Item 7A - TIA - Vol 1Volume 1 – Traffic Impact Analysis
Carillon Parc
Southlake, Texas
April 6, 2018
Kimley-Horn and Associates, Inc.
Dallas, Texas
Project #064514101
Registered Firm F-928
Traffic Impact Analysis
Carillon Parc
Mixed-Use Development
NEC White Chapel Boulevard and SH 114
Southlake, Texas
Prepared by:
Kimley-Horn and Associates, Inc.
13455 Noel Road, Two Galleria Tower, Suite 700
Dallas, Texas 75240
Registered Firm F-928
Contact:
Scot Johnson, P.E., PTOE
Jake Halter, EIT
972-770-1300
April 6, 2018
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TABLE OF CONTENTS
EXECUTIVE SUMMARY ........................................................................................................... ii
I.INTRODUCTION .................................................................................................................. 1
A.PURPOSE ............................................................................................................................ 1
B.METHODOLOGY ................................................................................................................... 1
II.EXISTING AND FUTURE AREA CONDITIONS .................................................................... 4
A.ROADWAY CHARACTERISTICS ............................................................................................... 4
B.EXISTING STUDY AREA ......................................................................................................... 5
C.PROPOSED SITE IMPROVEMENTS ........................................................................................... 5
D.EXISTING TRAFFIC VOLUMES ................................................................................................. 6
III.PROJECT TRAFFIC CHARACTERISTICS ........................................................................... 9
A.SITE-GENERATED TRAFFIC ................................................................................................... 9
B.TRIP DISTRIBUTION AND ASSIGNMENT .................................................................................. 10
C.OTHER DEVELOPMENT TRAFFIC MODELLING ......................................................................... 10
D.DEVELOPMENT OF 2021 BACKGROUND TRAFFIC ................................................................... 10
E.DEVELOPMENT OF 2021 TOTAL TRAFFIC .............................................................................. 11
F.DEVELOPMENT OF 2026 BACKGROUND AND TOTAL TRAFFIC .................................................. 11
IV.TRAFFIC OPERATIONS ANALYSIS................................................................................... 18
A.ANALYSIS METHODOLOGY .................................................................................................. 18
B.ANALYSIS RESULTS ............................................................................................................ 19
C.2018 EXISTING TRAFFIC OPERATIONS ................................................................................. 22
D.2021 BACKGROUND TRAFFIC OPERATIONS .......................................................................... 22
E.2021 BACKGROUND PLUS SITE-GENERATED TRAFFIC OPERATIONS ........................................ 22
F.2026 BACKGROUND TRAFFIC OPERATIONS .......................................................................... 23
G.2026 BACKGROUND PLUS SITE-GENERATED TRAFFIC OPERATIONS ........................................ 24
H.LINK VOLUME ANALYSIS ..................................................................................................... 25
I.RIGHT-TURN LANE ANALYSIS .............................................................................................. 27
V.MITIGATION ANALYSIS ..................................................................................................... 28
A.WHITE CHAPEL BOULEVARD AT THE SH 114 FRONTAGE ROADS ............................................. 28
B.WHITE CHAPEL BOULEVARD AT KIRKWOOD BOULEVARD AND AT DRIVE 3 ................................. 29
VI.CONCLUSIONS AND RECOMMENDATIONS .................................................................... 32
LIST OF EXHIBITS
EXHIBIT 1:VICINITY MAP ................................................................................................................... 2
EXHIBIT 2:CONCEPTUAL SITE PLAN ................................................................................................... 3
EXHIBIT 3:LANE ASSIGNMENTS AND INTERSECTION CONTROL .............................................................. 7
EXHIBIT 4:2018 EXISTING TRAFFIC VOLUMES ..................................................................................... 8
EXHIBIT 5:TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT .................................................................. 12
EXHIBIT 6:SITE-GENERATED TRAFFIC VOLUMES ............................................................................... 13
EXHIBIT 7:2021 BACKGROUND TRAFFIC VOLUMES ............................................................................ 14
EXHIBIT 8:2021 BACKGROUND PLUS-SITE GENERATED TRAFFIC VOLUME ........................................... 15
EXHIBIT 9:2026 BACKGROUND TRAFFIC VOLUMES ............................................................................ 16
EXHIBIT 10:2026 BACKGROUND PLUS-SITE GENERATED TRAFFIC VOLUME ......................................... 17
LIST OF TABLES
TABLE 1 –TRIP GENERATION ............................................................................................................ 9
TABLE 2 –LEVEL OF SERVICE DEFINITIONS ....................................................................................... 18
TABLE 3 –TRAFFIC OPERATIONAL RESULTS –W EEKDAY AM PEAK HOUR ........................................... 20
TABLE 4 –TRAFFIC OPERATIONAL RESULTS –W EEKDAY PM PEAK HOUR ........................................... 21
TABLE 5 –LINK OPERATIONAL RESULTS ........................................................................................... 26
TABLE 6 –RIGHT-TURN LANE ANALYSIS ........................................................................................... 27
TABLE 7 –MITIGATION ANALYSIS RESULTS –W HITE CHAPEL BLVD. AT SH 114 .................................... 28
TABLE 8 –MITIGATION ANALYSIS RESULTS –ADDING SOUTHBOUND THROUGH LANE ............................ 29
TABLE 9 –MITIGATION ANALYSIS RESULTS –SIGNALIZATION .............................................................. 30
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
EXECUTIVE SUMMARY
The proposed Carillon Parc development is located at the northeast corner of White Chapel
Boulevard and the SH 114 westbound frontage road in Southlake, Texas. This study is
intended to identify traffic generation characteristics, identify potential traffic related impacts
on the local street system, and to develop mitigation measures required for identified impacts.
The following existing intersections were selected to be part of this study:
§ White Chapel Boulevard at SH 114 eastbound frontage road;
§ White Chapel Boulevard at SH 114 westbound frontage road;
§ White Chapel Boulevard at Kirkwood Boulevard;
§ White Chapel Boulevard at Dove Road (Roundabout);
§ Kirkwood Boulevard at St. Tropez Drive; and
§ Kirkwood Boulevard at Riviera Lane.
The analysis also included the following proposed driveways:
§ Drive 1, which is a full-access driveway to Kirkwood Boulevard;
§ Drive 2, which is a right-in/right-out driveway to White Chapel Boulevard;
§ Drive 3, which is a full-access driveway to White Chapel Boulevard; and
§ Drive 4, which is a right-in/right-out driveway to the SH 114 westbound frontage
road
There is no public access to Riviera Lane or Carillon Court directly from the development.
Traffic operations were analyzed at the study intersections for existing volumes, 2021 and
2026 background traffic volumes, and 2021 and 2026 background plus site-generated traffic
volumes. The future years correspond to the expected buildout year of the site and a key
future study year. Conditions were analyzed for the weekday AM and PM peak hours.
The background traffic conditions included existing traffic with compound growth rates, plus
explicit modeling of the following developments in the vicinity:
§ White Chapel Village, a development consisting of 50,000 SF office, 35,000 SF
retail, a 220-key hotel, and 15,000 SF restaurant. It is located on the southeast
corner of White Chapel Boulevard and the SH 114 eastbound frontage road.
§ Southlake Office Plaza, a development consisting of 71,200 SF office located on
the southwest corner of White Chapel Boulevard and the SH 114 eastbound
frontage road.
§ 10-Acre Office Site, a future development consisting of 10-acres of land located
on the northwest corner of Southmont Drive and the SH 114 westbound frontage
road adjacent to the eastern boundary of the site. The site was modelled at an
FAR of 0.3, which calculates to 130,680 SF office.
