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Item 6C - Lakeside Presbyterian TIA Report 01.14.22
Traffic Impact Analysis Lakeside Presbyterian Church Southlake, Texas January 14, 2022 Prepared for: Mr. David Musil Lakeside Presbyterian Church 2701 W. Southlake Boulevard Southlake, TX 76092 Prepared By: Christy Lambeth, P.E., PTOE Lambeth Engineering Associates, PLLC 8637 CR 148, Kaufman, TX 75142 1 972.989.3256 Texas Registered Engineering Firm# F-19508 Project #002SOU 2L A M B. E. T. H ............................. CHRISTY H. LAMBETH Ig9.......91036 ....:Q� ENGINEERING janr y 14, 2022 .L A M B E T H. TABLE OF CONTENTS EXECUTIVE SUMMARY.................................................................................................. I INTRODUCTION........................................................................................................... 1 Purpose.............................................................................................................................. 1 ProjectDescription............................................................................................................ 1 StudyParameters.............................................................................................................. 4 StudyScenarios....................................................................................................................................4 StudyArea............................................................................................................................................ 4 RoadwayNetwork............................................................................................................ 4 RoadwayDescriptions........................................................................................................................ 4 TRAFFICVOLUMES...................................................................................................... 6 ExistingTraffic Volumes..................................................................................................... 6 Background (No -Build) Traffic Volumes........................................................................... 6 Site -Generated Traffic Volumes....................................................................................... 6 Background -Plus -Full Site Buildout Traffic Volumes......................................................... 7 TRAFFIC IMPACT ANALYSIS...................................................................................... 12 Intersection Capacity Analysis — Methodology............................................................12 Intersection Capacity Analysis........................................................................................13 Roadway Link Capacity Analysis — Methodology........................................................14 Roadway Link Capacity Analysis....................................................................................15 AuxiliaryLane Analysis.....................................................................................................16 SightDistance Analysis.....................................................................................................16 CONCLUSIONS AND RECOMMENDATIONS........................................................... 17 .L A M B E T H. LIST OF EXHIBITS Exhibit1. Vicinity Map............................................................................................................2 Exhibit2. Site Plan...................................................................................................................3 Exhibit 3. Existing Roadway Geometry.................................................................................5 Exhibit 4. Year 2021 Existing Traffic Volumes........................................................................8 Exhibit 5. Year 2022 Background Traffic Volumes................................................................9 Exhibit 6. Site Traffic Volumes..............................................................................................10 Exhibit 7. Year 2022 Background -Plus -Site Traffic Volumes...............................................1 1 LIST OF TABLES Table 1. Existing Traffic Volumes...........................................................................................7 Table 1. Projected New Trip Generation to Reach Site Buildout.......................................7 Table 2. Projected Trip Generation at Maximum Seating..................................................7 Table 3. Projected Trip Generation ITE Trip Generation Manual........................................7 Table 4. Intersection LOS Summary - Sunday....................................................................13 Table 5. Intersection LOS Summary - Wednesday............................................................13 Table 6. Roadway Link LOS Summary - Sunday...............................................................15 Table 7. Roadway Link LOS Summary - Wednesday........................................................15 Table 8. Sight Distance Summary .......................................................................................16 .L A M B E T H. ;-I f EXECUTIVE SUMMARY Lambeth Engineering Associates, PLLC, conducted a traffic impact analysis for Lakeside Presbyterian Church, located at 2701 W. Southlake Boulevard in Southlake, Texas. This TIA was conducted to support site plan approval for the completion of Sunday school classrooms. The church building is completed. The church is finishing approximately 8,205 SF of the total 24,470 SF interior space to accommodate additional Sunday school classrooms. The classrooms are planned to be completed in 2022. The church will not be expanding the sanctuary; the existing seating capacity will remain. This study evaluated the impact that the proposed development will have on the surrounding roadway network and evaluates the need for a right -turn, deceleration lane. The following intersection was studied in this analysis: • W. Southlake Boulevard at the church driveway (unsignalized) A 2% annual growth rate was applied to the existing traffic volumes to project future background volumes. The following study scenarios were analyzed during the weekday AM and PM peak hours and Sunday AM and PM peak hours. • 2021 Existing (with existing church traffic) • 2022 Background (with existing church traffic) • 2022 Background -Plus -Site (with existing church traffic and projecting traffic to full site buildout) Considering full site buildout, the church is projected to generate more traffic on Sundays; the site is projected to generate 85 trips in the AM peak hour (64 inbound and 21 outbound) and 151 trips in the PM peak hour (14 inbound and 137 outbound). On weekdays, the church is expected to generate 30 trips in the AM peak hour (3 inbound and 27 outbound) and 62 trips during the PM peak hour (32 inbound and 30 outbound). Below is a summary of findings from the analyses presented in this report. • The church driveway intersection with W. Southlake Boulevard is shown to operate with an overall LOS C or better considering existing, background, and background -plus -full site buildout traffic volumes. • The roadway links are shown to operate at LOS A/B on Sunday and LOS D or better on weekdays, with full site buildout. • A right -turn, deceleration lane is not required based on TxDOT's criteria when considering an average workday. Lakeside Presbyterian Church TIA I Page i .L A M B E T H. When considering the peak hour of generator on a Sunday at full capacity, the church is projected to generates 64 inbound trips, not exceeding the City's 100 threshold for requiring a right -turn, deceleration lane. • Sight -distance requirements are satisfied at the church driveway. This analysis shows the church is not expected to have a significant impact on the surrounding roadway network. The eastbound movement on W. Southlake Boulevard is projected to operate at 26% of the road's capacity on Sunday mornings, when church is beginning. With 74% roadway capacity remaining, the church members slowing down to turn into the church on Sunday mornings are not expected to create a safety hazard for other motorists traveling on W. Southlake Boulevard. It is recommended the City not require a right -turn, deceleration lane based on projected traffic volumes, and the roadway link operates at LOS A/B on Sundays during the church peak hours. END Lakeside Presbyterian Church TIA I Page ii .L A M B E T H. INTRODUCTION Purpose The services of Lambeth Engineering Associates, PLLC, (herein Lambeth) were retained to conduct a traffic impact analysis (TIA) for Lakeside Presbyterian Church in Southlake, Texas. The purpose of this study is to project the anticipated traffic generated by the church when it reaches full capacity, determine the impact it will have on the surrounding roadway network, and determine whether a right - turn, deceleration lane is required. This