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Item 8 -TIA for The Creekside Point TRAFFIC IMPACT ANALYSIS FOR THE CREEKSIDE POINT IN CI TY OF SOUTHLAKE, TEXAS DeShazo Project No.20071 Prepared for: Mr. David Karr, Brown Company Partners, LLC 15851 Dallas Parkway, Suite 628 Addison,Texas 75001 Prepared by: DeShazo Group, Inc. Texas Registered Engineering Firm F-3199 400 South Houston Street, Suite 330 Dallas,Texas 75202 214.748.6740 OF TF�t1I ..F *: .............. / JOHN J.DeSHAZO September 21 2020 � �. 11490 .•�,�� DeShazo Group 09/21/2020 Traffic. Transportation Planning. Parking. Design. Texas Registered Engineering Firm F-3199 Traffic Impact Analysis for The Creekside Point in City of Southlake, Texas "DeShozo Project No.20071" Table of Contents EXECUTIVESUMMARY........................................................................................................................ 1 INTRODUCTION.....................................................................................................................................3 PURPOSE.............................................................................................................................................3 TRAFFIC IMPACT ANALYSIS- METHODOLOGY ...................................................................................3 ANALYSIS SCENARIOS.........................................................................................................................4 EXISTING AND PROPOSED LAND USE.............................................................................................. 7 SITE LOCATION AND STUDY AREA......................................................................................................7 EXISTING SITE AND DEVELOPMENT....................................................................................................7 EXISTING AND PROPOSED TRANSPORTATION SYSTEM...............................................................8 THOROUGHFARE SYSTEM...................................................................................................................8 EXISTING TRAFFIC VOLUMES..............................................................................................................8 PROJECTED BACKGROUND TRAFFIC VOLUMES..................................................................................8 TRIP GENERATION ..............................................................................................................................9 TRIP DISTRIBUTION AND ASSIGNMENT..............................................................................................9 SITE-GENERATED TRAFFIC VOLUMES.................................................................................................9 ROADWAY INTERSECTION ANALYSIS............................................................................................. 10 INTERSECTION CAPACITY ANALYSIS - METHODOLGY..................................................................... 10 2020 EXISTING— INTERSECTION ANALYSIS...................................................................................... 11 2023 BACKGROUND AND BACKGROUND PLUS SITE — INTERSECTION ANALYSIS .......................... 12 ROADWAY LINK ANALYSIS - METHODOLGY.................................................................................... 13 ROADWAY LINK ANALYSIS- RESULTS............................................................................................... 14 SITEACCESS REVIEW....................................................................................................................... 15 INTERSECTION SIGHT DISTANCE AND STOPPING SIGHT DISTANCE................................................. 15 DRIVEWAY SPACING REVIEW........................................................................................................... 15 DECELERATION LANE ANALYSIS........................................................................................................ 16 SUMMARY OF FINDINGS AND RECOMMENDATIONS..................................................................... 18 DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Table of Contents LIST OF TABLES: Table 1. Development Program Summary Table 2. Development Scenarios Analyzed Table 3. Projected Trip Generation Table 4. Existing Intersection Analysis Table 5. 2023 Intersection Analysis Table 6. Roadway Link Capacity Analysis Results Summary Table 7: Intersection Sight Distance Summary Table 8. Driveway Spacing Summary Table 9. Deceleration Lane Analysis LIST OF EXHIBITS: Exhibit 1. Site Location Map Exhibit 2. Preliminary Site Plan Exhibit 3. Existing Roadway Geometry and Traffic Control Exhibit 4. Proposed Roadway Geometry and Traffic Control Exhibit 5. Intersection Sight Distance at Driveway 1 LIST OF APPENDICES: Appendix A. Traffic Volume Exhibits Appendix B. 2015&2019 Traffic Count Data Appendix C. Site-Generated Traffic Supplement Appendix D. Detailed Intersection Capacity Analysis Results Appendix E. TOOT and City of Southlake Driveway Spacing and Deceleration Lane Criteria DeShazo Group,Inc. TIA for the Creekside Point in South lake,Texas September 2020 Table of Contents The services of DeShazo Group, Inc. (DeShazo)were retained by Brown Company Partners, LLC,to conduct a traffic impact analysis(TIA)for the proposed mixed-use development in City of Southlake, Texas. The subject property will be located on the South-East quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake,Texas. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group. The site plan and the development program has changed since then. The proposed project will be fully constructed by 2023.The overall area of the site is approximately 6 acres.Table 1 shows the development program summary for the site development. Table 1. Development Program Summary Use Quantity Buildout Year Embassy Hotel 145 rooms 2022 High-Turnover(Sit-Down) Restaurants 14,500 SF 2023 The analysis of the traffic generated by the proposed development resulted in no significant impact on the local roadway system. Below is a summary of findings from this TIA. FINDING: Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. FINDING: Based upon the 2023 background-plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- a. The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- a. The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition,with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- a. The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd— The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (951h Percentile) for NB left turn is around 5 vehicles. ❖ RECOMMENDATION FOR SIGNALIZED INTERSECTIONS: Optimizing the signal timings and splits will reduce the operational delay for both Frontage Roads during AM peak hour.The failing LOS during PM peak hour is due to the heavy background traffic assumed from the previous developments (Vista development and Ameritrade development). The proposed DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 1 development poses only a minimal impact to the intersections. By optimizing the signal timing the delay at the signalized intersections can be reduced. ❖ Stacking Depth:At Driveway 1,the maximum 95t" percentile queue is 5 vehicles during AM peak hour. As per the site plan, the available stacking depth is inadequate at extreme conditions. FINDING: The right-turn ingress volumes at Driveways 1 exceeds the City of Southlake's minimum right-turn volume to require the installation of a right-turn lane on Kirkwood Blvd. Therefore, a right-turn lane is required at Driveway 1. ❖ RECOMMENDATION: The existing rightmost eastbound lane can be converted to a right- turn lane for Driveway 1 as Synchro analysis of the driveway indicated that it is expected to operate acceptably with two eastbound through lanes and a right-turn lane at the intersection. FINDING: All the site driveways proposed for this study meet City of Southlake driveway spacing requirements. FINDING: Based on the cursory review on Google Earth, the proposed site driveways meet the required intersection sight distance. (Refer to Table 7). From the field visit, it is recommended the trees that are inhibiting the driver's view toward oncoming traffic need to be trimmed in order to allow an unobstructed line of sight of 470 feet from Driveway 1 (Refer Exhibit 5). FINDING: Based upon the roadway link analysis, the proposed development has no significant impact on Kirkwood Boulevard. END OF SUMMARY DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 2 The services of DeShazo Group, Inc. (DeShazo)were retained by Brown Company Partners, LLC,to conduct a traffic impact analysis(TIA)for the proposed mixed-use development in City of Southlake, Texas. The subject property will be located on the South-East quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake,Texas.The proposed project will be fully constructed by 2023.A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group, and the development program has changed since then. A site location map and preliminary site plan are provided in Exhibit 1 and Exhibit 2, respectively. PURPOSE City of Southlake is requiring that a TIA be completed for the subject site as part of the approval process.The purpose of the TIA is to determine if any improvements to the adjacent transportation system are needed in order to maintain a satisfactory level of service, an acceptable level of safety, and appropriate access for the proposed development. TRAFFIC IMPACT ANALYSIS - METHODOLOGY To achieve this objective, this analysis summarizes the traffic operational characteristics of the background conditions within a designated study area and the projected incremental impact of the Project as determined through standardized engineering analyses.The standard methodology used to conduct the traffic impact analysis is described below. 