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The proposed Carillon Parc development is expected to generate approximately 625 new
weekday AM peak hour one-way trips and 1,603 new weekday PM peak hour one-way trips at
buildout. The distribution of the site-generated traffic volumes onto the street system was
based on the surrounding roadway network, existing traffic patterns, and the project's
proposed access locations.
Based on the analysis presented in this report, the proposed Carillon Parc development can
be successfully incorporated into the surrounding roadway network. The proposed site
driveways provide the appropriate level of access for the development. The site-generated
traffic does not significantly affect the existing vehicle traffic operations.
The following improvements are recommended for the site:
1. Monitor the intersection of Kirkwood Boulevard and White Chapel Boulevard for
signalization. As this is an intersection of two City-designated Thoroughfares, the
intersection volumes would reach warrant volumes eventually. The future Kirkwood
Boulevard extension to the west will likely signalize the intersection. The traffic
volumes are due to the numerous developments in the area.
2. Drive 1 should be constructed with an eastbound right-turn deceleration lane.
3. Drive 2 should be constructed with a northbound right-turn deceleration lane.
4. Drive 3 should be constructed with 2 outbound lanes, a southbound left-turn
deceleration lane, and a northbound right-turn deceleration lane.
5. Drive 4 should be constructed with a westbound right-turn deceleration lane.
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
I. INTRODUCTION
A. Purpose
Kimley-Horn was retained to conduct a Traffic Impact Analysis (TIA) of future traffic
conditions associated with the development of the Carillon Parc mixed-use site located
at the northeast corner of White Chapel Boulevard and the SH 114 westbound frontage
road in Southlake, Texas. A site vicinity map is provided as Exhibit 1.Exhibit 2 shows
the proposed conceptual site plan. This study is intended to identify traffic generation
characteristics, identify potential traffic related impacts on the local street system, and to
develop mitigation measures required for identified impacts.
B. Methodology
Traffic operations were analyzed at the study intersections for AM and PM peak hours
for the following scenarios.
§ 2018 existing traffic
§ 2021 background traffic
§ 2021 background plus site traffic
§ 2026 background traffic
§ 2026 background plus site traffic
The capacity analyses were conducted using the SynchroTM software package and its
associated Intersection reports for signalized intersections and Highway Capacity
Manual reports for unsignalized intersections.
LEGEND:
= Study IntersectionEXHIBIT 1
Vicinity Map
Not To Scale
North
SITE
Southlake
Office Plaza
White Chapel
Village
10-Acre
Office Site
EXHIBIT 2
Conceptual Site Plan
Not To Scale
North
Drive2
Drive3
WhiteChapelKirkwood Boulevard
St. Tropez Drive
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II. EXISTING AND FUTURE AREA CONDITIONS
A. Roadway Characteristics
The following signalized intersections were evaluated as part of this study:
§ White Chapel Boulevard at SH 114 eastbound frontage road
§ White Chapel Boulevard at SH 114 westbound frontage road
§ White Chapel Boulevard at Dove Road (Roundabout)
The following unsignalized intersections were evaluated as part of this study:
§ White Chapel Boulevard at Kirkwood Boulevard
§ Kirkwood Boulevard at St. Tropez Drive
§ Kirkwood Boulevard at Riviera Lane
The major study area roadways are described below.
White Chapel Boulevard – is a two-lane, undivided road that runs north-south through
Southlake. In the project vicinity, White Chapel Boulevard has intersections with both the
SH 114 frontage roads, Kirkwood Boulevard, Dove Road, and various residential
driveways. On the City of Southlake Thoroughfare Plan, the portion of White Chapel
Boulevard south of Dove Road is classified as a divided four-lane Arterial (A4D – 88’).
The speed limit near the site is 40 mph.
Kirkwood Boulevard – is a four-lane, divided road that serpentines northwest-
southeast through Southlake, generally paralleling SH 114. Kirkwood Boulevard is
currently discontinuous, and near the project begins at White Chapel Boulevard and
ends just past Southmont Drive. In the project vicinity, Kirkwood Boulevard has
intersections with White Chapel Boulevard, St. Tropez Drive, Riviera Lane, and
Southmont Drive. On the City of Southlake Thoroughfare Plan, Kirkwood Boulevard is
classified as a divided four-lane Arterial (A4D – 100’). The speed limit near the site is 35
mph.
Riviera Lane – is a two-lane, divided road north of Monte Carlo Drive and a two-lane,
undivided road to the south. It forms the majority of the eastern boundary of the Carillon
Parc site. In the project vicinity, Riviera Lane has intersections with Kirkwood Boulevard
and residential driveways. On the City of Southlake Thoroughfare Plan, Riviera Lane is
not classified. The speed limit near the site is assumed to be 30 mph, which is the
default speed limit set by the City Council.
St. Tropez Drive – is a two-lane, undivided road that provides access to the
neighborhood directly to the north of the current Carillon Phase. In the project vicinity, St.
Tropez Drive has intersections with Kirkwood Boulevard and residential driveways. On
the City of Southlake Thoroughfare Plan, St. Tropez Drive is not classified. The speed
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limit near the site is assumed to be 30 mph, which is the default speed limit set by the
City Council.
Dove Road – is a two-lane, undivided road that runs east-west through Southlake. In the
project vicinity, Dove Road has intersections with White Chapel Boulevard and
residential driveways. On the City of Southlake Thoroughfare Plan, Dove Road is
classified as an undivided two-lane Arterial (A2U – 88’). The speed limit near the site is
30 mph.
SH 114 east- and westbound frontage roads – are three-lane frontage roads that run
along SH 114 through Southlake. In the project vicinity, the frontage roads each have an
intersection with White Chapel Boulevard. The speed limit near the site is 45 mph.
Exhibit 3 illustrates the existing intersection geometry used for the traffic analysis.
B. Existing Study Area
The property is currently zoned Mixed-Use (ECZ-Employment Center District). The
property is currently undeveloped.
C. Proposed Site Improvements
The site as proposed will include 50 multifamily units; a 201-key hotel and a 70-key
hotel; a 30,000 SF library; 9,000 SF medical clinic; 52,440 SF medical office;
105,6000 SF office; 196,860 SF retail; 24,000 SF theatre; 44,000 SF restaurant; and
30,000 SF conference center.
Also included in the development are the 12 single family lots along the western side of
Riviera Lane in the northeastern portion of the site. Since these houses will be a part of
the existing neighborhood, generate 8 trips or less in each peak hour and have direct
access to Riviera Lane, they were not included in the study. Riviera Lane traffic is very
low at its intersection with Kirkwood Boulevard – only 18 outbound cars during the peak
hour – and the additional trips will not affect its operations. Even though the 12 single
family lots have access to Riviera Lane, no other uses of the site have direct access to
Riviera Lane or Carillon Court.
White Chapel Boulevard will be widened to its four-lane width adjacent to the site as the
site is constructed.
The site would have access via a total of four driveways. The driveways to be modeled
in this analysis are as follows:
Drive 1 – would be a full-access driveway to Kirkwood Boulevard approximately 650 feet
east of the intersection of Kirkwood Boulevard and White Chapel Boulevard. Drive 1
would form the northbound leg of the existing intersection of St. Tropez Drive and
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Kirkwood Boulevard. One lane will be constructed for the inbound movement, and one
lane will be constructed for the outbound movement.
Drive 2 – would be a right-in, right-out driveway to White Chapel Boulevard
approximately 300 feet south of the intersection of Kirkwood Boulevard and White
Chapel Boulevard. One lane will be constructed for the inbound movement, and one
lane will be constructed for the outbound movement.
Drive 3 – would be a full-access driveway to White Chapel Boulevard approximately 500
feet south of the intersection of White Chapel Boulevard and Drive 2, and approximately
500 feet north of the intersection of White Chapel Boulevard and the SH 114 westbound
frontage road. One lane will be constructed for the inbound movement, and two lanes
will be constructed for the outbound movements. There will be a median opening at
Drive 3, and a southbound left-turn deceleration lane will be constructed as well.