TIA is being conducted to support approval of finishing out interior space for additional Sunday school classrooms. Project Description The church is located at 2701 W. Southlake Boulevard, east of the W. Southlake Boulevard/Watermere Drive intersection. The church building is completed. The current project is finishing approximately 8,205 SF of the total 24,470 SF interior space to accommodate additional Sunday school classrooms. The classrooms are planned to be completed in 2022. The church will not be adding additional seating to the sanctuary; the current sanctuary seating capacity will be maintained. The maximum number of seats the church is able to fit in the sanctuary is 338, as shown in the pictures in the Appendix. There were 197 church members in attendance when Sunday's traffic volumes were collected. Churches are perceived full when they are approaching 80% capacity due to the front row not being fully occupied and there are vacant seats between families/members.',2 Therefore, to accommodate 197 church members, there would need to be at least 246 seats. To project church traffic at buildout scenario, this TIA projects traffic for the additional 92 seats, in order to project full traffic volumes at capacity with all 338 seats. This is consistent with ITE methodology in that trip generation rates are based on the number of seats in a church, not the number of attendees. A vicinity map is shown in Exhibit 1, and the site plan is shown in Exhibit 2. Nicholson, G. (17 June 2016). "The 80 Percent Rule... Myth, or Fact?" Perspective. https://gnichol.wordpress.com/2016/06/17/the-80-percent-rule-myth-or-fact/. Retrieved 22 December 2021. 2 Seating, C. (7 October 2016). "Better Church Auditorium Seating Options." Carroll Seating Company. https://www.carrollseating.com/auditorium-seating-options/better-church-auditorium-seating-options/. Retrieved 22 December 2021. Lakeside Presbyterian Church TIA I Page 1 W gouthlake i Y � I d lk F I Site ■ _ "-.: iw-w -pl;r- i 1. Exhibit 1. Vicinity Map L. A M. B. E T H � °' • ENGINEERING ,E...................."........ snap Obtained h— G1o91e —h 08 2— J 1 I I W A T E R M E R E A s r Le 0 xU T03 ,As K s;s A D D I T I O N OT 4 R 1 B L O C K 1 rat RiimrlN� xW %L)Ini �' In I 1\ EKEZ ROFCD� i 1 VI I `1\ 11 I1 I I I 1 1 I I �`1 1\ 1 \ \ \ \ I \ y w � I \ •'"W v. 1 1 III 1 s, —\ µ---i+�— onninr�----r----- _. OR �\ Al R,/' S. r my . x� iaiz SET FENCE EROSION CONTROL NOTES * TME vwuiT OR 'NiraW,,)CONTRACTOR �u owni[a oisanx¢ Emu �virznc[ sreT[u. 01 SPEC"sxAu vxertnr RAmnu ww wrwixc N'TrxE sioxu Doan —STRICT.. CNACA. TOR Sl— wxwA NSN.a A AS APB—' e. EncwEw. To rxoPExLr conT' sE" 'T xuna�T. ROTOR OR NRT caxsmucnox sTEI rat! vuwc xENnc AL'S I.S.0 AT TME oars is TEuvoxAxar OR vwunxwnv rcAgo rax ucxE max :a 7 THE CONTRACTOR SH RE R Cl— PERAT.NSAxoio'RF aITM E o1,nE` OF gxE"Is1N°1 s OR' MIPROPERTY IRS °`E ff n x» a°TM s W AT E R M ERE cA T S0 U TcE ILzA sKE AD D IT 101 LOT 2 LOT 1 BLOCK 1 r W — _____________________ �sraavzm msnNxmw EasEHFNr rD ' ' � I I AB,INDEWmNAG1TEdLy I I I o I I _ olsl I I I I o I I I L....... ......... _ I GRAPHIC SCALE BEFORE YOU DIG 1-800-344-8J77 (O16-TESS) 1-500-245-4545 (TEXAS ONE), 1-800-669-8344 (LONESTAR NOTIFICATION) OR OTHER UTILITY LOCATING SERVICES A o/an TON RECOR SEOR T o unLm TM T` vRovos' oA i f ' m N \ N 1\ 1 y Iz _ i m r a _ 0 0 m \— --_---------r �m r:u umrt _ : x� 1 s r LEGEND I I EROSION CONTRW OENCE MHE INSTALLED RM TO INITIAL GRADING (BY oI ING CONTRACTOR) yx:n� EROSION CONTROL _M TO BE INSTALLED WRING - = UNDERGRWND UTUTY CONSTBUCTON -mxS (BY UTUTY CONTRA=IH) AL GRADIINGO(BY GRADING M TO BE ICWiflACTOR)� M IINIT rLow utaow � — - Ensnxc sToxN oxnw Plows- Conuax #ZA14-057 17 evolving Firm Registrations#12452 Z Q Fe `W r U) u d x CU N W 9 a J DATE ISSUED: Q w/oa/:s 1-1- Erosion Control Plan SHEET NUHBES: C3.0 Exhibit 2. Site Plan .L A M B E T H. Study Parameters This TIA considered the following study parameters. Study Scenarios The following scenarios were studied in this analysis: • Roadway Intersection: Sunday AM and PM peaks hour of church and Wednesday AM and PM peak hours • Roadway Links: Sunday AM and PM peak hours of church and Wednesday AM and PM peak hours • Analysis Scenarios: 0 2021 Existing (with existing church traffic) 0 2022 Background (with existing church traffic) 0 2022 Background -Plus -Site (with existing church traffic and projecting traffic to full site buildout) Study Area The following roadway intersection was studied in this analysis: • W. Southlake Boulevard at the church driveway (unsignalized) Roadway Network Roadway Descriptions The project includes the following roadways: • W. Southlake Boulevard Existing Cross Section: Six -lane, undivided roadway Speed Limit: 45 MPH Thoroughfare Plan Designation: A6D — 124' Arterial A summary of the existing roadway geometry used in this analysis is shown in Exhibit 3. Lakeside Presbyterian Church TIA I Page 4 Sunday Not to W. Southlake Blvd. •STOP T 3 0 r V L 3 L v Wednesday W. Southlake Blvd. • STOP LEGEND: •STOP STOP Sign a 3 O /— Existing Travel Lane 3 r 1/14/2022 Exhibit 3. Roadway Geometry .L A M B E T H. TRAFFIC VOLUMES Existing Traffic Volumes Intersection turning -movement volumes and roadway link traffic volumes were collected on Sunday, October 3, 2021, from 8:30 AM to 1:00 PM and Wednesday, October 6, 2021, from 7:00 — 9:00 AM and 4:00 PM to 6:00 PM. Year 2021 traffic volumes are illustrated in Exhibit 4. Detailed data sheets are provided in the Appendix. Due to COVID-19 social distancing, some traffic volumes are lower than typical. Existing traffic volumes were compared to 2019 and TxDOT volumes and they were comparable, and higher in some movements. Therefore, no COVID-19 adjustments were made to traffic volumes. Background (No -Build) Traffic Volumes Historical traffic volume data were obtained from TxDOT's online traffic counts', which show a decline over the years. However, in order to be conservative, a 2% annual growth rate was used for this analysis. Traffic forecasts were developed for the year 2022 no -build scenario by applying the 2% annual growth rate to the existing traffic volumes on W. Southlake Boulevard. The resulting year 2022 background (no - build) volumes are illustrated in Exhibit S. The TxDOT historical volumes are provided in the Appendix. Site -Generated Traffic Volumes Traffic generated by the development, known as trip generation, was calculated considering the existing traffic volumes and current church attendance/seating. The peak hours for different peak periods were determined and trip generation rates were calculated for each. For reference, the trip generation for the existing site is shown in Table 1. Trip generation rates are provided in the Appendix. The resulting trip generations for seats added to existing volumes to reach full site buildout are shown in Table 2 . For reference, projected site traffic volumes considering full capacity area shown in Table 3. Sunday Peak Hours: • AM Peak Hour of Generator: 8:30 AM — 9:30 AM; peak hour for total church traffic, used in analysis • AM Peak Hour of Adjacent Street Traffic: 10:15 AM —11:15 AM; peak hour for overall intersection, typically used in analysis • AM Peak Hour of Church Inbound Traffic Volumes: 9:45 AM —10:45 AM; shown for reference only. TIAs consider peak hour of generator or peak hour of adjacent street traffic. • PM Peak Hour of Generator and Adjacent Street Traffic: 12:00 PM — 1:00 PM; used in analysis Wednesday: AM Peak Hour of Church and Adjacent Street Traffic: 8:00 AM — 9:00 AM; used in analysis PM Peak Hour of Church and Adjacent Street Traffic: 5:00 PM — 6:00 PM; used in analysis ' Texas Department of Transportation Planning and Programming Division's Statewide Traffic Analysis and Reporting System II, https://txdot.ms2soft.com/tcds/tsearch.asp?loc=Txdot&mod=. Accessed December 2021. Lakeside Presbyterian Church TIA I Page 6 `L A M B E,T,H ENGINEERING Table 1. Existing Traffic Volumes Use Quantity AM Peak Hour PM Peak Hour Total I In I Out Total I In I Out Church - Sunday Peak Hour of Generator 246 Seats 62 47 15 110 10 100 Church - Sunday Adjacent Street Peak Hour 246 Seats 48 38 10 110 10 100 Church - Sunday Peak Hour of Church Inbound ?46 Seats 51 110 10 Church - Weekday 246 Seats 22 2 20 45 23 22 Table 2. Projected New Trip Generation to Reach Site Buildout (Site Volumes Added to Existing Volumes in Order to Reach Full Site Buildout) Use Quantity AM Peak Hour PM Peak Hour Total In I Out Total In 7 Out Church - Sunday Peak Hour of Generator 92 Seats 23 17 6 41 4 37 Church - Sunday Adjacent Street Peak Hour 92 Seats 18 14 4 41 4 37 Church - Sunday Peak Hour of Church Inbound 92 Seats 22 19 3 "1 4 3, Church- Weekday 92 Seats 8 1 7 17 9 8 * Peak hour of inbound trips shown for reference only and is not used in analysis. TIAs consider peak hour of adjacent street traffic or peak hour of generator, not peak hour of inbound traffic. Table 3. Projected Trip Generation at Maximum Seating (Existing Plus Additional Trips for Reaching