1. Collect current traffic volume data on a typical day throughout the study area to represent existing traffic conditions. 2. Apply growth factors to the existing volumes to project future background traffic at the site buildout year conditions. 3. Project traffic generated by the proposed development using trip generation, trip distribution and traffic assignment as described below. a. Trip generation is calculated in terms of "trip ends" — a trip end is a one-way vehicular trip entering or exiting a site driveway (i.e., a single vehicle entering and exiting a site represents two trip ends). b. Trip distribution and assignment of site-generated trips to the surrounding roadway system is determined by proportionally estimating the orientation of travel via various travel routes. This is a subjective exercise based upon professional judgment considering such factors as directional characteristics of existing local traffic; trip attributes (e.g., trip purpose, trip length, travel time, etc.), roadway features(e.g.,capacity,operational conditions, character of environment), regional demographics, etc. 4. Determine site-plus-background traffic by adding the projected site-generated traffic to the background traffic. 5. Analyze existing, background and background-plus-site traffic volumes to evaluate the roadway conditions in the vicinity of the proposed development. 6. If needed, mitigation measures are recommended based upon the analysis to improve roadway operational conditions. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 3 ANALYSIS SCENARIOS This TIA analyzed the following peak hour periods that are considered the most critical conditions on the public roadway system related to the proposed Project. The proposed project is planned to be built in two phases and will be fully constructed by 2023. Roadway Peak Hour Analyzed: • Weekday: AM peak hour of adjacent street traffic • Weekday: PM peak hour of adjacent street traffic Development scenarios considered in this analysis are summarized in Table 2. Table 2. Development Scenarios Analyzed Scenario Development Program Traffic Volumes 2020 Existing None Added Existing 2020 Volumes 2023 Background None Added Existing 2020 volumes grown at 3% per year for 3 year+Vista +Ameritrade site traffic 2023 Background +Site Site-Generated Traffic Existing 2020 volumes grown at 3% per year for 3 year plus site traffic+Vista + Ameritrade site traffic DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 4 El T-7 T 1 �� Trophy Clubs O'Westia x ` ILAE� - r' o LI El wood-Blud"&TAX 114 Frontage\Rd '��: Lj_ __ El El Fn -I : 1 1 / - - co - -� t:� II LEGEND: ��� SITE LOCATION ��Sha Global Traffic Distribution PROJECT#:20071 •• S. Houston Street Ste. 330 D• Texas • •- Point in Southlake,Texas D - 2020 Page is too large to OCR. The study parameters used in this TIA are based upon the requirements of TxDOT/City of Southlake and are consistent with the standard industry practices used in similar studies. SITE LOCATION AND STUDY AREA The subject property will be located on the South-East Quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake,Texas. Roadway Intersections: • SH 114 SB Frontage Road at Solana Boulevard: Signalized • SH 114 NB Frontage Road at Kirkwood Boulevard: Signalized • The Vista Driveway/Driveway 1 at Kirkwood Boulevard: STOP-controlled on driveway • T W King Road at Kirkwood Boulevard: Signalized • Site Driveway 2 at SH 114 NB Frontage Road: STOP-controlled on driveway EXISTING SITE AND DEVELOPMENT The site is currently vacant. The surrounding of the proposed development is mixed-use developments.The proposed development will consist of a Creekside Point hotel of 145 rooms and High turnover restaurants of 14,500 SF.The proposed development is estimated to be built by 2023. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 7 EXISTING AND PROPOSED TRANSPORTATION SYSTEM Thoroughfare System • SH 114 Frontage Road: — Existing operation and cross-section:Two lanes, one-way — Speed Limit: 50 mph — City of Southlake Functional Classification: Principal Arterial • Kirkwood Boulevard: — Existing operation and cross-section: Six lanes,two-way, divided — Speed Limit: 30 mph — City of Southlake Functional Classification: Major Arterial • T W King Road: — Existing operation and cross-section:Two lanes,two-way, undivided — Speed Limit: 30 mph — City of Southlake Functional Classification: Minor Collector A summary of the existing and proposed intersection/roadway geometry and traffic control devices are shown in Exhibit 3 and Exhibit 4 respectively. Existing Traffic Volumes The existing traffic volumes were collected during the analyzed peak hours at the study area intersections and roadway links on Thursday,April 7, 2015.The traffic counts were collected during the traditional morning and evening peak hours.The existing volumes were grown for five years at a rate of 3% and used as 2020 existing volumes for this study except for T W King Rd at Kirkwood Blvd