
(km/h)
(m)
(m)
(m)
(mph)
(ft)
(ft)
(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.
664
Exhibit 9-58. Design Intersection Sight Distance —Case 112—Right Turn from Stop and
Case 113—Crossing Maneuver
C 2004 by the American Association of State Highway and Transportation Officials.
All rights reserved. Duplication is a violation of applicable law.
Intersections
Metric
US Customary
Intersection
sight
Intersection sight
Stopping
distance for
Stopping
distance for
Design
sight
passenger cars
Design
sight
passenger cars
speed
distance
Calculated
Design
speed
distance
Calculated
Design
(km/h)
(m)
(m)
(m)
(mph)
(ft)
(ft)
(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 BI—Left Turn from Stop
661
C 2004 by the American Association of State Highway and Transportation Officials.
All rights reserved. Duplication is a violation of applicable law.
Chapter 2 — Access Management Standards
Section 3 —Number, Location, and Spacing of Access
Connections
Access Co ne t ion Spoc i n
(refer to Table 2-1)
FRONTAGE ROAD
ZFREF-WAY IIAINLANE
FRONTAGE ROAD
C(
Q
a
0
Access Connection Spann
(refer to Table -11
Figure 2-3. Frontage Road U-Turn Spacing Diagram
1
w
c�
U
�I
CL
4-
0
a
W
Access Management Manual 2-11 TxDOT 0712011
Chapter 2 — Access Management Standards
Section 3 —Number, Location, and Spacing of Access
Connections
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.
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.
Access Management Manual 2-12 TxDOT 0712011
Chapter 2 — Access Management Standards
Section 3 —Number, Location, and Spacing of Access
Connections
Table 2-2: Other State Highways Connection Spacing Criteria
Other State Highways Minimum Connection Spacing (1)(2)(3)
Posted Speed (mph)
Distance (it)
< 30
200
35
250
40
305
45
360
> 50
425
(1) Distances are for passenger cars on level grade. These distances may be
adjusted for downgrades and/or significant truck traffic. Where present or
projected traffic operations indicate specific needs, consideration may be
given to intersection sight distance and operational gap acceptance measure-
ment adjustments.
(2) When these values are not attainable, refer to the variance process as
described in Chapter 2, Section 5.
(3) Access spacing values shown in this table do not apply to rural highways
outside of metropolitan planning organization boundaries where there is little,
if any, potential for development with current ADT levels below 2000.
Access connection spacing below the values shown in this table may be
approved based on safety and operational considerations as determined by
TxDOT.
Corner clearance refers to the separation of access connections from roadway intersections. Table
2-2 provides minimum corner clearance criteria.
Where adequate access connection spacing cannot be achieved, the permitting authority may allow
for a lesser spacing when shared access is established with an abutting property. Where no other
alternatives exist, construction of an access connection may be allowed along the property line far-
thest from the intersection. To provide reasonable access under these conditions but also provide
the safest operation, consideration should be given to designing the driveway connection to allow
only the right -in turning movement or only the right-in/right out turning movements if feasible.
Auxiliary Lanes
This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux-
iliary lanes consist of left -turn and right -turn movements, deceleration, acceleration, and their
associated transitions and storage requirements. Left -turn movements may pose challenges at
driveways and street intersections. They may increase conflicts, delays, and crashes and often com-
plicate traffic signal timing. These problems are especially acute at major highway intersections
Access Management Manual 2-13 TxDOT 0712011
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
Right Turn to or from Property (5)
Median Type
Left Turn to or from Property
Acceleration
Deceleration
Acceleration
Deceleration
Non -Traversable
(2)
All
Right turn egress >
♦ > 45 mph where right
(Raised Median)
200 vph (4)
turn volume is > 50
vph (3)
♦ <_ 45 where right turn
volume is > 60 vph (3)
Traversable (Undi-
(2)
(1)
Same as above
Same as Above
vided Road)
(1) Refer to Table 3-11, TxDOT Roadway Design Manual, for alternative left -turn -bay operational considerations.
(2) A left -turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road-
way. A left -turn acceleration lane would interfere with the left -turn ingress movements to any other access
connection.