Capacity) Use Quantity AM Peak Hour PM Peak Hour Total F In I Out I Total In I Out Church - Sunday Peak Hour of Generator 338 Seats 85 64 21 151 14 137 Church - Sunday Adjacent Street Peak Hour 338 Seats 66 52 14 151 14 137 Church - Sunday Peak Hour of Church Inbound 338 Seats 80 71 9 151 14 137 Church - Weekday 338 Seats 30 3 27 62 32 30 TIAs typically consider peak hour of adjacent street traffic; however, this study considers peak hour of generator for Sunday, to be conservative. The additional site -generated traffic was added to the driveway and the resulting full site buildout-related traffic volumes are shown in Exhibit 6. Trip generation is typically calculated based on rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11t" Edition. Since the TIA is for existing church in operation at the same location, current traffic volumes were used. The trip generation based on ITE is provided below, for reference only. Table 4. Projected Trip Generation ITE Trip Generation Manual ITE # Use Quantity AM Peak Hour I PM Peak Hour Total In Out Total In Out 560 Church - Seats - Weekday 338 Seats 24 14 10 34 157 560 Church - Seats - Sunday 338 Seats 157 77 80 - - -- Background -Plus -Full Site Buildout Traffic Volumes Background -plus -full site buildout traffic forecasts were developed by adding the projected traffic generated by the proposed development to the 2022 background (with existing site) volumes. The resulting background -plus -site volumes are summarized in Exhibit 7. Lakeside Presbyterian Church TIA I Page 7 Sunday Nar,os�o�e <-- 406 (1,036) W. Southlake Blvd. 645 (914) 15 (100) 47 (10) T 3 c s V 7 L C.7 Wednesday 816 (1,876) W. Southlake Blvd. r4 1,438 (1,042) —> 20 (22) 2 (23) 3 0 s u LEGEND: 3 s V Sunday: XX (YY) = 8:30 AM - 9:30 AM (12:00 PM - 1:00 PM) Peak Hour Traffic Volumes Wednesday: XX (YY) = 8:00 AM - 9:00 AM (5:00 PM - 6:00 PM) Peak Hour Traffic Volumes 1/14/2022 Exhibit 4. Year 2021 Existing Traffic Volumes Sunday <-- 414 (1,057) W. Southlake Blvd. 658 (932) 15 (100) 47 (10) T 3 c s V 7 L C.7 Wednesday 832 (1,914) W. Southlake Blvd. r4 1,467 (1,063) —> 20 (22) 2 (23) 3 0 s u LEGEND: 3 s V Sunday: XX (YY) = 8:30 AM - 9:30 AM (12:00 PM - 1:00 PM) Peak Hour Traffic Volumes Wednesday: XX (YY) = 8:00 AM - 9:00 AM (5:00 PM - 6:00 PM) Peak Hour Traffic Volumes 1/14/2022 Exhibit 5. Year 2022 Background Traffic Volumes Sunday 0 No„os�a�e 3 (19) 12 (21) 9 (2) W. Southlake Blvd. 3 (19) 9 (2) 6 3 (19) ---) (37) 17 (4) T 3 c s V 7 L C.7 Wednesday 4 (4) 4 (9) C, 1 (5) W. Southlake Blvd. r4 4 (4) 1 (5) —> 7 4 (4) —> (8) 1 (9) 3 0 s u LEGEND: 3 s V Sunday: XX (YY) = 8:30 AM - 9:30 AM (12:00 PM - 1:00 PM) Peak Hour Traffic Volumes Wednesday: XX (YY) = 8:00 AM - 9:00 AM (5:00 PM - 6:00 PM) Peak Hour Traffic Volumes 1/14/razz Exhibit 6. Site Traffic Volumes Added for Full Site Buildout Sunday <-- 426 (1,077) W. Southlake Blvd. 658 (932) 21 (137) 64 (14) T 3 c s V 7 L C.7 Wednesday 836 (1,922) W. Southlake Blvd. r4 1,467 (1,063) —> 27 (30) 3 (32) 3 0 s u LEGEND: 3 s V Sunday: XX (YY) = 8:30 AM - 9:30 AM (12:00 PM - 1:00 PM) Peak Hour Traffic Volumes Wednesday: XX (YY) = 8:00 AM - 9:00 AM (5:00 PM - 6:00 PM) Peak Hour Traffic Volumes 1/14/2022 Exhibit 7. Year 2022 Background Plus Full Site Buildout Traffic Volumes .L A M B E T H. TRAFFIC IMPACT ANALYSIS Intersection Capacity Analysis — Methodology Intersection capacity analysis was conducted for the study intersections following the guidelines contained in the Highway Capacity Manual. Intersections are assigned a "level of service" (LOS) letter grade for the peak hour of traffic based upon the number of lanes at the intersection, traffic volumes, and traffic control. Level of Service A (LOS A) represents light traffic flow (free -flow conditions) while LOS F represents heavy traffic flow (over -capacity conditions). LOS D is typically considered acceptable in the region. Individual movements are also assigned LOS grades. It is important to note that one or more individual movement(s) typically operate at LOS F when the overall intersection is operating at LOS D. The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the Highway Capacity Manual, 6t" Edition. Intersection LOS Criteria Signalized Intersection Average Total Delay (Seconds/Vehicle) Unsignalized Intersection Average Total Delay (Seconds/Vehicle) LOSA <10 <10 >10-<15 >15-<25 >25-<35 LOSB >10-<20 LOSC >20-<35 LOSD >35-<55 LOSE >55-<80 >35-<50 LOS F > 80 > 50 Obtained from Highway Capacity Manual, 61" Edition, Exhibits 19-8, 20-2, and 21-8 The LOS calculations for this analysis were conducted in accordance with the Highway Capacity Manual, 6t" Edition, using Vistro. Detailed Vistro reports summarizing analysis data for each scenario are provided in the Appendix. Lakeside Presbyterian Church TIA I Page 12 _L A M B E T H Intersection Capacity Analysis The study area was analyzed considering each scenario (existing, background, and background -plus -full site buildout) to determine the projected impact that the proposed development will have on the roadway system. LOS results are based upon the existing traffic control and lane configurations. The existing PHF of 0.88 was used for Sunday AM peak hour, and since the PHF for the remainder peak hours was equal to or greater than 0.92, the default PHF of 0.92 was applied. The LOS results for Sunday are shown in Table 5, and LOS results for Wednesday are shown in Table 6. Table S. Intersection LOS Summary — Sunday 2021 2022 2022 o Existing Background Bkgd.-Plus-Site N Intersection v AM PM AM PM AM PM Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS c (sec) (Sec) (Sec) (Sec) (Sec) (sec) Unsignalized Intersection: Approach io1 W. Southlake Boulevard at NB B (12.5) C (15.8) B (123) C (16.1) B (12.5) C (17.6) Church Driveway a) A, B, C, D, E, or F represents the level of service for the turning movement. b) The number in parenthesis is the average delay (in seconds) for the respective turning movement. c) When there is no turning movement in the scenario, "—" is noted. d) NB, SB, EB, WB = Northbound, Southbound, Eastbound, or Westbound; L, T, R = Left, Through, or Right Table 6. Intersection LOS Summary— Wednesday 2021 2022 2022 o Existing Background Bkgd.-Plus-Site N Intersection v AM PM AM PM AM PM Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS c (Sec) (Sec) (Sec) (Sec) (Sec) (Sec) Unsignalized Intersection: Approach 1o1 W. Southlake Boulevard at NB C (19.2) C (15.4) C (19.6) C (15.6) C (20.0) C (16.0) Church Driveway As shown, the northbound, right -turning movement leaving the site is projected to operate at LOS C when considering full site buildout. Lakeside Presbyterian Church TIA I Page 13 �L A M B E T H Roadway Link Capacity Analysis — Methodology Roadway links are roadway segments between intersections. The North Central Texas Council of Governments' (NCTCOG) Dallas -Fort Worth Regional Travel Model (DFWRTM): Description of the Multimodal Forecasting Process, 2000, outlines hourly service volume capacities based upon type of roadway function and area. The table below summarizes the roadway link capacities. NCTCOG Roadway Link Hourly Service Volumes (Capacity) Minor Arterial & Collector & Principal Arterial Frontage Road Local Street Median- Median- Median - Area Type Divided Undivided, Divided Undivided, Divided Undivided, or One- Two -Way or One- Two -Way or One- Two -Way Way Way Way CBD 725 650 725 650 475 425 Urban/Commercial 850 775 825 750 525 475 Suburban Residential 925 875 900 825 575 525 Rural 1,025 925 975 875 600 550 Obtained from NCTCOG Regional Travel Model, Exhibits 23 and 24 To determine the LOS of a roadway link, the volume -to -capacity ratio (V/C) is calculated using the projected traffic volume and the roadway capacities noted above. A V/C below 1.0 indicates that the roadway is operating under capacity. The NCTCOG's roadway link LOS criteria are summarized in the table below. NCTCOG Roadway Link LOS Criteria LOS Volume -to -Capacity Ratio (V/C) A/B C D < 45% >45%-<65% >65%-<80% E F > 80% - < 100% > 100% Obtained from NCTCOG Regional Travel Model, Exhibits 23 and 24 Lakeside Presbyterian Church TIA I Page 14 .L A M B E T H. Roadway Link Capacity Analysis A roadway link capacity analysis was performed considering the peak hour volumes. The LOS results are shown in Table 7 and Table 8. As shown, with the addition of full site buildout traffic volumes, W. Southlake Boulevard will continue to operate at LOS A/B on Sunday and at LOS D or better on Wednesday. Table 7. Roadway Link LOS Summary — Sunday 2022 2022 20 2022 Roadway Capacity Bkgd.-Plus-Full Site Existing Background Roadway Link Buildout Capacity Per Roadway Lane Veh/Hr V/C LOS Veh/Hr V/C LOS Veh/Hr V/C LOS Lanes (Veh/Ln) LaCapacity AM Peak Hour W. Southlake Boulevard, West of Church Driveway Eastbound 925 3 2,775 692 25% A/B 705 25% A/B 723 26% A/B Westbound 925 3 2,775 406 15% A/B 414 15% A/B 426 15% A/B PM Peak Hour W. Southlake Boulevard, West of Church Driveway Eastbound 925 3 2,775 924 33% A/B 942 34% A/B 946 34% A/B Westbound 925 3 2,775 1,036 37% A/B 1,057 38% A/B 1,077 39% A/B Veh/Hr = Vehicles per Hour, V/C = Volume -to -Capacity Ratio; LOS = Level of Service Table 8. Roadway Link LOS Summary — Wednesday 2022 2021 2022 Roadway Capacity Bkgd.