Drive 4 – would be a right-in, right-out driveway to the SH 114 westbound frontage road
approximately 550 feet east of the intersection of White Chapel Boulevard and the SH
114 westbound frontage road.
Intersection sight distance at the proposed driveways is acceptable, with each on
relatively straight segments of their respective roadway.
Drives 2 and 3 are on a cresting section of White Chapel Boulevard. There is expected
to be adequate sight distance per the attached site plan, but sight distance due to
vertical curvature should be confirmed before construction.
D. Existing Traffic Volumes
24-hour machine counts were collected adjacent to the site on White Chapel Boulevard,
Kirkwood Boulevard, the SH 114 westbound frontage road (before the off-ramp), the
corresponding SH 114 westbound off-ramp, and Southmont Drive.Exhibit 4 shows the
existing weekday AM and PM peak hour traffic volumes. The raw count sheets are
provided in the Appendix, as well as a comparison between the 24-hour volumes
collected and previous 24-hour counts.
The 24-hour count showed the daily volume on the roadway link as follows:
· White Chapel Boulevard: 6,728 vehicles per day (vpd)
· Kirkwood Boulevard: 1,581 vpd
· SH 114 westbound frontage road: 2,730 vpd
· SH 114 westbound off-ramp: 7,095 vpd
· Southmont Drive: 1,318 vpd
LEGEND:
= Signalized = Turn Bay
Intersection
= Stop-Controlled = Driveway Lanes or
Approach Off-Site Improvements
= Travel Lane TWLTL = Two-Way Left Turn Lane
EXHIBIT 3
Lane Assignment and Intersection ControlWhiteChapelBoulevard
Not To Scale
North
SH 114 EBFR
Drive 3
Kirkwood
Boulevard
Drive 2
Drive4SH 114 WBFR
Dove Road
St.TropezDriveSingle Lane
Roundabout
STOPSTOPSTOPDrive1STOP
STOP
**RivieraLane*STOP
*
*
******SouthmontDriveSTOPSTOP ***
136 195 61
(162)(292)(64)
60 (75)
238 (170)
113 (76)
167 (98)
206 (134)
13 (37)
42 161 73
(37)(190)(59)
315 12 47 2
(395)(10)21 (6)(22)(4)1 (2)20 (22)
80 (39)48 (29)0 (1)
23 (20)42 (37)
244 36 42 (44)17 (11)17 1
(287)(46)(9)(0)
82 (173)
38 (160)
6 377 406 (588)86
(9)(425)(64)24 (84)
108 (72)235 (284)
122 197 430 (645)
(136)(154)
591 208
(758)(218)
6 (2)
801 (25)300 454
121 (127)(280)(234)
LEGEND:
X (Y)
X = Weekday AM Peak Hour Turning Movements
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and presence of smaller driveways not included in analysis.
EXHIBIT 4
2018 Existing Traffic Volumes
Not To Scale
North
SH 114 EBFR
Kirkwood
Boulevard
SH 114 WBFR
Dove Road
St.TropezDriveRivieraLaneSouthmontDriveWhiteChapelBoulevard
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III. PROJECT TRAFFIC CHARACTERISTICS
A. Site-Generated Traffic
Site-generated traffic estimates are determined through a process known as trip
generation. Rates and equations are applied to the proposed land use to estimate traffic
generated by the development during a specific time interval. The acknowledged source
for trip generation rates is the 10th edition of Trip Generation Manual published by the
Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide
studies of similar land uses. The trips indicated are actually one-way trips or trip ends,
where one vehicle entering and exiting the site is counted as one inbound trip and one
outbound trip. Trip generation for the conference center was taken from Kimley-Horn
data collected at existing conference center sites.
Reductions to the base trip generation estimates are sometimes applied due to internal
capture. Internal capture is the tendency for customers or tenants to visit several parts of
the mixed-use development in one trip but be counted twice in the trip generation since
the formulae assume the residential, hotel, office, retail, and theatre developments are
isolated. Internal capture reductions are applied based on the procedures in the 2014
3rd edition of the Trip Generation Handbook, a companion manual to Trip Generation
Manual also published by ITE. The internal capture worksheets are included in the
Appendix. Internal capture reduces the number of trips leaving the site, and results in a
projection of internal trips and external trips.
No reductions were taken for pass-by trips or multimodal use.
Table 1 shows the resulting daily and weekday AM and PM peak hour trip generation for
the proposed development, showing new external trips.
Table 1 – Trip Generation
Daily
One-Way
Trips IN OUT TOTAL IN OUT TOTAL
Multifamily Housing (Mid-Rise)50 Units 221 272 5 13 18 13 9 22
Hotel 271 Rooms 310 2,633 77 53 130 90 87 177
Library 30,000 SF 310 2,162 21 9 30 118 127 245
Clinic 9,000 SF 630 343 26 7 33 9 21 30
Medical-Dental Office Building 52,440 SF 720 1,927 98 28 126 50 130 180
General Office Building 105,600 SF 710 1,119 108 18 126 19 101 120
Retail/Shopping Center 196,860 SF 820 8,406 117 72 189 350 380 730
Movie Theatre 24,000 SF 444 N/A 0 0 0 139 9 148
Quality Restaurant 44,000 SF 931 3,689 26 6 32 230 113 343
Conference Center 30,000 SF -558 14 7 21 6 68 74
Development Totals
Raw Trip Generation Total:21,109 492 213 705 1,024 1,045 2,069
Internal Capture Total:4,646 40 40 80 233 233 466
Total Net New External Vehicle Trips: 16,463 452 173 625 791 812 1,603
Trip Generation rates based on ITE's Trip Generation Manual , 10th Edition.
Internal Capture procedure from ITE Trip Generation Handbook , 3rd Edition (2014).
Conference Center trip generation rates based on Kimley-Horn data.
PM Peak Hour
One-Way TripsLand Uses Amount Units ITE
Code
AM Peak Hour
One-Way Trips
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B. Trip Distribution and Assignment
The distribution of the site-generated traffic volumes into and out of the site driveways
and onto the street system was based on the area street system characteristics, existing
traffic patterns, relative residential density, and the locations of the proposed driveway
access to/from the site.
The corresponding inbound and outbound traffic assignment, where the directional
distribution is applied using the most probable paths to and from the site, can be found
in Exhibit 5.
Exhibit 6 shows the resulting site-generated weekday AM and weekday PM peak hour
turning movements after multiplying the new external trip generation for each phase by
the respective traffic assignment percentages.
C. Other Development Traffic Modelling
Using the same procedure as was used to develop the Carillon Parc site-generated
traffic and distribute that traffic on the roadway network, traffic was developed and
distributed for the three other sites as well. The 10-acre office site, adjacent to the east
side of the Carillon Parc site, was modelled at an FAR of 0.3 which provides 130,680 SF
office. The Southlake Office Plaza, located at the southwest corner of White Chapel
Boulevard and the SH 114 eastbound frontage road, was modelled as shown in
Attachment D of zoning case ZA13-106 which includes 71,200 SF office.
The White Chapel Village development, located at the southeast corner of White Chapel
Boulevard and the SH 114 eastbound frontage road, was modelled in a TIA by Stantec.
No adjustments were made to the site-generated traffic distribution by Stantec, located
in Figures 10 and 11 of the White Chapel Village TIA. The site includes 50,000 SF office;
35,000 SF retail/shopping center; a 220-key hotel; and 15,000 SF restaurant.
The distribution and volumes for each of these developments can be found in the
Appendix.