intersection.The traffic volumes requested by Lee Engineering on June 18, 2019 were used for this intersection.These volumes were grown for one year at a rate of 3%and used as 2020 existing volumes in conjunction on current traffic volumes for this study. Traffic volumes are graphically summarized in Appendix A and detailed 15-minute-count data sheets are provided in Appendix B. Projected Background Traffic Volumes Background traffic growth is defined as the normal traffic growth that is not directly related to the subject development of this study. DeShazo assumed an annual growth rate of 3% in determining background traffic growth based on previous traffic impact studies completed for other site developments in the vicinity of project. Traffic volumes for the Vista Drive across from Driveway 1 were obtained from the trip generation exhibits 4 and 5 in the TIA conducted by Halff Associates for The Vista development. The exhibits are included for reference in Appendix E. The trips generated from Vista development and Ameritrade development are added to the background traffic of the proposed development. Historical traffic volumes in the area have fluctuated in the last several years. A growth rate of 3% per year was used in this analysis till full buildout (2023). DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 8 Future background traffic volumes estimate for the buildout years were calculated by applying the assumed growth rate for the study area intersections. These volumes are graphically summarized in Appendix A. TRIP GENERATION The Institute of Transportation Engineers Trip Generation manual (10th Edition) is an accepted source for calculating trip generation for common land uses for which sufficient published data is available. Trip generation is summarized in trip ends—a trip end is a one-way vehicular trip entering or leaving a site (i.e., one vehicle arriving and departing represents two trip ends). This analysis evaluates typical weekday AM and PM peak hour conditions of the local street traffic. Table 3 provides a summary of the calculated trip ends generated by the project. Excerpts from ITE Trip Generation data are provided in the Appendix section of this report.Supplemental information used in the trip generation calculations is provided in Appendix C. Table 3. Projected Trip Generation for Development ITE ITE Quantity weekday AM Peak Hour PM Peak Hour Code Land Use Tri ps I Total I In I Out Total I In Out 310 Hotel 145 Rooms 1,210 67 40 27 83 42 41 ....................................................................................................................................................................................................................................................................................................................................................................................................... 932 High-Turnover(Sit-Down)Restaurant 14,500 SF 1,627 144 79 65 142 88 54 Subtotals: 2,837 211 119 92 225 130 95 Totals: 2,837 211 119 92 225 130 95 For the purpose of the analysis,the commercial space was assume to have only High Turnover(Sit Down) Restaurant. If the commercial space was to be develop as a Office or Mixed-use, these land uses would generate lesser traffic than the assumed High Turnover(Sit Down)Restaurant.Therefore,the proposed site traffic determined in the analsis is based on conservative estimate. TRIP DISTRIBUTION AND ASSIGNMENT Traffic for the proposed development was distributed and assigned to the study area roadway network based upon the roadway network and regional travel flow [or existing traffic patterns]. Detailed trip distribution and traffic assignment calculations and results are summarized in Appendix C. SITE-GENERATED TRAFFIC VOLUMES Site-generated traffic is calculated by multiplying the trip generation value (from Table 3) by the corresponding traffic assignments (from Appendix Q. The resulting cumulative (for all uses) peak period site-generated traffic volumes at buildout of the Project are graphically summarized in Appendix A. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 9 INTERSECTION CAPACITY ANALYSIS - METHODOLGY The level of performance of infrastructure can often be measured through an analysis of volume and capacity that considers various physical and operational characteristics of the system. For vehicular traffic, an operational analysis of roadway intersection capacity is the most detailed type of analysis. An industry-standardized methodology for this type of analysis is presented in the Highway Capacity Manual (HCM). HCM uses the term "level of service" (LOS) to qualitatively describe the efficiency using a letter grade of A through F. Generally, LOS is described as follows. LOS A =free, unobstructed flow LOS B= reasonably free flow LOS C=stable flow LOS D= approaching unstable flow LOS E= unstable flow, operating at design capacity LOS F=operating over design capacity Traffic