-Plus-Full Site Existing Background Roadway Link Buildout Capacity Per Roadway Lane Veh/Hr V/C LOS Veh/Hr V/C LOS Veh/Hr V/C LOS Lanes (Veh/Ln) LaCapacity AM Peak Hour W. Southlake Boulevard, West of Church Driveway Eastbound 925 3 2,775 1,440 52% C 1,469 53% C 1,470 53% C Westbound 925 3 2,775 816 29% A/B 832 30% A/B 836 30% A/B PM Peak Hour W. Southlake Boulevard, West of Church Driveway Eastbound 925 3 2,775 1,065 38% A/B 1,086 39% A/B 1,095 39% A/B Westbound 925 3 2,775 1,876 68% D 1,914 69% D 1,922 69% D Lakeside Presbyterian Church TIA I Page 15 .L A M B E T H. SITE ACCESS REVIEW Auxiliary Lane Analysis TxDOT Deceleration Lane Analysis The Texas Department of Transportation (TxDOT) sets guidelines for providing right -turn, auxiliary lanes in Table 2-3 of the July 2011 Access Management Manual. Right -turn, deceleration lanes should be considered when the following thresholds are met: • Speed limit > 45 MPH, where right -turn volume is > 50 VPH • Speed limit <_ 45 MPH, where right -turn volume is > 60 VPH The Fort Worth TxDOT District notes TIA criteria for the average workday, which would consider the Wednesday AM and PM peak hours. There is a peak of 32 right -turns on a Wednesday, and the speed limit on S. Westlake Boulevard is 45 MPH. Therefore, based on TxDOT's criteria, a right -turn, deceleration lane is not required. City of Southlake Deceleration Lane Analysis The City of Southlake requires right -turn, deceleration lanes at driveways when the right -turning volume into the driveway exceeds 40 vehicles in the peak hour on a weekday and 100 vehicles in the peak hour on a Sunday if the speed limit on the street facility exceeds 40 MPH (as noted in the Driveway Ordinance No. 634). When considering full site buildout, there are 32 right -turns into the site during Wednesday PM peak hour and 65 right -turns into the site during the Sunday AM peak hour of generator. This does not meet the City's criteria for a right -turn, deceleration lane. Even when considering traffic volume projections with ITE's rates, the projected peak hour trips turning into the site are 77 trips per hour, less than the required 100 trips her hour which require a right -turn deceleration lane. Sight Distance Analysis The sight distance was evaluated, as required by TxDOT, to ensure that motorists can safely maneuver to/from the site. The roadways around the site are relatively straight and do not have significant grades, so the sight visibility to/from the site is adequate. The required sight distances as provided in AASHTO's 2018 A Policy on Geometric Design of Highways and Streets, 7t" Edition, are provided in Table 9. Table 9. Sight Distance Summary Major Road Required Provided Satisfies Intersection Sight Distance Scenario Speed Limit (Feet) (Feet) Criteria? W. Southlake Boulevard at 45 MPH Right Turn from Minor Road (Case 132) 430 >450 YES Church Driveway Lakeside Presbyterian Church TIA I Page 16 ..,L A M B E T H. To ENGIN_Ekll:,_ CONCLUSIONS AND RECOMMENDATIONS Lambeth Engineering Associates, PLLC, conducted a traffic impact analysis forth e Lakeside Presbyterian Church, located at 2701 W. Southlake Boulevard in Southlake, Texas. This TIA was conducted to support approval to finish interior space for Sunday school classrooms. The sanctuary seating capacity is not increasing with the project. The project is projected to be completed in 2022, with its current maximum number of seats being 338 and a total of 24,470 SF, of which 8,205 SF is being finished out for additional Sunday school classrooms. This study evaluated the impact that the proposed development will have on the surrounding roadway network and evaluates the need for a right -turn, deceleration lane. Below is a summary of findings from the analyses presented in this report. • The church driveway intersection with W. Southlake Boulevard is shown to operate with an overall LOS C or better considering existing, background, and background -plus -full site buildout traffic volumes. • The roadway links are shown to operate at LOS A/B on Sunday and LOS D or better on weekday with full site buildout. • A right -turn, deceleration lane is not required based on TxDOT's criterial when considering an average workday. • When considering the peak hour of generator on a Sunday, the church generates 64 inbound trips, not exceeding the City's 100 threshold for requiring a right -turn, deceleration lane. • Sight -distance requirements are satisfied at the church driveway. This analysis shows the church is not expected to have a significant impact on the surrounding roadway network. The eastbound movement on W. Southlake Boulevard is projected to operate at 26% of the road's capacity on Sunday mornings, when church is beginning. With 74% roadway capacity remaining, the church members slowing down to turn into the church on Sunday mornings are not expected to create a safety hazard for other motorists traveling on W. Southlake Boulevard. It is recommended the City not require a right -turn, deceleration lane based on projected traffic volumes, and the roadway link operates at LOS A/B on Sundays during the church peak hours. END Lakeside Presbyterian Church TIA I Page 17 !L,A M B E T,H, • ENGINEERING Appendix A. Site Pictures B. Existing Volumes C. Growth Rate D. COVID Factor E. Trip Generation F. Site Traffic Distribution G. Resources for Church Seating Capacity H. Vistro Analysis Appendix Appendix A Existing Volumes !L,A M B E T,H, • ENGINEERING Appendix L A.M. B.E.T. H. ENGINEERING Lakeside Presbyterian Church Church Sanctuary — Looking into Seating from Alter Church Sanctuary — Looking Towards Alter from Back, Right Corner Church Sanctuary — Looking Towards Alter from Center of Back Church Sanctuary — Looking Towards Alter from Back, Front Right Corner •LAMBETH ENGINEERING Lakeside Presbyterian Church Church Driveway — Looking North West of Church Driveway — Looking East Driveway — Looking East Appendix B Existing Volumes !L,A M B E T,H, • ENGINEERING Appendix Study Name LAKESIDE PRESBYTERIAN @ SOUTHLAKE BLVD - SUN Start Date 10/03/2021 Start Time 8:30 AM Site Code Collected by: Gram Traffic NTX Inc. RESIDENTIAL DWY Southbound SOUTHLAKE BLVD Westbound LAKESIDE PRESBYTERIAN CHURCH Northbound SOUTHLAKE BLVD Eastbound 15 Min Hourly Church Traffic Inbound outbound Total Start Time 8:30 AM 8:45 AM Left 0 0 Thru 0 0 Right 0 0 U-Turn 0 0 Left 0 0 Thru 94 119 Right 0 0 U-Turn 0 0 Left 0 0 Thru 0 0 Right 3 3 U-Turn 0 0 Left 0 0 Thru 171 190 Right 6 4 U-Turn 0 0 Total Total 274 316 9:00 AM 0 0 0 0 0 104 0 0 0 0 2 0 0 142 26 0 274 9:15 AM 0 0 0 0 0 89 0 0 0 0 7 0 0 142 11 0 249 1,113 47 15 62 9:30 AM 0 0 0 0 0 78 0 0 0 0 4 0 0 172 1 0 255 1,094 42 16 58 9:45 AM 0 0 0 0 0 109 0 0 0 0 0 0 0 145 3 0 257 1,035 41 13 54 10:00 AM 0 0 0 0 0 119 0 0 0 0 0 0 0 135 13 0 267 1,028 28 11 39 10:15AM 0 0 0 0 0 185 0 0 0 0 1 0 0 192 31 0 409 1,188 48 5 53 10:30AM 0 0 1 0 0 146 0 0 0 0 5 0 0 287 5 0 444 1,377 52 6 58 10:45AM 0 0 0 0 0 161 0 0 0 0 2 0 0 233 1 0 397 1,517 50 8 58 11:00AM 0 0 0 0 0 166 0 0 0 0 2 0 0 211 1 0 380 1,630 38 10 48 11:15AM 0 0 0 0 0 174 0 0 0 0 1 0 0 229 1 0 405 1,626 8 10 18 11:30 AM 0 0 0 0 0 162 1 0 0 0 3 0 0 229 3 0 398 1,580 6 8 14 11:45 AM 0 0 0 0 0 183 0 0 0 0 6 0 0 236 2 0 427 1,610 7 12 19 12:00 PM Generator AM Peak: 8:30 AM - 9:30 AM 0 0 0 0 0 406 0 0 0 0 15 0 0 645 47 0 1,113 Generator AM Peak Hour PHF: 0.00 0.00 0.00 0.00 0.00 0.85 0.00 0.00 0.00 0.00 0.54 0.00 0.00 0.85 0.45 0.00 0.88 AM Peak Hour: 10:15 AM -11:15 AM 0 0 1 0 0 658 0 0 0 0 10 0 0 923 38 0 1630 AM Peak Hour PHF: 0.00 0.00 0.25 0.00 0.00 0.89 0.00 0.00 0.00 0.00 0.50 0.00 0.00 0.80 0.31 0.00 0.92 12:00 PM 0 0 0 0 0 264 1 0 0 0 54 0 0 222 1 0 542 1,772 39 65 104 12:15 PM 0 0 0 0 0 300 0 0 0 0 25 0 0 206 2 0 533 1,900 3 80 83 12:30 PM 0 0 0 0 0 241 0 0 0 0 3 0 0 247 2 0 493 1,995 5 82 87 12:45 PM 0 0 1 0 0 231 1 0 0 0 18 1 0 239 5 0 496 2,064 10 100 110 1:00 PM PM Peak: 12:00 PM -1:00 PM 0 1 0 1 1 1 0 0 1 1,036 1 2 1 0 0 1 0 1 100 1 1 0 1 914 1 10 0 1 2,064 PM PHF: 1 0.00 1 0.00 1 0.25 1 0.00 1 0.00 1 0.86 1 0.50 1 0.00 1 0.00 1 0.00 1 0.46 1 0.25 1 0.00 1 0.93 1 0.50 1 0.00 1 0.95 Left Thru Right U-Turn I Left Thru Right U-Turn I Left Thru Right U-Turn I Left Thru Right U-Turn Study Name LAKESIDE PRESBYTERIAN @ SOUTHLAKE BLVD - WED Start Date 10/06/2021 Start Time 7:00 AM Site Code Collected by: Gram Traffic NTX Inc. RESIDENTIAL DWY Southbound SOUTHLAKE BLVD Westbound LAKESIDE PRESBYTERIAN CHURCH Northbound SOUTHLAKE BLVD Eastbound 15 Min Hourly Church Traffic Total Start Time Left 0 0 0 0 0 0 0 0 Thru 0 0 0 0 0 0 0 0 Right 0 0 0 0 0 0 0 1 U-Turn 0 0 0 0 0 0 0 0 Left 0 0 0 0 0 0 0 0 Thru 108 127 142 176 192 197 196 231 Right 0 2 0 0 0 0 1 0 U-Turn 0 0 0 0 0 0 0 0 Left 0 0 0 0 0 0 0 0 Thru 0 0 0 0 0 0 0 0 Right 2 0 5 3 3 4 3 10 U-Turn 0 0 0 0 