D. Development of 2021 Background Traffic
In order to obtain 2021 background traffic, the existing traffic counts and historic counts
near the site were compared to find expected growth trends within the study area. Based
on the recent growth in the area, an annual growth rate of 6% was assumed for the
background traffic through 2021. To calculate the 2021 background traffic, the existing
2018 traffic counts were grown by 6% annually for three years. The resulting 2021
background weekday AM and PM peak hour traffic volumes are shown in Exhibit 7.
The three background developments listed above were also added into the background
traffic volumes.
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E. Development of 2021 Total Traffic
Site traffic volumes were added to the background volumes to represent the estimated
total (background plus site-generated) traffic conditions for the 2021 study year after
completion of the proposed development.Exhibit 8 shows the resulting 2021 weekday
AM and PM peak hour total traffic volumes.
F. Development of 2026 Background and Total Traffic
The background and total traffic volumes in the 2026 study year were calculated in a
similar manner to the 2021 traffic volumes by adding five years of 2% growth over the
2021 background volumes. In total, the 2026 background volumes are approximately
30% higher than the existing volumes. The background development traffic was then
added into the traffic volumes.Exhibit 9 shows the resulting 2026 weekday AM and PM
peak hour background traffic volumes, and Exhibit 10 shows the resulting 2026
weekday AM and PM peak hour total traffic volumes after the addition of the site-
generated traffic.
5%
5%
5%
(5%)(5%)(5%)
10%5%(5%)5%
(25%)5%
(10%)
(15%)5% (5%)(30%)(5%)
(5%)10%
10%
(25%)
(10%)
5%20%
(10%)
(25%) 10%(10%)
(25%)
25%40%
25%
(10%)
(5%)
(5%) (45%) (25%)15% (5%)5%
(15%)25% (5%)5%
40%35%
(25%) (25%)
10%
30%
LEGEND:
X% (Y%)
X% = Percentage of Inbound Site-Generated Traffic
(Y%) = Percentage of Outbound Site-Generated Traffic
EXHIBIT 5
Trip Distribution and Traffic Assignment
Not To Scale
North
SH 114 EBFR
Drive 3
Kirkwood
Boulevard
Drive 2
Drive4SH 114 WBFR
Dove Road
St.TropezDriveDrive1RivieraLaneSouthmontDriveWhiteChapelBoulevard
0 23 0
(0)(40)(0)
0 (0)
0 (0)
23 (40)
0 (0)
0 (0)
23 (40)
9 9 9
(41)(41)(41)
45 23 0 0 0 0 (0)
(79)(40)9 (41)(0)(0)(0)0 (0)23 (40)
43 (203)23 (40)0 (0)
0 (0)17 (81)
26 31 9 (41)52 0 9 0 (0)0 0
(122)(80)45 (79)(244)(0)(41)(0)(0)
88
(282)
17 (81)
40 90
(121)(158)
43 45
(203)(79)17 (81)
43 (203)
113 181
(198)(316)
113 (198)
17 (81)
9 78 9 (41)43 9
(41)(365)(203)68 (119)(41)23 (40)
26 (122)122 (238)23 (40)
0 181 158 (277)
(0)(316)
43 43
(203)(203)
45 (79)
0 (0)136 0
0 (0)(237)(0)
LEGEND:
X (Y)
X = Weekday AM Peak Hour Turning Movements
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and presence of smaller driveways not included in analysis.
EXHIBIT 6
Site-Generated Traffic Volumes
Not To Scale
North
SH 114 EBFR
Drive 3
Kirkwood
Boulevard
Drive 2
Drive4SH 114 WBFR
Dove Road
St.TropezDriveDrive1RivieraLaneSouthmontDriveWhiteChapelBoulevard
162 247 73
(193)(360)(76)
71 (89)
283 (202)
145 (94)
199 (117)
245 (160)
21 (45)
50 199 89
(44)(248)(81)
400 20 56 2
(485)(13)26 (13)(26)(5)1 (2)25 (32)
95 (46)58 (41)0 (1)
27 (24)56 (45)
299 43 56 (53)20 (13)20 1
(369)(55)(11)(0)
99 (212)
47 (203)
7 461 629 (951)105
(11)(519)(94)29 (100)
138 (141)305 (345)
170 337 731 (932)
(167)(205)
815 340
(1022) (357)
20 (4)
986 (64)415 628
158 (165)(417)(448)
LEGEND:
X (Y)
X = Weekday AM Peak Hour Turning Movements
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and presence of smaller driveways not included in analysis.
EXHIBIT 7
2021 Background Traffic Volumes
Not To Scale
North
SH 114 EBFR
Kirkwood
Boulevard
SH 114 WBFR
Dove Road
St.TropezDriveRivieraLaneSouthmontDriveWhiteChapelBoulevard
162 270 73
(193)(400)(76)
71 (89)
283 (202)
168 (134)
199 (117)
245 (160)
44 (85)
59 208 98
(85)(289)(122)
445 43 56 0 2 1 (2)
(564)(53)35 (54)(26)(0)(5)58 (41)48 (72)
138 (249)23 (40)0 (1)
27 (24)73 (126)
325 74 65 (94)52 0 9 20 (13)20 1
(491)(135)45 (79)(244)(0)(41)(11)(0)
583
(814)
17 (81)
381 90
(545)(158)
525 58
(733)(81)18 (87)
43 (203)
454 219
(622)(323)
212 (410)
64 (284)
16 539 638 (992)48 114
(52)(884)(234)113 (127)(135)52 (140)
164 (263)1071 (1661)328 (385)
170 518 889 (1209)
(167)(521)
858 383
(1225) (560)
65 (83)
986 (64)551 628
158 (165)(654)(448)
LEGEND:
X (Y)
X = Weekday AM Peak Hour Turning Movements
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and presence of smaller driveways not included in analysis.
EXHIBIT 8
2021 Background Plus Site-Generated Traffic Volumes
Not To Scale
North
SH 114 EBFR
Drive 3
Kirkwood
Boulevard
Drive 2
Drive4SH 114 WBFR
Dove Road
St.TropezDriveDrive1RivieraLaneSouthmontDriveWhiteChapelBoulevard
176 268 79
(210)(390)(83)
78 (97)
308 (220)
156 (101)
216 (127)
267 (174)
23 (49)
54 216 97
(48)(268)(87)
433 22 61 3
(527)(14)28 (14)(28)(5)1 (3)27 (34)
104 (51)63 (44)0 (1)
30 (26)60 (49)
324 47 60 (58)22 (14)22 1
(399)(60)(12)(0)
107 (230)
51 (219)
8 500 671 (1013)114
(12)(563)(101)31 (109)
149 (148)329 (375)
183 357 776 (999)
(181)(221)
876 361
(1101) (379)
21 (5)
1069 (66)447 675
171 (178)(447)(472)
LEGEND:
X (Y)
X = Weekday AM Peak Hour Turning Movements
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and presence of smaller driveways not included in analysis.
EXHIBIT 9
2026 Background Traffic Volumes
Not To Scale
North
SH 114 EBFR
Kirkwood
Boulevard
SH 114 WBFR
Dove Road
St.TropezDriveRivieraLaneSouthmontDriveWhiteChapelBoulevard
176 291 79
(210)(430)(83)
78 (97)
308 (220)
179 (141)
216 (127)
267 (174)
46 (89)
63 225 106
(89)(309)(128)
478 45 61 0 3 1 (3)
(606)(54)37 (55)(28)(0)(5)63 (44)50 (74)
147 (254)23 (40)0 (1)
30 (26)77 (130)
350 78 69 (99)52 0 9 22 (14)22 1
(521)(140)45 (79)(244)(0)(41)(12)(0)
625
(859)
17 (81)
411 90
(579)(158)
567 58
(778)(81)18 (87)
43 (203)
484 219
(656)(323)
220 (428)
68 (300)
17 578 680 (1054)48 123
(53)(928)(234)113 (127)(142)54 (149)
175 (270)1137 (1764)352 (415)
183 538 934 (1276)
(181)(537)
919 404
(1304) (582)
66 (84)
1069 (66)583 675
171 (178)(684)(472)
LEGEND:
X (Y)
X = Weekday AM Peak Hour Turning Movements
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and presence of smaller driveways not included in analysis.
