Item 9D - TIA Updated MemoKimley»>Horn
MEMORANDUM
To:
HCCP Property Partners
From:
Scot Johnson, P.E., PTOE
Kimley-Horn and Associates, Inc.
e * ;' ....................
Date:
August 2, 2022
SCo7 A..JOHNSON_. .
I 92sT5
Subject:
Kirkwood Boulevard / Street A Right -Turn Lane
If o -liNs �Z
Carillon Parc — Southlake, TX
Introduction
Kimley-Horn prepared a traffic impact analysis (TIA) for the proposed Carillon Parc development in
2018. Since that time, the proposed land uses and site layout have been updated. The changes in
land use will result in a notable reduction in site -related vehicle traffic on Kirkwood Boulevard
compared to that accepted in 2018. This memorandum document how the proposed Street A access
point connecting to Kirkland Boulevard can meet City standards and function appropriately for the
updated vehicle demands.
Kirkwood Boulevard Infrastructure
In the 2018 TIA, the intersection of Street A (then called Drive 1) with Kirkwood Boulevard was
designed to form the 4t" leg of the existing Kirkwood Boulevard intersection at St, Tropez Drive. This
unsignalized intersection had an existing median opening with an eastbound left -turn lane for St.
Tropez Drive. Kirkwood Boulevard is and will remain an MD arterial on the City's Thoroughfare Plan,
with a four -lane divided cross-section.
In the 2018 site plan, the new south leg of the intersection would be a major access point to the
overall mixed -use Carillon Parc development. The mixed -use development had a grid of internal
streets with access to SH 114 WBFR, White Chapel Boulevard, and Kirkwood Boulevard, plus
emergency access connections to Riviera Lane. Street A had two outbound lanes to Kirkwood
Boulevard. For inbound traffic, both a westbound left -turn lane and an eastbound right -turn lane were
to be constructed. Exhibit 2 from the 2018 TIA is attached at the end of this document.
For the 2022 site plan, the northern half of the Carillon Parc site has been redesigned to provide 79
single-family residential lots. The 2022 site plan is shown in Exhibit 1. These residential lots do not
have a vehicular connection to the remaining mixed -use parts of Carillon Parc. Some fire lanes do
connect but these will be closed to non -emergency vehicles. The 79 residential lots will take all
vehicular access from Kirkwood Boulevard and Riviera Lane. None of the vehicle traffic for the
mixed -use areas would use those residential access points. Analysis later in this report will show the
reduction in traffic from the new development. Because of the switch to single-family residential uses
with lighter overall traffic levels, the Street A connection to Kirkwood Boulevard can be smaller and of
Kimley»>Horn
residential rather than commercial character. The following figure shows the lanes proposed in 2018
and those proposed in the 2022 site plan.
2018 TIA Lanes: 2022 Proposed Lanes:
v
o
N
N 2
O �
H ~_
N �
c� a Z' a
V' .__STOP r v Kirkwood
sroP � Kirkwood
.�. STOP c==�> STOP Boulevard STOP STOP Boulevard
4-
U)
�a
N W
[If(if
For 2022, Street A will have a single -lane approach to Kirkwood Boulevard, matching the north leg of
St. Tropez Drive. The westbound left -turn lane will be constructed, as is typical for any median
opening. There is no eastbound right -turn lane for Street A. The intersection of Kirkwood Boulevard
and Riviera Lane is already built to its final configuration.
Carillon Park Residential Traffic
The site -related traffic using Street A is projected using the same TIA procedures as in the 2018 TIA.
The 79 residential lots will have the following trip generation estimate:
Land Uses
Amount
Units
TE
Code
Daily
One -Way
Trips
AM Peak Hour
One -Way Trips
PM Peak Hour
One -Way Trips
IN
OUT
TOTAL
IN
OUT TOTAL
Single Family Detached Housing
79
1 DU
210
1 812
16
44
60
50
30 80
Trip Generation rates based on ITE's Trip Generation Manual, 11th Edition.
All of this vehicle traffic enters or exits Kirkwood Boulevard at Street A or at Riviera Lane. As noted,
there is no longer any commercial traffic from Carillon Parc using Kirkwood Boulevard for access,
although some may still use Kirkwood Boulevard before or after reaching the commercial site via
SH 114 WBFR or White Chapel Boulevard. Furthermore, the above residential vehicle trip estimate
does not have reductions for internal capture by walking within the Carillon Parc development. Some
of the vehicle trips will not actually take place since the residents can fulfill some of their work,
shopping, dining, library, or recreation trips by walking next door to the commercial parts of the site.