0 0 0 0 Left 0 0 0 0 0 0 0 0 Thru 329 391 417 390 378 363 343 354 Right 0 0 0 0 0 0 1 1 U-Turn 0 0 0 0 0 0 0 0 Total Total 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:00 AM 439 520 564 569 573 564 544 597 2,09210 2,226 2,270 2,250 2,278 jInboundoutbound 10 0 11 11 0 15 15 1 13 14 2 20 22 AM Peak: 8:00 AM - 9:00 AM 0 0 1 0 0 816 1 0 0 0 20 0 0 1438 2 0 2,278 AM PHF: 0.00 0.00 0.25 0.00 0.00 0.88 0.25 0.00 0.00 0.00 0.50 0.00 0.00 0.95 0.50 0.00 0.95 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 375 355 365 365 411 530 480 455 1 0 0 0 1 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 2 2 9 2 7 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 227 250 268 276 266 244 264 268 2 2 1 4 8 5 6 4 0 0 0 0 0 0 0 0 606 609 637 647 697 784 757 732 2,499 2,590 2,765 2,885 2,970 9 7 16 15 15 30 18 15 33 23 20 43 23 22 45 PM Peak: 5:00 PM - 6:00 PM 0 0 1 3 0 1 0 1876 4 0 0 0 22 0 0 1042 23 0 2,970 PM PH 0.00 0.00 0.38 0.00 0.00 0.88 0.50 0.00 0.00 0.00 0.61 1 0.00 0.00 1 0.97 1 0.72 1 0.00 1 0.95 4-1 Left Thru Right U-Turn I Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Appendix C Growth Rate !L,A MBE T,H, • ENGINEERING Appendix Growth Rate W. Southlake Boulevard, East of Lakeside Presbyterian Church Year AADT % Growth I Traffic Count % Growth 2019 30,252 -3.5% 31,315 -3.6% 2014 36,123 -0.9% 37,628 2009 37,830 2009 - 2019: -2.2% -3.6% Traffic Volumes obtained from TxDOT TCDS on November 19, 2021. W. Southlake Boulevard, East of Davis Boulevard Year AADT % Growth Traffic Count % Growth 2020 32,609 -20.9% 36,245 -15.8% 2019 41,219 -3.7% 43,053 -1.5% 2018 42,793 2.0% 43,688 0.8% 2017 41,950 -0.7% 43,357 -1.3% 2016 42,263 43,934 2016 - 2020: -6.3% 1 -15.8% Traffic Volumes obtained from TxDOT TCDS on November 19, 2021. Growth Rates Used in Analysis: 2% Appendix D COVID Factor !L,A M B E T,H, • ENGINEERING Appendix COVID Adjustment Factor W. Southlake Boulevard, West of Lakeside Presbyterian Church 2019 TxDOT 2021 Counts Link Count Difference % Difference COVID Factor (EB + WB) (EB + WB) AM 2,174 2,256 82 3.63% 0.96 (PM) (1,916) (2,941) (1025) 34.85% 0.65 W. Southlake Boulevard, East of Lakeside Presbyterian Church 2019 TxDOT 2021 Counts Link Count Difference % Difference COVID Factor (EB + WB) (EB + WB) AM 2,298 2,256 -42 -1.86% 1.02 (PM) (2,256) (2,941) (685) 23.29% 0.77 COVID Factor Used in TIA: AM - No COVID Adjustment Factors Used PM - No COVID Adjustment Factors Used Appendix E Trip Generation !L,A M B E T,H, • ENGINEERING Appendix Trip Generation Existing Traffic Volumes for Church Peak Hours Use Quantity AM Peak Hour PM Peak Hour Total In I Out I Total In Out Church - Sunday Peak Hour of Generator 246 Seats 62 47 15 110 10 100 Church - Sunday Adjacent Street Peak Hour 246 Seats 48 38 10 110 10 100 Church - Sunday Peak Hour of Church Inbound 246 Seats 58 52 6 10 100 Church - Weekday 246 Seats 22 2 20 45 " 22 Trip Generation Added to Reach Full Site Buildout Use Quantity AM Peak Hour PM Peak Hour Total In I Out I Total In Out Church - Sunday Peak Hour of Generator 92 Seats 23 17 6 41 4 37 Church - Sunday Adjacent Street Peak Hour 92 Seats 18 14 4 41 4 37 Church - Sunday Peak Hour of Church Inbound 92 Seats 22 19 3 41 4 Church - Weekday 92 Seats 8 1 7 17 9 8 Trip Generation at Full Capacity (Existing Plus Additional Site) Use Quantity AM Peak Hour PM Peak Hour Total In I Out Total In Out Church - Sunday Peak Hour of Generator 338 Seats 85 64 21 151 14 137 Church - Sunday Adjacent Street Peak Hour 338 Seats 66 52 14 151 14 137 Church - Sunday Peak Hour of Church Inbound 338 Seats 80 71 9 151 14 137 Church - Weekday 338 Seats 30 3 27 62 32 30 Trip Generation Rates - Based on Existing Volumes Rate Use AM PM Sunday Peak Hour of Generator 0.25 0.45 Sunday Adjacent Street Peak Hour 0.20 0.45 Sunday Peak Hour of Church Inbound 0.24 0.45 Weekday 0.09 0.18 Directional Trip Distribution - Based on Existing Volumes In/Out Percentage Use AM PM In Out In Out Sunday Peak Hour of Generator 76% 24% 9% 91% Sunday Adjacent Street Peak Hour 79% 21% 9% 91% Sunday Peak Hour of Church Inbound 90% 10% 9% 91% Weekday 9% 91% 51% 49% Appendix F Site Traffic Distribution !L,A M B E T,H, To ENGINEERING Appendix 0015-N Sunday o Westbound traffic distribution is shown for motorists making a U-turn at Watermere Drive to turn into the site . 50% C� 50% W. Southlake Blvd. 50% 100% Z T 3 0 L V 7 L V Wednesday Westbound traffic distribution is shown for motorists making a U-turn at Watermere Drive to turn into the site . 50% C� 50% W. Southlake Blvd. 50% 100% Z T 3 0 L V 7 L V 12/23/2021 Exhibit A. Inbound Trip Distribution Sunday (— 50% +- 50% W. Southlake Blvd. 50% 100% 50% T 3 c s V 7 L C.7 Wednesday 50% 50% W. Southlake Blvd. (4 50% 4D 100% 50% —> 3 0 s u 3 s V 12/23/2021 Exhibit B. Outbound Trip Distribution !L,A M B E T,H, • ENGINEERING Appendix G Resources for Church Seating Capacity Appendix https://gnichol.wordpress.com/201 6/06/1 7/the-80-percent-rule-myth-or-fact/ Perspective Thoughts on Church Building & Design from Gary Nicholson, Architect CH CH / CHURCH BUILDINGS The 80 Percent Rule... Myth, or Fact? JUNE 17, 2016JUNE 17, 2016 GARY NICHOLSON LEAVE A COMMENT By Gary Nicholson "When a church building reaches eighty percent of its capacity, it is effectively saturated and growth will cease." Is this statement fact or fiction? Is this an iron -clad rule that churches need to heed or face a plateau in growth, or is it a rumor promoted by overzealous church builders who just want to construct new buildings for their own glory or profit? After hearing the 80% rule for years as a staff member in churches, I had grown to accept it as fact, but when I began to professionally consult with churches and advise them on their buildings, I was hesitant to quote this as gospel. What proof was there? I began an investigation. I looked at churches that were growing and those that were not. After visiting over a hundred churches, looking at worship and education space, the answer was very clear. Although growth may not "cease" it will be constrained by such a limit of space. This principle did hold true. I saw church after church which had reached a plateau in its growth, sometimes over a period of many years. Each time, the attendance plateau was almost exactly 80% of the lesser of education or worship capacity of the facilities, regardless of the capacity of the other. A church might have more capacity in the worship, but it was clear the education facility was holding back its growth because it had reached its practical limit to growth. In a few cases the education capacity might be available, but the worship space was saturated, and so the growth had stopped. Saturated education space was the most frequent offender. There are probably a few exceptions, but there seems to be a saturation point with all congregations. The comfort limit for each congregation might be a little different, but in the churches I visited, it was consistently about 80%. In a small Georgia town the church had been through many staff changes, and for a time had broken the 250 attendance barrier, but eventually the attendance came back to level -off at that same level where it had been before, which happened to be 80% of the capacity of the worship facility. For over thirty years, this church had struggled with the question of why it couldn't seem to get past this growth barrier. It seems when a new staff member came along, or big events happened, there was a temporary increase, but nothing was done to offer relief from the crowding and congestion, and the growth did not last. Congregation members would point to a time when they were running more in attendance than they are now, but for some reason it was not sustained. Sometimes space has been lost or reassigned to storage, offices, or other uses and is no longer available for growth. This must be taken into consideration when evaluating the current capacity and comparing it to previous experience. What is 80% of capacity now, might only have been 50% of the former capacity because of the way the building is used. When growth plateaus, staff members might leave in frustration, or the church may even blame them for the lack of growth, and ask them to leave. A new staff might generate a temporary spurt, but soon reality sets in and the cycle starts again. The roller coaster of up and down attendance is characteristic of a church with a facility that has reached the 80% ceiling. Although there can be other causes for growth plateaus, there is no denying that this one has teeth and demands action to remedy before other solutions can have their desired effect. I have also seen what happens when this constraint is lifted from a congregation. Sometimes they quickly exceed their greatest attendance, other times they do not. Providing space is not a guarantee of growth, but refusing to build when space saturated is almost a guarantee growth will not happen. This does not mean that growth stops as soon as the attendance reaches 80% for the first time. It is only an estimate of