EXHIBIT 10
2026 Background Plus Site-Generated Traffic Volumes
Not To Scale
North
SH 114 EBFR
Drive 3
Kirkwood
Boulevard
Drive 2
Drive4SH 114 WBFR
Dove Road
St.TropezDriveDrive1RivieraLaneSouthmontDriveWhiteChapelBoulevard
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IV. TRAFFIC OPERATIONS ANALYSIS
Kimley-Horn conducted a traffic operations analysis to determine potential capacity
deficiencies in the 2018, 2021 and 2026 study years at the study intersections. The
acknowledged source for determining overall capacity is the current edition of the
Highway Capacity Manual.
A. Analysis Methodology
Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a
qualitative term describing operating conditions a driver will experience while traveling
on a particular street or highway during a specific time interval. It ranges from A (very
little delay) to F (long delays and congestion).Table 2 shows the definition of level of
service for signalized and unsignalized intersections.
Table 2 – Level of Service Definitions
Level of
Service
Signalized Intersection
Average Total Delay
(sec/veh)
Unsignalized Intersection
Average Total Delay
(sec/veh)
A ≤10 ≤10
B >10 and ≤20 >10 and ≤15
C >20 and ≤35 >15 and ≤25
D >35 and ≤55 >25 and ≤35
E >55 and ≤80 >35 and ≤50
F >80 >50
_______________
Definitions provided from the Highway Capacity Manual, Special Report 209, Transportation Research Board, 2010.
Study area intersections were analyzed based on average total delay analysis for
signalized and unsignalized intersections. For the unsignalized analysis, the level of
service (LOS) for a two-way stop-controlled intersection is defined for each movement.
Unlike signalized intersections which define LOS for each approach and for the
intersection as a whole, LOS for two-way stop-controlled intersections is not defined as a
whole.
Signal timings for the signalized intersections are taken site observations conducted in
April 2018 during both the AM and PM peak hour. In the future scenarios, timing
adjustments were made to accommodate changes in traffic volumes due to background
growth and site traffic, replicating how City staff will periodically review signal operations
in the future.
The roundabout intersection of Dove Road and White Chapel Boulevard was analyzed
using the Sidra software. The analysis used the physical parameters at the existing
roundabout.
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
Calculations for the level of service at the key intersections identified for study are
provided in the Appendix. The analyses assumed the lane geometry and intersection
control shown in Exhibit 3.
B. Analysis Results
Table 3 and Table 4 show the intersection operational results for the weekday AM and
PM peak hours, respectively.
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
Table 3 – Traffic Operational Results – Weekday AM Peak Hour
DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS
WB 19.1 B 29.1 C 28.5 C 34.8 C 34.7 C
NB 3.2 A 14.9 B 17.2 B 7.8 A 11.0 B
SB 24.7 C 27.9 C 28.5 C 26.7 C 27.3 C
Overall 16.7 B 24.7 C 24.9 C 24.8 C 25.3 C
EB 45.7 D 55.0 D 54.8 D 83.8 F 83.3 F
NB 26.0 C 54.5 D 69.5 E 51.9 D 71.0 E
SB 24.8 C 42.5 D 55.6 E 51.3 D 65.5 E
Overall 33.0 C 50.6 D 59.8 E 62.8 E 73.2 E
Dove Road @
White Chapel Boulevard
(Roundabout)
Overall 14.6 B 26.1 C 33.3 C 39.0 D 52.4 D
WBL*15.2 C 19.8 C 31.6 D 22.9 C 40.2 E
WBR*9.7 A 10.2 B 10.5 B 10.4 B 10.7 B
SBL 7.8 A 8.0 A 8.1 A 8.0 A 8.2 A
NB*8.9 A 9.1 A 9.2 A 9.1 A 9.3 A
WBL ----------
NB*----10.6 B --10.8 B
EBL 7.4 A 7.4 A 7.4 A 7.4 A 7.4 A
WBL ----7.4 A --7.4 A
SB*8.7 A 8.7 A 8.8 A 8.8 A 8.8 A
Drive 2 @
White Chapel Boulevard WBR*----9.6 A --9.7 A
WBL*----21.8 C --23.7 C
WBR*--9.4 A 9.9 A 9.5 A 10.0 A
SBL --8.1 A 8.6 A 8.2 A 8.7 A
SH 114 WBFR @
Drive 4 SBR*--12.0 B 12.7 B 12.0 B 12.7 B
SH 114 WBFR @
Southmont Drive SBR*10.4 B 10.9 B 11.1 B 11.2 B 11.4 B
* Stop-Controlled Approach
- No movements in Time Period
Signalized Unsignalized
Kirkwood Boulevard @
St. Tropez Drive
& Drive 1
Drive 3 @
White Chapel Boulevard
Kirkwood Boulevard @
White Chapel Boulevard
Kirkwood Boulevard @
Riviera Lane
SH 114 WBFR @
White Chapel Boulevard
SH 114 EBFR @
White Chapel Boulevard
AM Peak Hour AM Peak Hour AM Peak Hour AM Peak Hour AM Peak Hour
2026
Background
plus Site
TrafficINTERSECTIONAPPROACH
2018
Background
Traffic
2021
Background
Traffic
2021
Background
plus Site
Traffic
2026
Background
Traffic
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
Table 4 – Traffic Operational Results – Weekday PM Peak Hour
DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS
WB 37.6 D 28.4 C 36.1 D 27.3 C 37.5 D
NB 5.8 A 44.7 D 49.3 D 47.3 D 68.4 E
SB 24.3 C 37.2 D 43.9 D 40.4 D 47.5 D
Overall 28.5 C 33.1 C 41.9 D 33.7 C 46.7 D
EB 7.3 A 25.2 C 36.9 D 30.7 C 40.7 D
NB 13.5 B 24.9 C 34.3 C 16.4 B 34.9 C
SB 15.1 B 8.3 A 18.4 B 11.8 B 19.1 B
Overall 13.9 B 15.7 B 25.7 C 15.2 B 26.6 C
Dove Road @
White Chapel Boulevard
(Roundabout)
Overall 13.4 B 23.6 C 38.3 D 34.7 C 59.2 E
WBL*16.1 C 20.6 C 200.0+F 23.4 C 200.0+F
WBR*10.0 A 10.7 B 12.4 B 10.9 B 12.8 B
SBL 7.9 A 8.1 A 8.7 A 8.2 A 8.8 A
NB*8.9 A 9.0 A 9.7 A 9.0 A 9.7 A
WBL 7.3 A 7.3 A 7.5 A 7.4 A 7.5 A
NB*----15.1 C --15.5 C
EBL 7.3 A 7.3 A 7.3 A 7.4 A 7.4 A
WBL ----7.5 A --7.5 A
SB*8.6 A 8.7 A 8.9 A 8.7 A 8.9 A
Drive 2 @
White Chapel Boulevard WBR*----10.9 B --11.1 B
WBL*----200.0+F --200.0+F
WBR*--9.7 A 11.4 B 9.8 A 11.6 B
SBL --8.3 A 9.4 A 8.4 A 9.5 A
SH 114 WBFR @
Drive 4 SBR*--12.4 B 18.3 C 12.4 B 18.3 C
SH 114 WBFR @
Southmont Drive SBR*10.4 B 11.0 B 11.8 B 11.3 B 12.1 B
* Stop-Controlled Approach
- No movements in Time Period
+ Movement Delay Exceeds 200 seconds
Signalized Unsignalized
Kirkwood Boulevard @
St. Tropez Drive
& Drive 1
Drive 3 @
White Chapel Boulevard
Kirkwood Boulevard @
White Chapel Boulevard
Kirkwood Boulevard @
Riviera Lane
SH 114 WBFR @
White Chapel Boulevard
SH 114 EBFR @
White Chapel Boulevard
PM Peak Hour PM Peak Hour PM Peak Hour
2026
Background
Traffic
2026
Background
plus Site
Traffic
PM Peak Hour PM Peak Hour
INTERSECTION APPROACH
2018
Background
Traffic
2021
Background
Traffic
2021
Background
plus Site
Traffic
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C. 2018 Existing Traffic Operations
The analysis of the 2018 existing traffic operations shows the signalized intersections
operating with moderate delay in both peak hours. The intersection of the SH 114
westbound frontage road (WBFR) and White Chapel Boulevard operates at LOS B
during the AM peak hour and LOS C during the PM peak hour. The intersection of the
SH 114 eastbound frontage road (EBFR) and White Chapel Boulevard operates at LOS
C and B during the AM and PM peaks, respectively.