The following figure shows the traffic assignment, showing the percentages of residential traffic
arriving and departing from the two residential access points. As shown, most of the residential traffic
enters and exits via Street A. Based on the lot layout and how people would select the shortest paths
to reach their homes, Riviera Lane is only advantageous for a small amount of the residential lots.
Kimley»>Horn
2022 Traffic Assignment
15%
(15%)
Il
V
(70%)
Z v
0
r
N
U 0
a)m
L
>
(� (10%)
V y 10%
10% (75%)
75%
10%
5%
Kirkwood
Boulevard
(10
(10%) 10% � (10%) (5%)
C
J
N
Multiplying the trip generation by the traffic assignment percentages results in the residential traffic
volumes. The following figure shows the 2018 TIA volumes and the new 2022 traffic volumes for the
updated residential areas. As shown the 2022 residential traffic represents a substantial reduction in
traffic volume compared to the 2018 TIA. Of specific note is the northbound left -turn volume at
Street A, which has been reduced by about 90% with the change (from 246 PM outbound trips to 23).
With less than 40 outbound vehicles in any peak hour, this shows how the single northbound lane is
appropriate for the change in land use.
2018 TIA Site -Generated Traffic Volumes
j45 23
43 (205)
17) 0 31
9 (0) � 23([�40)
90 (0) 41) 5711 110 Il 9
45 (80) (246) (0) (41)
2022 Residential Site -Generated Traffic Volumes
0 2
(0) (8) 1 (5)
31 (21)
4 10
m0) (30)
U 0
m o
r_ m
>L
0 0 0
(0p) (n0) (0)
o (o)
a 4 (3)
2 (5)
0 (0)
u
2 (5)
33
0 4
12 (38)
(23)
(0) (3)
23 (40)
0 (0)
Kirkwood
170(f20) I �J Boulevard
(0 0
0) (0)
2 (5)
1 (3)
Kirkwood
� Boulevard
2 (5) 4 u 2
(3) (2)
a)
Kimley»>Horn
Adding the residential site -generated traffic to the 2018 TIA projection of background traffic in the
study year 2026, the following ultimate traffic volumes are found. The following figure shows the
background plus site traffic from the 2018 TIA, and the new background plus residential site traffic
with the 2022 land uses. While the Street A volumes do not change from the previous figures, these
background plus site traffic figures show the total traffic volumes for the Riviera Lane intersection,
including the traffic from the existing residential uses along that street.
2018 TIA Study Year 2026 Background Plus Site -Generated Traffic Volumes
478 45 61 0 3 `L 1(3)
(607) (54) 37 (55) (28) (0) (5) 63(44)
fl Q_C� /r 147(256) C�J fl k 23(40)
30 (26) 4
341 78 69 (99) 51 0 9
(481) (141) 45(80) (246) (0) (41)
50 (74)
on)
Kirkwood
77(131) � & Boulevard
22 (14) 22 1
(12) (0)
iY
2022 Residential Study Year 2026 Background Plus Site -Generated Traffic Volumes
433 24 5� 61 0 31 ()
(527) (221 :a 135 35 (72) (28) (0) (5) V J.73(47)
V
F' 30 (26) S/ I '*� 4 r'
324 57 62(63) 33 0 4
(399) (90) 12 (38) (23) (0) (3)
Right -Turn Lane Volumes at Street A
�P 29 (39)
p Kirkwood
64 (52) �J Boulevard
24 (19) q 26 3
(15) (2)
m
m
m
0_
Per Section 5.4.a of Southlake's Driveway Ordinance, a right -turn lane is required at driveways with
right -turning volumes over 50 vehicles per hour. In the 2018 TIA, this volume threshold was met.
As seen in the above figure of 2022 residential site -generated traffic, the eastbound right -turn at
Street A is only 38 vehicles during the PM peak hour, when inbound volumes are the highest. Site -
generated right -turning volume at Riviera Lane is also extremely low at 24 vehicles or fewer. With
the residential land use, no right -turn lanes are required at Street A or Riviera Lane.
Kimley»>Horn
2026 Background
City of Southlake
Plus Site -Generated
Threshold
Right -Turn
Right -Turn Lane
Location
Peak Hour Right-
(city ordinance No.
Recommended?