(3) Additional right -turn considerations:
♦ Conditions for providing an exclusive right -turn lane when the right -turn traffic volume projections are less than
indicated in Table 2-3:
• High crash experience
• Heavier than normal peak flow movements on the main roadway
• Large volume of truck traffic
• Highways where sight distance is limited
♦ Conditions for NOT requiring a right -turn lane where right -turn volumes are more than indicated in Table 2-3:
• Dense or built -out corridor where space is limited
• Where queues of stopped vehicles would block the access to the right turn lane
• Where sufficient length of property width is not available for the appropriate design
(4) The acceleration lane should not interfere with any downstream access connection.
♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection
should be equal to or greater than the distances found in Table 2-2.
♦ Additionally, if the next access connection is signalized, the distance from the end of the acceleration lane taper to
the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2.
(5) Continuous right -turn lanes can provide mobility benefits both for through movements and for the turning vehi-
cles.' Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2-
2. However, when combined with crossing left in movements, a continuous right -turn lane can introduce additional
operational conflicts.
Access Management Manual 2-14 TxDOT 0712011
driveway sight distance may be insufficient, the Applicant will be required to
submit vertical and horizontal information prepared by a registered Professional
Engineer to the City Engineer that verifies adequate sight distance is available for
the proposed driveway location.
1. SITE PLAN REQUIRED: A site plan showing all existing right-of-way,
easements, curbs, storm drain inlets, flumes, underground and overhead utilities,
trees and sidewalks shall be required for each non-residential driveway permit
application. The proposed driveway grades shall also be shown for a minimum
distance of fifteen (15') feet past the right-of-way line. All driveways and median
openings within 150 feet of the subject property on both sides of each abutting
street shall be shown on the site plan. If an adjacent street contains a wised
median, showing driveway(s) on the opposite side of the street shall not be
required unless a median opening is present or proposed.
5.3 RESIDENTIAL STANDARDS
a. CIRCULAR DRIVES: Circular drives are allowed on residential lots not fronting
on arterial or collector thoroughfares. There shall be 25' minimum distance
between the two interior portions of the drives at the R.O.W. line. The minimum
lot frontage required to construct a circular drive is 70 feet.
b. COMMON DRIVE WIDTH: A residential driveway shared by two or more
properties shall have a minimum throat width of twelve (I T) feet. A common
access easement shall also be required as described in Section 3.5. Shared
residential driveways may be required for adjoining residential lots on major
street facilities to reduce the number of access points on those roadways.
c. ACCESS TO MAJOR STREET FACILITY: Driveway access to a residential lot
from any major street facility shall not be permitted unless that lot has no other
public access. if such a driveway is approved on a major street facility, an off-
street maneuvering area approved by the Director shall be provided to ensure that
vehicles will not back into the public street. Driveway access to a residential lot
from a collector street may be denied if either (a) the lot has access to a local
street or (b) the proposed access would create a traffic flow or safety problem
unless there is no other access.
5.4 AUXILIARY LANES
a. WHEN REQUIRED: As a condition of a Driveway Permit, the Applicant shall
provide a deceleration lane for any driveway located on an arterial street if the
right turn ingress volume exceeds 50 vehicles in the design hour (150 vehicles if
the design hour occurs on a Sunday). If the existing or future speed limit on the
street facility exceeds 40 MPH, a deceleration lane may be required if 40 right
- 12 -
turn ingress vehicles occur in the design hour (100 vehicles if the design hour
occurs on a Sunday).
b. DRIVEWAYS PROHIBITED: No driveway shall be permitted within the
transition area of any separate right turn or deceleration lane.
c. EXTENSION OF RIGHT TURN LANE: When a driveway is approved within
the separate right turn lane of a public street intersection, the lane shall be
extended a minimum of fifty (50`) feet in advance of the driveway.
d. CONTINUOUS DECELERATION LANE: A continuous deceleration lane may
be required as a condition of a driveway permit when two or more deceleration
lanes are planned and their proximity necessitates that they be combined for
proper traffic flow and safety. The transition taper for a continuous deceleration
lane shall not extend into or beyond a public street intersection.