All but one of the existing approaches to the unsignalized study intersections operate
favorably at LOS B or better. The westbound left-turning approach to the intersection of
Kirkwood Boulevard and White Chapel Boulevard operates at LOS C during both peak
hours.
D. 2021 Background Traffic Operations
The signalized intersections experience more delay with three years of background
growth and the traffic from the three background developments added to the network.
The existing cycle length of the SH 114 and White Chapel Boulevard interchange was
elongated and the corresponding signal timings were reconfigured to match the
projected volumes. After these measures were in place, the intersection of the SH 114
WBFR and White Chapel Boulevard changes from LOS B to C during the AM peak hour
and remains at LOS C during the PM peak. The intersection of the SH 114 EBFR and
White Chapel Boulevard changes from LOS C to D during the AM peak and maintains
LOS B during the PM peak.
The roundabout intersection of Dove Road and White Chapel Boulevard changes from
LOS B to C during both peak hours.
The unsignalized intersections experience added delays with the additional background
traffic as well. Besides the left-turning approach of the intersection of Kirkwood
Boulevard and White Chapel Boulevard, which continues to operate at LOS C during
both peak hours, all approaches to the study unsignalized intersections operate at LOS
B or better during both peaks.
Due to cross-access to the 10-acre office site to the east of the Carillon Parc
development, the site driveways that were expected to attract cross-traffic were included
in the background traffic analysis. All driveway approaches operate at LOS B or better
during both peak hours.
E. 2021 Background Plus Site-Generated Traffic Operations
The addition of the site-generated traffic to the 2021 background traffic results in some
additional delay at the existing signalized intersections. The 2021 background plus site
analysis uses the same timing scheme as the 2021 background analysis. The
intersection of the SH 114 WBFR and White Chapel Boulevard remains at LOS C during
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the AM peak and changes from LOS C to LOS D during the PM peak. The intersection
of the SH 114 EBFR and White Chapel Boulevard changes from LOS D to E during the
AM peak and from LOS B to C during the PM peak.
Due to naturally longer cycle lengths that result from coordinating distinct phases at the
intersection of the frontage roads of a major highway and a City arterial, LOS E is
generally acceptable at these types of intersections. However, for due diligence, the
intersections of White Chapel Boulevard and the SH 114 frontage roads are studied in
the Mitigation Analysis included later in this report.
The roundabout intersection of Dove Road and White Chapel Boulevard changes from
LOS C to D during the AM peak hour and remains at LOS C during the PM peak hour.
With the addition of site-generated traffic, there are some changes in level of service
during both peak hours at the unsignalized intersections. All but four unsignalized
approaches operate at LOS B or better during each peak hour.
The westbound left-turning approach to the intersection of Kirkwood Boulevard and
White Chapel Boulevard changes from LOS C to D and from LOS C to F during the AM
and PM peak hours, respectively. Both Kirkwood Boulevard and White Chapel
Boulevard are thoroughfares per the City Thoroughfare Plan. Given enough time, their
intersection would require either a roundabout or signalization due to their attractiveness
and position within the City. This intersection is studied in the Mitigation Analysis
included later in this report.
The westbound left-turning approach of the intersection of Drive 3 and White Chapel
Boulevard operates at LOS C during the AM peak and at LOS F during the PM peak.
This intersection is studied in the Mitigation Analysis included later in this report.
The southbound right-turning approach of the intersection of Drive 4 and the SH 114
WBFR operates at LOS B during the AM peak and LOS C during the PM peak. The
northbound approach of the intersection of Drive 1 and Kirkwood Boulevard operates at
LOS B during the AM peak and at LOS C during the PM peak.
Except for the westbound left-turning approach of Drive 3, the site driveways all operate
at LOS C or better during both peak hours.
F. 2026 Background Traffic Operations
The analysis of the 2026 Background Traffic operations shows that, when compared to
the 2021 background traffic operations, the signalized intersections have only one
change in level of service with the addition of five more years of background traffic
growth. The intersection of the SH 114 WBFR and White Chapel Boulevard remains at
LOS C during both peak hours. The intersection of the SH 114 EBFR and White Chapel
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Boulevard changes from LOS D to E during the AM peak and remains at LOS B during
the PM peak.
The roundabout intersection of Dove Road and White Chapel Boulevard changes from
LOS C to D during the AM peak hour and remains at LOS C during the PM peak hour.
For the unsignalized approaches of the study intersections, there are some increases in
delay with the additional background traffic but no changes in level of service.
The site driveways continue to operate favorably with background cross-traffic.
G. 2026 Background Plus Site-Generated Traffic Operations
The addition of the site-generated traffic to the 2026 background traffic results in some
additional delay at the signalized intersections. The intersection of the SH 114 WBFR
and White Chapel Boulevard remains at LOS C during the AM peak and changes from
LOS C to LOS D during the PM peak. The intersection of the SH 114 EBFR and White
Chapel Boulevard continues to operate at LOS E during the AM peak and changes from
LOS B to C during the PM peak. As mentioned previously, these intersections are
studied in the Mitigation Analysis included later in this report.
The roundabout intersection of Dove Road and White Chapel Boulevard remains at
LOS D during the AM peak hour and changes from LOS C to E during the PM peak
hour. Although the intersection reaches LOS E, the delays are not excessive. The
rapidly increasing delays with relatively minor increases in volume is a characteristic of
roundabouts as they reach their intended maximum volume thresholds. The roundabout
is intended to keep Dove Road from becoming a cut-through alternative for out-of-City or
cross-City traffic, and the increase in delay is merely temporary. Once Kirkwood
Boulevard is built out to its Thoroughfare width and is connected to run across nearly all
of Southlake, some of the traffic through the Dove Road roundabout will alter their path
to utilize Kirkwood Boulevard instead. Furthermore, when the roundabout reaches its
capacity, many of these users will choose an alternate route, ensuring that the
roundabout will not likely experience excessive delay even with the addition of site
traffic.
There are some changes in level of service in both peak hours at the unsignalized
intersections with the addition of site-generated traffic. All but four unsignalized
approaches operate at LOS B or better during both peak hours.
The westbound left-turning approach to the intersection of Kirkwood Boulevard and
White Chapel Boulevard changes from LOS C to E during the AM peak and from LOS C
to F during the PM peak. The westbound left-turning approach to the intersection of
Drive 3 and White Chapel Boulevard operates at LOS C during the AM peak and at
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LOS F during the PM peak. As previously mentioned, both of these intersections are
studied in the Mitigation Analysis included later in this report.