the sustainable average attendance. Of course, to average 80% of capacity, there will be times when the attendance is considerably above 80%, and times when it is below that mark. Never tell a congregation they cannot grow beyond this number. That can become a self-fulfilling prophesy. They do need to understand the obstacle, understand they can grow beyond this limitation, and be presented with a solution. They need to see ways to, at least temporarily, stretch the envelope by borrowing or renting space, converting usable space, going to multiple sessions, or construction of new space for a long-term solution. The rule applies to worship as well as to education space. I have seen many worship centers that reach the 80% mark and feel full. Some church members have a hard time understanding this. Here is what happens: Let's say a worship center has 456 in the congregation and 44 seats in the choir for a total of 500 capacity (calculated at a reasonable 20" per person on pews). With 80% of the seats full, there will be 400 in attendance. Looking at the distribution of the people, you might see 40 in the choir and 360 in the congregation. Guests are the ones who will be looking for your empty seats, so where are the empty seats? There are just four empty seats in the choir loft. (Good luck getting visitors to sit there!) The remaining 456 seats are in 38 rows of pews or chairs, with each row seating 12 people. Usually, nobody sits on the first row — that eliminates 24 seats. If the remaining 36 rows each have two empty seats, that will be 72 empty seats distributed throughout the room. That accounts for all 100 empty seats. Now visualize that room, two empty seats on M M M E M O M M f M■■■ O M M E M E each pew or row. Perhaps some are together in M❑ M E M❑ M M O M M O M M E❑ M M E M the middle of the row, others are distributed with M E N❑ O N❑ M E M M O M M O M M E M E one empty seat at each end of the row, etc. Now, W ❑ N ■ ■ ■ ■ ❑ ■ 0 R ❑ M ■ ■ ■ ■ ❑ ■ ■ your guests walk in with a family of four... M O M M❑ M M O„ M E M O M M O 1 M E where will they sit? It will be very hard to find E M❑❑ M M❑ M M E M E M❑ M E❑ M M E four seats together, unless you have very good M O M M❑ M E M E M M O M■■■■ r■ M ushers who help them find a place, or your M M❑ M M❑ M M M M 1❑ R M E❑ M M E M people are ready and willing to give up their M E M❑ M M❑ M M E M M M❑ M M❑ M M M favorite seats and crowd themselves to M❑ M M E M E❑ M E M❑ i■ M M M❑ M M accommodate them. M O❑ N❑ N❑ M E N ONEINEIMMEIME ❑N❑❑EN❑❑❑❑ ❑❑❑❑■■❑■❑❑ Even though regular attenders might not notice 240 seats with 48 empty it, you can imagine this could happen week after week in a church averaging 80% or more of its worship capacity. For those running more than that, it is even worse. Eventually it will find a level that is comfortable for the congregation. That number, typically, is 80%. It feels full, but not too full. That becomes the sustainable average attendance over time. A vibrant and exciting church may be able to grow beyond it for a period, but it will not be likely to sustain it for the long term. Next time I will expand on this principle and discuss how it affects other parts of the facilities. CHURCH BUILDINGS. PROBLEMS. WORSHIP BLOG AT WORDPRESS.COM. https://www.carrolIseating.com/auditorium-seating-options/better-church-auditorium-seating-options/ MCARROLL SEATING -SCIENCES -SCHOOLS -SERVICE 0 Better Church Auditorium Seating Options A Carroll Seating ® October 7, 2016 (https://www.carroliseating.com/auditorium-seating-options/better-church- auditorium-seating-options/) What are the keys to building a solid congregation? What makes every service just a little more successful? The ability to create a space for fellowship and learning, and for most churches, that space is the sanctuary. Designing a sanctuary that makes everyone feel welcome, can be a challenge in and of itself, and many churches are facing at least one of these bigger problems with their church auditorium seating (http://www.carrollseating.com/auditorium-seating/). Problem One — Space in Auditorium Style Seating Sanctuaries are actually smaller than you think they are. Think of the 80% rule. Once you've filled 80% of the seats, your sanctuary is full. Wondering why? There are a few reasons. First, very few parishioners like to sit up front and that's especially true with new visitors. Second, people want enough personal space. Finally, no one wants to split their family just so they can find those last few seats. So, if you're hitting that 80% capacity before the service ever even begins, you may have a real issue on your hands. In fact, it may be harming the growth of your congregation. The solution? Consider expanding your sanctuary seating (http://www.worshipfacilities.com/article/changing_accommodations) capacity. The right church auditorium seating from Carroll Seating Company can help give you the space lift you need and ensure a few more people make it to your congregation every Sunday morning. Problem Two — Auditorium Seating Many of today's pastors will tell you that allowing more interaction and participation is the key to creating a strong congregation for one simple reason — it builds fellowship. If you're looking to create a culture that encourages connections, redesigning the seating is the only real choice you have, even if you already have auditorium style seats. It may be possible to find church seating chairs and create a very different format to every service that will help build the culture you're looking for. Whether you need more space in an auditorium style seating arrangement or your current church seating arrangement just isn't working for you, we can help. Give us a call today (http://www.carrollseating.com/contact-us/) to learn more. How Can we Help You? Got a project that could use our expertise? Please fill out this form and we will get in touch with you shortly. Name * First Last Email * Company Name Notes and Comments L I'm not a robot reCAPTCHA Privacy - Terms Send Chicago 2105 Lunt Elk Grove Village, IL 60007 P: 847.434.0909 F: 847.434.0910 Kansas City 10 Lincoln St Kansas City, KS 66103 P: 816-471-2929 F: 816-471-3001 St. Louis 112 Weldon Parkway Maryland Heights, MO 63043 P: 314.227.0088 F: 314.227.0090 • (https:Htwitter.com/carrollseating) • (https://www.facebook.com/carrollseating/) • (https://www.linkedin.com/company/carroll-seating-company) • (https://www.youtube.com/user/CarrollSeating) © 2021 Carroll Seating Company. All rights reserved. Midwest -North 285 18th St SE — Suite D Owatonna, MN 55060 P: 507.413.6216 Appendix H Vistro Analysis Vistro Scenarios: l . 2021 Existing AM -Sunday 2. 2021 Existing PM -Sunday 3. 2022 Bkgd AM - Sunday 4. 2022 Bkgd PM - Sunday 5. 2022 Bkgd + Site AM - Sunday 6. 2022 Bkgd + Site PM - Sunday 7. 2021 Existing AM - Wednesday 8. 2021 Existing PM - Wednesday 9. 2022 Bkgd AM - Wednesday 10.2022 Bkgd PM - Wednesday 1 1.2022 Bkgd + Site AM - Wednesday 12.2022 Bkgd + Site PM - Wednesday !L,A M B E T,H, • ENGINEERING Appendix Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 1: 1 2021 Existing AM - Sunday Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 12.2 HCM 6th Edition Level Of Service: B 15 minutes Volume to Capacity (v/c): 0.033 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F 1 1 II I 1 i Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.0 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 G.. Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 0 15 645 47 0 406 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 15 645 47 0 406 Peak Hour Factor 1.0000 0.8800 0.8800 0.8800 1.0000 0.8800 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 4 183 13 0 115 Total Analysis Volume [veh/h] 0 17 733 53 0 461 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 1 Generated with Intersection Settings Scenario 1: 1 2021 Existing AM - Sunday Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 0 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.03 0.01 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 0.00 12.19 0.00 0.00 0.00 0.00 Movement LOS B A A A 95th-Percentile Queue Length [veh/In] 0.00 0.10 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [ft/In] 0.00 2.54 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 12.19 0.00 0.00 Approach LOS B A A d_I, Intersection Delay [s/veh] 0.16 Intersection LOS B L. AM, B E. T. H. Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 2 Generated with KScenario 1: 1 2021 Existing AM - Sunday Traffic Volume - Future Total Volume (D F4S ----4p 47 400 I�� I L. AM, B E. T. H. Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 2: 2 2021 Existing PM - Sunday Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 15.8 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.247 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F 1 1 II I 1 i Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.0 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 G.. Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 0 100 914 10 0 1036 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 100 914 10 0 1036 Peak Hour Factor 1.0000 0.9200 0.9200 0.9200 1.0000 0.9200 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 27 248 3 0 282 Total Analysis Volume [veh/h] 0 109 993 11 0 1126 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 1 Generated with Intersection Settings Scenario 2: 2 2021 Existing PM - Sunday Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median P 0 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.25 0.01 0.00 0.00 0.01 d_M, Delay for Movement [s/veh] 0.00 15.84 0.00 0.00 0.00 0.00 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.UU 0.96 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [ft/In] 0.00 24.10 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 15.84 0.00 0.00 Approach LOS C A A d_I, Intersection Delay [s/veh] 0.77 Intersection LOS C L. AM, B E. T. H. Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 2 Generated with KScenario 2: 2 2021 Existing PM - Sunday Traffic Volume - Future Total Volume (D u14 L. AM, B E. T. H. Vistro File: CA ... \Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 3 L. AM, B E. T. H. Vistro File: CA ... \Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 3: 3 2022 Bkgd AM - Sunday Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 12.3 HCM 6th Edition Level Of Service: B 15 minutes Volume to Capacity (v/c): 0.033 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F 1 1 II I 1 i Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.0 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 G.. Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 0 15 658 47 0 414 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 15 658 47 0 414 Peak Hour Factor 0.5000 0.8800 0.8800 0.8800 1.0000 0.8800 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 4 187 13 0 118 Total Analysis Volume [veh/h] 0 17 748 53 0 470 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 1 Generated with Intersection Settings Scenario 3: 3 2022 Bkgd AM - Sunday Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 0 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.03 0.01 0.00 0.00 0.00 d_M, Delay for Movement [s/veh] 0.00 12.27 0.00 0.00 0.00 0.00 Movement LOS B A A A 95th-Percentile Queue Length [veh/In] 0.00 0.10 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [ft/In] 0.00 2.57 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 12.27 0.00 0.00 Approach LOS B A A d_I, Intersection Delay [s/veh] 0.16 Intersection LOS B L. AM, B E. T. H. Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 2 Generated with IJM Scenario 3: 3 2022 Bkgd AM - Sunday Traffic Volume - Future Total Volume 101 47 414 L. AM, B E. T. H Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 4: 4 2022 Bkgd PM - Sunday Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 16.1 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.251 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F 1 1 II I 1 i Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 100.00 100.00 100.00 100.00 100.00 100.0 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.00 0.00 0.00 0.00 G.. Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 0 100 932 10 0 1057 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 100 932 10 0 1057 Peak Hour Factor 1.0000 0.9200 0.9200 0.9200 1.0000 0.9200 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 27 253 3 0 287 Total Analysis Volume [veh/h] 0 109 1013 11 0 1149 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 1 Generated with Intersection Settings Scenario 4: 4 2022 Bkgd PM - Sunday Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 0 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.25 0.01 0.00 0.00 0.01 d_M, Delay for Movement [s/veh] 0.00 16.06 0.00 0.00 0.00 0.00 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.00 0.98 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [ft/In] 0.00 24.56 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 16.06 0.00 0.00 Approach LOS C A A d_I, Intersection Delay [s/veh] 0.77 Intersection LOS C L. AM, B E. T. H. Vistro File: C:\...\Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 2 Generated with [ Scenario 4: 4 2022 Bkgd PM - Sunday Traffic Volume - Future Total Volume 101 932 -. 10 1057 0 0 L. AM, B E. T. H Vistro File: CA ... \Lakeside Preby. 12.22.21.vistro ENGINEERING 12/22/2021 3 Generated with Version 2021 0 Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 5: 5 2022 Bkgd+Site AM - Sunday Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 12.5 HCM 6th Edition Level Of Service: B 15 minutes Volume to Capacity (v/c): 0.048 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 11 F 1 1 1 1 1 1 Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 21 658 64 426 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 Other Volume [veh/h] 0 0 0 0 Total Hourly Volume [veh/h] 21 658 64 426 Peak Hour Factor 0.8800 0.8800 0.8800 0.8800 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 6 187 18 121 Total Analysis Volume [veh/h] 24 748 73 484 Pedestrian Volume [ped/h] -L A M B E T H T, ENGINEERING • nssoanres 1 /14/2022 Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro Generated with Version 2021 0 Intersection Settings Scenario 5: 5 2022 Bkgd+Site AM - Sunday Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.05 d_M, Delay for Movement [s/veh] 12.49 Movement LOS B A A A 95th-Percentile Queue Length [veh/In] 0.15 0.00 0.00 0.00 95th-Percentile Queue Length [ft/In] 3.74 0.00 0.00 0.00 d A, Approach Delay [s/veh] 12.49 0.00 0.00 Approach LOS B A A d I, Intersection Delay [s/veh] 0.23 Intersection LOS B -L A M B E T H Tj ENGINEERING • AssoaATES 1 /14/2022 Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro Generated with IJM Scenario 5: 5 2022 Bkgd+Site AM - Sunday Traffic Volume - Future Total Volume (D 65s 64 — 426 N L .A,M, B E , T . H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERINASSOCIATES- 1/14/2022 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 6: 6 2022 Bkgd+Site PM - Sunday Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 17.6 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.344 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 11 F 1 1 i i 1 1 Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 137 932 14 1077 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 2.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 Other Volume [veh/h] 0 0 0 0 Total Hourly Volume [veh/h] 137 932 14 1077 Peak Hour Factor 0.9200 0.9200 0.9200 0.9200 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 37 253 4 293 Total Analysis Volume [veh/h] 149 1013 15 1171 Pedestrian Volume [ped/h] L A M B E T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 1 Generated with Intersection Settings Scenario 6: 6 2022 Bkgd+Site PM - Sunday Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.34 d_M, Delay for Movement [s/veh] 17.63 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 1.51 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 37.78 0.00 0.00 0.00 d A, Approach Delay [s/veh] 17.63 0.00 0.00 Approach LOS C A A d I, Intersection Delay [s/veh] 1.12 Intersection LOS C L A M B E T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 2 Generated with IJM Scenario 6: 6 2022 Bkgd+Site PM - Sunday Traffic Volume - Future Total Volume 0 932 ----- 4P 14 1077 f r L. AM, B E. T. H Vistro File: CA ... \Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 7: 7 2021 Existing AM - Wed. Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 19.2 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.080 Name Driveway W. So W. So Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F III Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 00.00 100.00 100.00 100.0- 00.00 100.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.( 0.00 0.00 ).00 0.00 Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. So W. So Base Volume Input [veh/h] 0 20 1438 2 0 816 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 10.00 2.00 2.00 2.00 4.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 20 1438 2 0 816 Peak Hour Factor .0000 0.9200 0.9200 0.9200 1.0000 0.9200 Other Adjustment Factor 0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 5 391 1 0 222 Total Analysis Volume [veh/h] 0 22 1563 2 0 887 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 1 Generated with Intersection Settings Scenario 7: 7 2021 Existing AM - Wed. Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.08 0.02 0.00 0.00 0.01 d_M, Delay for Movement [s/veh] 0.00 19.19 0.00 0.00 0.00 0.00 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.00 0.26 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 0.00 6.45 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 19.19 0.00 0.00 Approach LOS C A A d_I, Intersection Delay [s/veh] 0.17 Intersection LOS C L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 2 Generated with I M Scenario 7: 7 2021 Existing AM - Wed. Traffic Volume - Future Total Volume 1438 2 i;1F L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 8: 8 2021 Existing PM - Wed. Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 15.4 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.065 Name Driveway W. So W. So Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F III Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 00.00 100.00 100.00 100.0- 00.00 100.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.( 0.00 0.00 ).00 0.00 Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. So W. So Base Volume Input [veh/h] 0 22 1042 23 0 1876 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 14.00 2.00 4.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 22 1042 23 0 1876 Peak Hour Factor .0000 0.9200 0.9200 0.9200 1.0000 0.9200 Other Adjustment Factor 0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 6 283 6 0 510 Total Analysis Volume [veh/h] 0 24 1133 25 0 2039 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 1 Generated with Intersection Settings Scenario 8: 8 2021 Existing PM - Wed. Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.06 0.01 0.00 0.00 0.02 d_M, Delay for Movement [s/veh] 0.00 15.41 0.00 0.00 0.00 0.00 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.00 0.21 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 0.00 5.18 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 15.41 0.00 0.00 Approach LOS C A A d_I, Intersection Delay [s/veh] 0.11 Intersection LOS C L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 2 Generated with I M Scenario 8: 8 2021 Existing PM - Wed. Traffic Volume - Future Total Volume 1042 23 1i;7F L. AM, B E. T H Vistro File: CA ... \Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 9: 9 2022 Bkgd AM - Wed. Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 19.6 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.082 Name Driveway W. So W. So Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F III Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 00.00 100.00 100.00 100.0- 00.00 100.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.( 0.00 0.00 ).00 0.00 Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. So W. So Base Volume Input [veh/h] 0 20 1467 2 0 832 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 10.00 2.00 2.00 2.00 4.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 20 1467 2 0 832 Peak Hour Factor .0000 0.9200 0.9200 0.9200 1.0000 0.9200 Other Adjustment Factor 0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 5 399 1 0 226 Total Analysis Volume [veh/h] 0 22 1595 2 0 904 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 1 Generated with Intersection Settings Scenario 9: 9 2022 Bkgd AM - Wed. Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.08 0.02 0.00 0.00 0.01 d_M, Delay for Movement [s/veh] 0.00 19.58 0.00 0.00 0.00 0.00 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.00 0.27 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 0.00 6.63 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 19.58 0.00 0.00 Approach LOS C A A d_I, Intersection Delay [s/veh] 0.17 Intersection LOS C L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 2 Generated with I M Scenario 9: 9 2022 Bkgd AM - Wed. Traffic Volume - Future Total Volume 1 4(7 2 aaz L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 10: 10 2022 Bkgd PM - Wed. Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 15.6 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.066 Name Driveway W. So W. So Approach Northbound Eastbound Westbound Lane Configuration 1 1 1 F III Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] 00.00 100.00 100.00 100.0- 00.00 100.00 No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] 0.00 0.( 0.00 0.00 ).00 0.00 Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. So W. So Base Volume Input [veh/h] 0 22 1063 23 0 1914 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 2.00 14.00 2.00 4.00 2.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 0 0 Other Volume [veh/h] 0 0 0 0 0 0 Total Hourly Volume [veh/h] 0 22 1063 23 0 1914 Peak Hour Factor .0000 0.9200 0.9200 0.9200 1.0000 0.9200 Other Adjustment Factor 0000 1.0000 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 0 6 289 6 0 520 Total Analysis Volume [veh/h] 0 24 1155 25 0 2080 Pedestrian Volume [ped/h] 0 0 0 L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 1 Generated with Intersection Settings Scenario 10: 10 2022 Bkgd PM - Wed. Priority Scheme Stop Free Free Flared Lane Storage Area [veh] 0 Two -Stage Gap Acceptance No Number of Storage Spaces in Median 0 Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.00 0.07 0.01 0.00 0.00 0.02 d_M, Delay for Movement [s/veh] 0.00 15.60 0.00 0.00 0.00 0.00 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.00 0.21 0.00 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 0.00 5.28 0.00 0.00 0.00 0.00 d_A, Approach Delay [s/veh] 15.60 0.00 0.00 Approach LOS C A A d_I, Intersection Delay [s/veh] 0.11 Intersection LOS C L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 2 Generated with KScenario 10: 10 2022 Bkgd PM - Wed. Traffic Volume - Future Total Volume 1nr;s 23 1914 L. AM, B E. T H Vistro File: CA ... \Lakeside Presby. 12.23.21 - Updated Trucks.vistro fo ENGINEERING 12/23/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 11: 11 2022 Bkgd+Site AM - Wed. Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 20.0 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.108 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 11 F 1 1 i i 1 1 Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 27 1467 3 836 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 10.00 2.00 2.00 4.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 Other Volume [veh/h] 0 0 0 0 Total Hourly Volume [veh/h] 27 1467 3 836 Peak Hour Factor 0.9200 0.9200 0.9200 0.9200 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 7 399 1 227 Total Analysis Volume [veh/h] 29 1595 3 909 Pedestrian Volume [ped/h] L A M B E T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 1 Generated with Intersection Settings Scenario 11: 11 2022 Bkgd+Site AM - Wed. Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.11 d_M, Delay for Movement [s/veh] 20.01 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.36 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 8.97 0.00 0.00 0.00 d A, Approach Delay [s/veh] 20.01 0.00 0.00 Approach LOS C A A d I, Intersection Delay [s/veh] 0.23 Intersection LOS C L A M B E T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 2 Generated with [ Scenario 11: 11 2022 Bkgd+Site AM - Wed. Traffic Volume - Future Total Volume 0 1 4fiI ----- 4P 3 836 f N L. AM, B E. T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 3 Generated with Control Type: Analysis Method Analysis Period: Intersection Setup Scenario 12: 12 2022 Bkgd+Site PM - Wed. Intersection Level Of Service Report Intersection 1: New Intersection Two-way stop Delay (sec / veh): 16.0 HCM 6th Edition Level Of Service: C 15 minutes Volume to Capacity (v/c): 0.091 Name Driveway W. Southlake Blvd. W. Southlake Blvd. Approach Northbound Eastbound Westbound Lane Configuration 1 11 F 1 1 i i 1 1 Turning Movement Left Right Thru Right Left Thru Lane Width [ft] 12.00 12.00 12.00 12.00 No. of Lanes in Entry Pocket 0 0 0 0 0 0 Entry Pocket Length [ft] No. of Lanes in Exit Pocket 0 0 0 0 0 0 Exit Pocket Length [ft] Speed [mph] 30.00 45.00 45.00 Grade [%] 0.00 0.00 0.00 Crosswalk No No No Volumes Name Driveway W. Southlake Blvd. W. Southlake Blvd. Base Volume Input [veh/h] 30 1063 32 1922 Base Volume Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Heavy Vehicles Percentage [%] 14.00 2.00 4.00 2.00 Growth Factor 1.0000 1.0000 1.0000 1.0000 In -Process Volume [veh/h] 0 0 0 0 Site -Generated Trips [veh/h] 0 0 0 0 Diverted Trips [veh/h] 0 0 0 0 Pass -by Trips [veh/h] 0 0 0 0 Existing Site Adjustment Volume [veh/h] 0 0 0 0 Other Volume [veh/h] 0 0 0 0 Total Hourly Volume [veh/h] 30 1063 32 1922 Peak Hour Factor 0.9200 0.9200 0.9200 0.9200 Other Adjustment Factor 1.0000 1.0000 1.0000 1.0000 Total 15-Minute Volume [veh/h] 8 289 9 522 Total Analysis Volume [veh/h] 33 1155 35 2089 Pedestrian Volume [ped/h] L A M B E T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 1 Generated with Intersection Settings Scenario 12: 12 2022 Bkgd+Site PM - Wed. Priority Scheme Stop Free Free Flared Lane Storage Area [veh] Two -Stage Gap Acceptance No Number of Storage Spaces in Median Movement, Approach, & Intersection Results V/C, Movement V/C Ratio 0.09 d_M, Delay for Movement [s/veh] 15.98 Movement LOS C A A A 95th-Percentile Queue Length [veh/In] 0.30 0.00 0.00 0.00 95th-Percentile Queue Length [fUln] 7.50 0.00 0.00 0.00 d A, Approach Delay [s/veh] 15.98 0.00 0.00 Approach LOS C A A d I, Intersection Delay [s/veh] 0.16 Intersection LOS C L A M B E T H Vistro File: C:\...\Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 2 Generated with IJM Scenario 12: 12 2022 Bkgd+Site PM - Wed. Traffic Volume - Future Total Volume 0 1063 ----- 4P 32 1922 r L. AM, B E. T H Vistro File: CA ... \Lakeside Presby. 12.30.21 - Updated Trip Gen.vistro ENGINEERING 12/30/2021 3