e. LEFT TURN LANES ON UNDIVIDED ROADS: On undivided arterial
roadways, a left turn lane and taper may be required as a condition of the
driveway permit when the product of the projected left turn ingress volume (50
minimum) and the opposing volume per lane exceeds 25,000 in any design hour
In such cases, a Traffic Impact Analysis shall be provided by the Applicant to
analyze the present and future traffic volumes to verify that the left turn lane is
necessary to maintain minimum levels of traffic flow and safety.
f. LEFT TURN LANES ON DIVIDED ROADS: On divided arterial roadways, the
Applicant shall, as a condition of the permit, construct a left turn lane at an
existing public street median opening when the proposed driveway will be served
by such median opening and no left turn lane exists in the median.
g. TEMPORARY AUXILIARY LANE: The Director may require a temporary
auxiliary lane to be constructed on existing arterial roadways that are planned for
future improvement.
h. DECELERATION LANE EXTENSION: In the event the Applicant is allowed to
locate a driveway connecting to a deceleration lane within one hundred (100') feet
of an arterial intersection, the Applicant shall be required to extend the
deceleration lane to such intersection. The one hundred (100`) feet shall be
measured from the nearest edge of the driveway throat to the nearest R.O.W. line
of the intersecting arterial.
i. CONSTRUCTION COSTS: The Applicant shall be responsible for the design,
right-of-way adjustment of utilities, and construction costs of any auxiliary lane
and street widening required as a condition of the driveway permit. If for any
reason an auxiliary lane required under this Ordinance cannot be constructed in
conjunction with the driveway by the Applicant, the Applicant may be required to
place all necessary funds in escrow with the City.
- 13 -
If
(including notes
on the following
page)
Criteria
Street
Classification
Residential
Driveway
Commercial &
Multi -Family
Service Driveway
Driveway
Driveway Throat
Width*
S.H. 114 &frontage roads
12-20 ft
2440 ft.
3048 ft.
F.M. 1938, F.M. 1709, S.H. 26
12-20 &
24-40 ft.
3048 ft.
Arterial
12-20 ft.
2440 ft.
3048 ft.
Collector
12-20 ft.
24-40 ft.•
` 30-48 ft.0
Local Street
12-20 ft.
24AO ft.*
24-36 ft.•
Driveway Curb
Radius*
S.H. 114 & frontage roads
20-25 ft.
20-30 ft.
25-40 ft.
F.M. I938, F.M. 1709, S.H. 26
20-25 ft.
20-30 ft.
25-40 ft.
Arterial
20-25 ft.
20-30 ft.
25-30 ft.
Collector
15-20 ft.
I0-20 ft.*
10-20 ft.*
Local Street
5-10 ft.
10-20 ft.•
10-zo ft.*
-num Distance to
section Along
S.H. 114 & frontage roads
150 ft.
200 ft.
200 ft.
Roadway$
F.M. 1938, F.M. 1709, S.H. 26
150 ft.
500 ft.
zoo ft.
Arterial
150 ft.
200 ft.
200 ft.
Collector
50 ft.
150 ft.*
150 ft.*
Minimum Centerline
Driveway spacing
Local Street
S.H. 114 & frontage roads
30 ft.
100 ft.•
100 ft.*
80 ft. 500 ft.♦
500 fL+
Along Roadwayt
F.M. 1938, F.M. 1709, S.H. 26
80 fL
500 ft.4
250 fL*
Arterial
100 ft.
250 ft.
250 ft.*
Collector
40 ft.
150 ft-e
I50 ft.•
Local Street
20 ft.
100 fL•
100 ft.*
_9_
TABLE ONE NOTES:
* 'Me requirements for Driveway Throat Width and Driveway Curb Radius are for standard undivided two-way
operation and may be varied by the Director if traffic volumes, truck usage, common driveways, and other
factors warrant such.
t The minimum centerline spacing does not implicitly determine the number of driveways allowed. Driveways
served by deceleration lanes may be spaced at closer intervals if approved by the Director. See Section 5.2(b)
for additional restrictions on driveway locations along S.H. 114 frontage roads.
$ Distance measured from the intersecting R_O.W. line to the centerline of the driveway. See Section 5.2(b) for
additional restrictions on driveway locations along S.H. 114 frontage roads.