The southbound right-turning approach to the intersection of Drive 4 and the SH 114
WBFR operates at LOS B during the AM peak hour and at LOS C during the PM peak
hour under the full-buildout scenario. The northbound approach of the intersection of
Drive 1 and Kirkwood Boulevard operates at LOS B and LOS C during the AM and PM
peaks, respectively. LOS C is favorable for any unsignalized approach, but especially an
approach to a City thoroughfare.
Excluding the southbound right-turn at Drive 4 and the westbound left-turn at Drive 3, all
approaches to the site driveways operate favorably at LOS C or better during both peak
hours at buildout.
H. Link Volume Analysis
The link capacity analysis examines the operating conditions of roadway links rather
than intersections, using the daily and peak hour volumes passing a fixed point. The
operating condition is defined by the ratio of link volume to link capacity, or V/C. The V/C
of the different roadway links that would be impacted by the proposed development’s
traffic was calculated for the 2018 existing traffic, 2021 background and background plus
site traffic, 2026 background and background plus site traffic scenarios. The daily link
capacity for each roadway is taken from the NCTCOG model capacity volumes. The
existing lane configurations were used for the 2018 existing volume analysis, and the
proposed lane geometries found on the site plan were used for the 2021 and 2026
scenarios. White Chapel Boulevard has a capacity of 825 vehicles per hour per lane
(vphpl) in its existing undivided arterial state. Kirkwood Boulevard and the proposed
White Chapel Boulevard have a capacity of 900 vphpl as divided arterials, and
Southmont Drive has a capacity of 525 vphpl as an undivided collector street.
The link analyses, displayed below in Table 5, show that White Chapel Boulevard
currently operates at LOS A/B. With the addition of background traffic, which includes
the three background developments and the growth rates shown in the table, and the
construction of the two additional travel lanes, White Chapel Boulevard remains at LOS
A/B for both the 2021 and 2026 background traffic scenarios. After site-generated traffic
is added to the network, White Chapel Boulevard changes to LOS C in both the 2021
and 2026 total traffic scenarios. Only half of the roadway capacity is utilized after the
buildout site-generated traffic volumes are added to the network, leaving the
thoroughfare with 48% of its potential capacity.
Kirkwood Boulevard and Southmont Drive currently operate at LOS A/B and do so
through the 2026 background plus site-generated traffic scenario.
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Table 5 – Link Operational Results
From To Volume V/C Ratio LOS Volume Daily Volume Volume V/C Ratio LOS Assignment Daily Volume Volume V/C Ratio LOS
White Chapel Boulevard White Chapel Village 100
SH 114 WBFR Dove Road 6,728 0.41 A/B 10-Acre Office Site 241 8,486 0.24 A/B 57.5%9,465 17,951 0.50 C
(Existing)17.5%
Volume Limit 2 Lanes = 16,500 Southlake Office Plaza 132
Volume Limit 4 Lanes = 36,000 5.0%6% growth for 3 years
Kirkwood Boulevard White Chapel Village 0
St. Tropez Drive White Chapel Boulevard 1,581 0.04 A/B 10-Acre Office Site 69 1,952 0.05 A/B 22.5%3,704 5,656 0.16 A/B
5.0%
Southlake Office Plaza 0
Volume Limit 4 Lanes = 36,000 0.0%6% growth for 3 years
Southmont Drive White Chapel Village 0
Carillon Court SH 114 WBFR 1,318 0.13 A/B 10-Acre Office Site 103 1,673 0.16 A/B 5.0%823 2,496 0.24 A/B
7.5%
Southlake Office Plaza 0
Volume Limit 2 Lanes = 10,500 0.0%6% growth for 3 years
From To Volume Daily Volume Volume V/C Ratio LOS Assignment Daily Volume Volume V/C Ratio LOS
White Chapel Boulevard White Chapel Village 100
SH 114 WBFR Dove Road 10-Acre Office Site 241 9,186 0.26 A/B 57.5%9,465 18,651 0.52 C
17.5%
Southlake Office Plaza 132
Volume Limit 4 Lanes = 36,000 5.0%2% growth for 5 additional years
Kirkwood Boulevard White Chapel Village 0
St. Tropez Drive White Chapel Boulevard 10-Acre Office Site 69 2,117 0.06 A/B 22.5%3,704 5,821 0.16 A/B
5.0%
Southlake Office Plaza 0
Volume Limit 4 Lanes = 36,000 0.0%2% growth for 5 additional years
Southmont Drive White Chapel Village 0
Carillon Court SH 114 WBFR 10-Acre Office Site 103 1,810 0.05 A/B 5.0%823 2,633 0.25 A/B
7.5%
Southlake Office Plaza 0
Volume Limit 2 Lanes = 10,500 0.0%2% growth for 5 additional years
Volume Limit Based on NCTCOG DFWRTM Hourly Capacity Per Lane
2021 Background 2021 Site-Generated 2021 Background+Site
Roadway Link 2026 Background 2026 Site-Generated 2026 Background+Site
Roadway Link 2018 Existing
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
I. Right-Turn Lane Analysis
Where justified, the addition of right-turn deceleration lanes can help inbound turning
vehicles separate from the through traffic, avoiding conflicts and smoothing traffic
flow.TxDOT and the City have identified right-turning volume thresholds where right-
turn lanes are justified.Table 6 shows the driveway locations with right-turn driveway
access to the site, and how they compare with TxDOT standards. The high inbound
volume occurs in the PM peak hour for every driveway in this analysis. With the
projected maximum peak hour right-turn volume meeting TxDOT and City criterion,a
right-turn lane is recommended for every driveway in the analysis.
Table 6 – Right-Turn Lane Analysis
Right-Turn
Location
Projected
Maximum
Peak Hour
Right-Turn
Volume
TxDOT
Threshold
(Access
Management
Manual, Table 2-3)
City of Southlake
Threshold
(City Ordinance No.
634, Section 5.4.a)
Right-Turn
Lane
Recommended
?
Drive 1 from
Kirkwood
Boulevard
79 vph 60 vph 50 vph Yes
Drive 2 from
White Chapel
Boulevard
159 vph 60 vph 50 vph Yes
Drive 3 from
White Chapel
Boulevard
324 vph 60 vph 50 vph Yes
Drive 4 from
SH 114 WBFR 127 vph 60 vph 50 vph Yes
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kimley-horn.com 13455 Noel Road, Two Galleria Office Tower, Suite 700, Dallas, TX 75240 972 770 1300
V. MITIGATION ANALYSIS
The intersections of White Chapel Boulevard with the SH 114 frontage roads, White
Chapel Boulevard with Kirkwood Boulevard, and White Chapel Boulevard with Drive 3
were selected for a Mitigation Analysis due to levels of service at the intersections
reaching LOS E or F during the future scenarios.
A. White Chapel Boulevard at the SH 114 Frontage Roads
The intersection of White Chapel Boulevard with the SH 114 EBFR operates at LOS E
during the 2021 background plus site, 2026 background, and 2026 background plus site
traffic scenarios. The northbound approach to the intersection currently is configured as
having two through lanes and a shared through-right lane that has a channelized right-
turn. The intersection has relatively heavy northbound right-turning volumes, so a right-
turn lane is proposed as a mitigation. The analysis below, shown in Table 7, uses this
right-turn lane and retimes the traffic signals accordingly.