Turn Volume
634, Section 5.4.a)
Street A from
38 vph
50 vph
No
Kirkwood Blvd.
Riviera Lane from
24 vph
50 vph
No
Kirkwood Blvd.
Summary
The current Carillon Parc site plan has an 79-lot single-family residential area on the north side of the
site. This change in land use and the residential area's separation from the mixed -use remainder of
the site will result in a significant drop in vehicle trips on Kirkwood Boulevard when compared to the
2018 TIA for the previous site plan. With the reduction in site -generated traffic at Street A, the main
residential driveway to Kirkwood Boulevard, no eastbound right -turn lane should be required for
Street A.
END
Attachments: Exhibit 1 — 2022 Site Plan
Excerpts from Carillon Parc TIA, April 30, 2018
Kimley>»Horn
Attachments
NORTH I a.
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EXHIBIT 1
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Excerpt 2018 TIA
Traffic Impact Analysis
Carillon Parc
Mixed -Use Development
NEC White Chapel Boulevard and SH 114
South lake, 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
Original Submission: April 6, 2018
Revised Submission: April 30, 2018
I SCOT A- JOHNSON...0
�� , ��....Q 2615s ®® ® p
Excerpt 2018 TIA
Kim1ey y>> Horn Page h
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.
Gates will be installed at the cross -access locations to the adjacent residential areas to allow
access by emergency vehicles only.
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.
Excerpt 2018 TIA
Kimley>>> Horn Page iii
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:
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 2 outbound lanes, a westbound left -turn
deceleration lane, and 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.
April 30, 2018 Update Note:
This analysis and report has been updated throughout to reflect the current site plan and
address comments from the TIA review dated April 20, 2018. The comments and the
responses to each comment are included in the first section of the Appendix.
Excerpt 2018 TIA
�0�6006BA
N
Q
t9
L
v
w
s
3
I St. Tropez Drive
I
-- -� - Boulevard
Kirkwood _
EXHIBIT 2
Conceptual Site Plan North
Kim 1 ey >> Horn Not To Scale
Excerpt 2018 TIA
SH 114
SH 114
nFU
r
U
wm
t
EXHIBIT 3
LEGEND:
Lane Assignment and Intersection Control
O =SignaliIntersection zed
STOP = Stop -Controlled
* Turn Bay
4— = Driveway Lanes or
North
Kim
ey >>>
H
o r n
Approach
= Travel Lane
Off -Site Improvements
TWLTL = Two-WayLeft Turn Lane
Not To Scale
Excerpt 2018 TIA
136 195
61
() (P92))
`I17
60 (75)
238 (170)
113 (76)
167 (98)
�7
Dove Road >
p
206 (134)
13 (37)
4
N
a
42
161
73 2(37)
(190)
(59) F
315
12
(395)
(10)
21 (6)
V
V44
80 (39)
36
(287)
(46)
82 (173)
38 (160)
6
377
406 (588)
( )
n
�Cj
108 (72)
SH 114 WBFR
V
122
197
(136)
(154)
591 208
(758) (218)
SH 114 EBFR n
6 (2)
801(25) 300 454
121 (127) (280) (234)
N U
Q N
l6 >
t �
U D
o
-m
r
EXHIBIT 4
2018 Existing Traffic Volumes
Kimley>>>Horn
47 2 1 Q
(5 � = 1 (2)
a 48 (29)
23 (20)
42 (44)
a
20 (22)
0 (1)
Kirkwood
42 (37)
r> Boulevard
17(11)
17
1
(9)
(0)
86
24 (84)
235 (284)
430 (645)
LEGEND:
X (Y)
X= Weekday AM Peak Hour Turning Movements North
Y = Weekday PM Peak Hour Turning Movements
Volumes may not sum from point to point due to rounding
and reaence of smaller drivewa s not included in analysis.
Not To Scale
Kimley>»Horn
III. PROJECT TRAFFIC CHARACTERISTICS
A. Site -Generated Traffic
Excerpt 2018 TIA
Page 9
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 — TOD Generation
Land Uses
Amount
Units
TE
Cootie
Daily
One-Wa
Trips
AM Peak Hour
One -Way Trips
PM Peak Hour
One -Way Trips
IN
F 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
1 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:
1 21,109
1 492
213
705
1,024
1,045
2069,
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
I rip 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 Kim ley -Horn data.