7k Service driveway centerline spacing may be reduced to 150' if the ingress/egress volume is less than 50 vehicles
per day and if the service driveway is a secondary driveway ancillary to a commercial driveway within the
same development.
♦ The minimum centerline spacing may be reduced to 250' provided that the driveway is connecting directly to a
frontage road and provided that it meets the criteria in Section 5.2(b).
• Refer to Section 5.2(c). Commercial, multi -family and service driveways may not be permitted on collector or
local streets.
0 The minimum centerline spacing maybe reduced to 250' for right-in/right-out driveways. Refer to Section
5 2(a).
5.2 GENERAL DESIGN CRITERIA
a. DRIVEWAYS ON F.M. 1709, F.M. 1938 & INTERSECTING ARTERIALS:
The minimum centerline spacing for full -access driveways on F.M. 1709 & F.M.
1938 is 500 feet as per Table One; however, the minimum centerline spacing may
be reduced to 250 feet for right-in/right-out driveways in accordance with
Appendix 1. Driveways constructed within 250 feet of an intersection of F.M.
1709 or F.M. 1938 and an arterial shall be right-in/right-out only. All right-
in/right-out drives shall be designed in accordance with Appendix 5 and shall
have signs placed at the Applicants expense indicating right turn in only facing
the street and right turn out only facing the property.
b. DRIVEWAYS ON S.H. 114: Driveways along S.H. 114 (and its future frontage
roads) shall be designed in accordance with Texas Department of Transportation
(TxDOT) access control guidelines as applicable to the conceptual design and
alignments of the proposed reconstruction of S.H. 114. Driveways will be not be
allowed within areas indicated as "access denied" as per Appendices 2 & 3.
c. DRIVEWAYS PROHIBITED: Commercial, multi -family and service driveways
shall not be permitted on collector or local streets unless the tract or lot has no
other public access. In the event there is no other public access, commercial,
-9-
multi -Family and service driveways shall be permitted on collector or local streets
provided that they meet the design standards in Section 5.1.
d. REQUIRED INTERNAL STORAGE (STACKING / MI IMUM THROAT
LENGTH): The driveway for any multi -family, commercial or industrial property
that connects to a major street facility or collector or local street shall extend onto
private property a minimum distance of 10 feet, but not less than the required
front bufferyard width, from the right-of-way line before intersecting any internal
circulation drive. Internal storage (stacking) shall be provided on multi -family,
commercial or industrial properties for corresponding driveways in accordance
with Table Two for driveways that provide ingress/egress to parking areas of 20
or greater spaces.
TABLE TWO
Average Number of
Parking Spaces per
Drivewayt
Total Number of
Parking Spaces$
Minimum Storage Length
20-49
20-49
(bufferyard width + 18') or 28 ;
whichever is greater
50-199
50'
200+
75'
50 to 199
50-199
75'
200+
100,
200+
200+
150'
t The average number of parking spaces per driveway is calculated by dividing the total
number of parking spaces by the number of commercial & multi -family driveways. (Service
driveways are not included in the calculation.)
`lhe total number of parking spaces is the sum of all spaces accessible by a driveway or
driveways both on -site and off -site.
The internal storage shall be separated from parking areas by a raised curb island
or median with a back -of -curb to back -of -curb width equal to the minimum
storage length divided by 25 or 3 feet, whichever is greater_ Planting
requirements for the island or median shall be in accordance with Sections 3.4(b)
and 3.5 of the Landscape Ordinance No. 544, excluding the requirements for
canopy trees. Appropriate signage (e.g. stop, yield, etc.) shall be placed for any
vehicular cross movement or internal circulation that intersects the ingress/egress
circulation beyond the required internal storage.
- i0 -
i raTtic voiumes
0 Ar13
4Y
el
AM PeaK - ueveiooment i n
T-1911 9?
• N"
90
.-48
�h LO
148
�jq
338-
Exhibit 4
Traffic Volumes
Pa�
0 o R(J
\
i +. A,85
T.
co
0�
ti4�
0.
i�L
y o • r85
iC+r1aF -
0
PM Peak - Development Tri
"35
25gy
ON _ S
s
ON
J�
Exhibit 5