Table 7 – Mitigation Analysis Results – White Chapel Blvd. at SH 114
DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/V EH)LOS
WB 28.5 C 39.0 D 34.8 C 36.6 D 34.7 C 35.1 D
NB 17.2 B 8.2 A 7.8 A 9.0 A 11.0 B 11.3 B
SB 28.5 C 22.8 C 26.7 C 24.4 C 27.3 C 27.6 C
Overall 24.9 C 25.0 C 24.8 C 25.3 C 25.3 C 25.6 C
EB 54.8 D 41.0 D 83.8 F 41.0 D 83.3 F 45.1 D
NB 69.5 E 23.8 C 51.9 D 20.2 C 71.0 E 26.3 C
SB 55.6 E 31.8 C 51.3 D 32.5 C 65.5 E 38.8 D
Overall 59.8 E 32.3 C 62.8 E 31.7 C 73.2 E 36.9 D
SH 114 WBFR @
White Chapel Boulevard
SH 114 EBFR @
White Chapel Boulevard
MITIGATIONS AS PROPOSED MITIGATIONS AS PROPOSED MITIGATIONS
2026 Background Plus Site
AMINTERSECTIONAPPROACH
2021 Background plus Site
AM
2026 Background
AM
AS PROPOSED
Mitigation Traffic Operations
After the intersection of White Chapel Boulevard and the SH 114 EBFR is given a right-
turn lane and the traffic signal timing is redone – with no other improvements made – the
intersection operates at LOS C during both the 2021 background plus site and the 2026
background traffic scenario analyses. The intersection operates at LOS D during the
2026 background plus site scenario.
After the mitigation, the intersection is able to operate very favorably for a frontage road-
arterial interchange.
Because LOS E is acceptable for a frontage road intersection and the project site does
not contribute to the northbound right-turning traffic, the development should not be
responsible for the construction of a northbound right-turn lane.
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B. White Chapel Boulevard at Kirkwood Boulevard and at Drive 3
The intersections of White Chapel Boulevard with Kirkwood Boulevard and Drive 3 were
similar in that the approaches that experienced high delays were the left-turning
movements from the site out onto White Chapel Boulevard. Both instances occur after
the site-generated traffic is added to the network during the PM peak hour.
Currently, the site plan does not include any construction of White Chapel Boulevard
north of Kirkwood Boulevard, so the first mitigation attempted was to add a southbound
through lane on White Chapel Boulevard for 300 feet north of Kirkwood Boulevard. The
results are shown in Table 8.
Table 8 – Mitigation Analysis Results – Adding Southbound Through Lane
DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/V EH)LOS
WBL*200.0+F 128.4 F 200.0+F 176.4 F
WBR*12.4 B 12.4 B 12.8 B 12.8 B
SBL 8.7 A 8.7 A 8.8 A 8.8 A
WBL*200.0+F 200.0+F 200.0+F 200.0+F
WBR*11.4 B 11.4 B 11.6 B 11.6 B
SBL 9.4 A 9.4 A 9.5 A 9.5 A
* Stop-Controlled Approach
Kirkwood Boulevard @
White Chapel Boulevard
Drive 3 @
White Chapel Boulevard
INTERSECTION APPROACH
2021 Background plus Site
PM
2026 Background Plus Site
PM
AS PROPOSED MITIGATIONS AS PROPOSED MITIGATIONS
Mitigation Traffic Operations
After the intersection of White Chapel Boulevard north of Kirkwood Boulevard is given a
second southbound lane – with no other improvements made – the left-turning
approaches experience decreases in delay but operate at LOS F during both the 2021
background plus site and the 2026 background traffic scenario analyses. The Kirkwood
Boulevard left-turn is aided by the southbound through lane, but the Drive 3 left-turn
sees very little benefit. The delay is caused from a lack of gaps in the southbound traffic
stream, and with no signal north of Drive 3 to create any platoons and break up the
southbound traffic, drivers using Drive 3 experience high delays.
The next option is to either signalize the intersection of White Chapel Boulevard and
Kirkwood Boulevard or to construct a roundabout. A traffic signal would create gaps in
the southbound traffic flow that Drive 3 would be able to use. The signal would also
create gaps in the northbound traffic flow, helping the residential drives to the north of
the site. A roundabout, while effective for handling the volumes at the intersection, would
not assist outbound Drive 3 left-turning traffic.
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The two intersections were analyzed with the site plan geometry – only one southbound
lane at Kirkwood Boulevard – with the intersection of Kirkwood Boulevard and White
Chapel Boulevard signalized. In order to model the attractiveness of the signalized
intersection, half of the westbound left-turning traffic – 102 users – were taken from the
left-turning movement at Drive 3 and redistributed to the left-turning movement at
Kirkwood Boulevard. Because many of these users would likely choose to either alter
their path to utilize Drive 4, which is well under capacity, or to make a right-turn onto
White Chapel Boulevard, this is a conservative redistribution. The results from this
analysis are shown below in Table 9.
Table 9 – Mitigation Analysis Results – Signalization
DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS DELAY
(SEC/VEH)LOS
WBL*200.0+F --200.0+F --
WBR*12.4 B --12.8 B --
'SBL 8.7 A --8.8 A --
WB --30.0 C --30.4 C
NB --16.5 B --14.2 B
SB --23.1 C --32.4 C
Overall --22.3 C --25.0 C
WBL*200.0+F 73.9 F 200.0+F 92.0 F
WBR*11.4 B 9.8 A 11.6 B 9.9 A
SBL 9.4 A 8.1 A 9.5 A 8.2 A
Kirkwood Boulevard @
White Chapel Boulevard
Kirkwood Boulevard @
White Chapel Boulevard
(Signalized)
Drive 3 @
White Chapel Boulevard
Signalized Unsignalized
INTERSECTION APPROACH
2021 Background plus Site
PM
2026 Background Plus Site
PM
AS PROPOSED MITIGATIONS AS PROPOSED MITIGATIONS
Mitigation Traffic Operations
After the intersection of White Chapel Boulevard north of Kirkwood Boulevard is
signalized – with no other improvements made – the intersection of White Chapel
Boulevard and Kirkwood Boulevard operates favorably in both the 2021 and 2026
scenarios at LOS C, even after 104 more westbound left-turning vehicles were added to
the intersection.
The intersection of Drive 3 with White Chapel Boulevard also experiences a decrease in
delay. While the westbound left-turning approach to the intersection operates at LOS F
in both scenarios, after the redistribution of left-turning vehicles away from the
intersection and the gaps provided by the upstream traffic signal, Drive 3 has the
capacity to handle the site-generated traffic volumes. 92 seconds of delay is acceptable
when attempting to make a stop-controlled left-turn onto a thoroughfare like White
Chapel Boulevard, but if users find the delay excessive, they can choose to alter their
path northward on White Chapel Boulevard, or they can utilize Drive 4 and exit directly to
the frontage road. Both of these options have excess capacity.
The intersection of White Chapel Boulevard and Kirkwood Boulevard does not currently
meet warrants. Being an intersection of two City Thoroughfares, the intersection is
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expected to meet warrant volumes in the future. The traffic volumes are due to the
numerous developments in the area and would only increase when Kirkwood Boulevard
is eventually extended to the west, becoming an attractive east-west path for drivers.
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VI. CONCLUSIONS AND RECOMMENDATIONS
Based on the analysis presented in this report, the proposed Carillon Parc development,
located at the northeast corner of SH 114 and White Chapel Boulevard in Southlake, Texas,
can be successfully incorporated into the surrounding roadway network. The proposed site
driveways provide the appropriate level of access for the development. The site-generated
traffic does not significantly affect the existing vehicle traffic operations.
The following improvements are recommended for the site:
1. Monitor the intersection of Kirkwood Boulevard and White Chapel Boulevard for
signalization. As this is an intersection of two City-designated Thoroughfares, the
intersection volumes would reach warrant volumes eventually. The traffic volumes are
due to the numerous developments in the area.
2. Drive 1 should be constructed with an eastbound right-turn deceleration lane.
3. Drive 2 should be constructed with a northbound right-turn deceleration lane.
4. Drive 3 should be constructed with 2 outbound lanes, a southbound left-turn
deceleration lane, and a northbound right-turn deceleration lane.
5. Drive 4 should be constructed with a westbound right-turn deceleration lane.