Excerpt 2018 TIA
a
5%
�7
Dove Road >
0
5%
N
op
(5%) (5%)
(5%) o
10% 5% (5%)
fl (L> (25%)
1
(25 %)
4
�
5%
20%
(10%)
(25%)
10%
(10%)
fl
V
/�
V�
(25%)
25%
40%
25%
a
(10%)
SH 114 WBFR
4
40%
(2nn5%) (25%)
SH 114 EBFR V
10% 4
30 %
N U
a m
m >
t �
U D
o
-m
r
EXHIBIT 5
Trip Distribution and Traffic Assignment
Kimley>>>Horn
F
U)
„1J
5%
10%
Drive 2
Drive 3 v
a�
0
/a 5%
V Kirkwood
Boulevard
(5/) V
() 15%
25% (5%)
35 %
0
0
E
0
0
(5%) I 5%
j 5%
LEGEND:
X % (Y%)
X%= Percentage of Inbound Site -Generated Traffic
North
(Y%) = Percentage of Outbound Site -Generated Traffic
T
Not To Scale
Excerpt 2018 TIA
0 23
0
(40V)
0 (0)
o (o)
23 (40)
t�
0'(o) �/
�7
Dove Road >
0 (0)
23 (40)
4
p`
N
p.
9
9
9 O
(41)
(41)
(41) F
U)
45
23
(80)
(40)
9 (41)
fl
V
/�
Cj17
43 (205)
ll(8811)
(82)
88
(285)
9 (41)
4
�
40
90
(122)
(160)
43
45
(205)
(80)
17 (82)
fl
V
/�
V�
43 (205)
113
180
(200)
(320)
113 (200)
a
17 (82)
9
77
9 (41)
(441)
(369)
26 (123)
SH 114 WBFR
V
0
180
(0)
(320)
43 43
(205) (205)
SH 114 EBFR b
45 (80) 4 �'
0 (0) 135 0
0 (0) (240) (0)
N U
Q N
l6 >
t �
U D
o
-m
r
EXHIBIT 6
Site -Generated Traffic Volumes
Kimley>>>Horn
0 0 0 - 0 (0)
(0) (0) (0) a 0 (0)
„ j fl > 23 (40)
o (o)
9(41) 4 <N f>
45 (80) (246) (0) (41)
a
23 (40)
0 (0)
Kirkwood
17 (62)
r> Boulevard
0 (0)
0
0
(0)
(0)
N
N �
> N
J
N
Drive 2
Drive 3 v
a�
tj
43
(205) 68 (120)
a 121 (241)
158 (280)
0
0
E
0
0
9
(41) `� 23 (40)
0 a 23 (40)
LEGEND:
X (Y)
X= Weekday AM Peak Hour Turning Movements North
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.
Not To Scale
Excerpt 2018 TIA
176 291
79
() (430))
`I17
78 (97)
308 (220)
179(141)
216 (127)
�7
Dove
Road
>
p
267 (174)
46 (89)
4
N
a
63
225
106
2
(89)
(309)
(128)
F
U)
478
45
61
0 3
1 (3)
(607)
(54)
37 (55)
(28)
(0) (5)
a
63 (44)
147 (256)
aj
n L>
23 (40)
r>
30 (26)
1
341
78
69(99)
51
0
9
(481)
(141)
45(80)
(246)
(0)
(41)
625
(862)
9 (41)
4
�
411
90
(580)
(160)
567
58
(780)
(82)
18 (88)
fl
V
/�
V�
43 (205)
484
218
(658)
(327)
220 (430)
68 (301)
17
577
680 (1054)
(53)
(932)
V
175 (271)
SH 114 WBFR
183
537
(1 81 )
(541)
919
404
(13306)
(584)
n
SH 114 EBFR
66 (85)
4
�'
1069(66)
582
675
171(178)
(687)
(472)
N U
Q M
l6 >
t �
U
o
-m
r
Drive 2
Drive 3
a
50 (74)
0 (1)
Kirkwood
77 (131)
Boulevard
22 (14) 22
1
(12)
(0)
48
(236) 113 (128)
a 1136 (1767)
934 (1279)
0
0
E
0
0
123
(142) 54 (149)
„ j a 352 (415)
EXHIBIT 10 LEGEND:
X (Y)
2026 Background Plus Site -Generated Traffic Volumes X = Weekday AM Peak Hour Turning Movements North
Y = Weekday PM Peak Hour Turning Movements
Kim 1 ey >>> H o r n Volumes may not sum from point to point due to rounding
and resence of smaller drivewa s not included in analysis.
Not To Scale