operational analysis is typically measured in one-hour periods during day-to-day peak conditions. In most urban settings, LOS C(or better) is desirable, although LOS D is considered to be acceptable. Nevertheless, periods of LOS E or F conditions are not uncommon for brief periods of time at major transportation facilities. In some cases, measures to add more capacity—either through operational changes and/or physical improvements—can be identified to increase efficiency and sometimes improve the level of service. For traffic-signal-controlled ("signalized") intersections and STOP-controlled ("unsignalized") intersections, LOS is determined based upon the calculated average seconds of delay per vehicle. For signalized intersections,the average delay per vehicle can be effectively calculated for the entire intersection. However, the average delay per vehicle for unsignalized intersections is calculated by only approach or by individual traffic maneuvers that must stop or yield right-of-way. For unsignalized intersections of a minor street or driveway and a major roadway, the analysis methodology often breaks down and yields low levels of service (often, LOS F) that cannot be mitigated unless a traffic signal is installed. However, for a traffic signal to be installed, the responsible agency that governs the right-of-way must issue its approval subject to very specific warrant criteria being met and several other operational considerations being satisfied. Neither level of service nor delay is considered a criterion for traffic signal installation. The following table summarizes the LOS criteria for signalized and unsignalized intersections as defined in the latest edition of the Highway Capacity Manual. Signalized Intersection Unsignalized Intersection (Average Delay per Vehicle) (Average Delay per Vehicle) LOSA < 10 < 10 LOS B >10-<20 >10-<15 LOS C >20-<35 >15-<25 LOS D >35-<55 >25-<35 LOS E >55-<80 >35-<50 LOS F >80 >50 NOTE: Signalized intersection operational parameters and operational results in this TIA were obtained directly from the optimized software output and may differ slightly from actual traffic signal operations. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 10 2020 EXISTING - INTERSECTION ANALYSIS Existing traffic volumes were analyzed to determine current operational conditions. Intersection capacity analyses presented in this study were performed using the SYNCHRO software package. Table 4 provides a summary of peak period intersectional operational conditions. Detailed traffic volumes and software output for all intersection analysis is provided in Appendix A and Appendix D, respectively. Table 4. 2020 Existing Intersection Analysis Traffic 2020 Analysis Intersections Movement AM PM Kirkwood Boulevard at SH 114SBFR o B (10.6) D (38.2) 4-1 N Kirkwood Boulevard at 0 a� SH 114 NBFR c C (27.7) D (47.4) a� Kirkwood Boulevard at .6 T W King Road o B (16.8) C (23.5) V) Kirkwood Boulevard at NBL - - -The Vista Dr/ Driveway 1 NBTR - - - - EBL 0 c - - - - N .0 WBL - - - - SBR - aU Driveway 2 at c SH 114 NBFR WBR - - - - Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. KEY: A,8,C,D,E,F=Level-of-Service for each intersection approach N8,S8,E8, W8=North-,South-,East-,Westbound approach L, T, R=Left Through,Right Approach turning movement AM=AM Peak Hour of Adjacent Street PM=AM Peak Hour of Adjacent Street NOTE: Signalized intersection operational parameters and operational results were obtained directly from the optimized software output and may differ slightly from actual traffic signal operations. DeShazo Group,Inc. TIA for the Creekside Point in South lake,Texas September 2020 Page 11 2023 BACKGROUND AND BACKGROUND PLUS SITE - INTERSECTION ANALYSIS The site is expected to be completed in year 2023. Therefore, year 2023 background and background-plus-site traffic volumes were analyzed to determine the incremental change in operational conditions during peak periods without and with site-related traffic. LOS results are provided in Table 5. Table 5. 2023 Intersection Analysis 2023 Background 2023 Background+Site Traffic Queue Queue Intersections Movement AM PM AM (veh) PM (veh) Kirkwood Boulevard at SH 114SBFR o C (25.5) F (>100) C (28.5) F (>100) With Optimized Splits v D(36.9) Kirkwood Boulevard at v SH 114 NBFR c F (93.7) F (86.2) F (99.9) F (89.4) With Optimized Splits v D(53.9) Kirkwood Boulevard at T W King Road B (19.5) E (58.5) B (18.9) E (58.7) in With Optimized Splits D(50.3) Kirkwood Boulevard of NBL F (>100) 5 C (19.2) 1 The Vista Dr/Driveway 1 NBTR C (19.4) 1 A (8.5) 1 EBL v o B (10.7) B (12.0) B (10.7) 1 B (12.0) 1 WBL C (18.0) 1 A (7.4) 1 SBR B (10.5) C (17.5) B (10.5) 1 C (17.5) 2 Driveway 2 at c SH 114 NBFR WBR C (17.0) 1 C (18.2) 1 Based upon the 2023 background-plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- a. The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- •. The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition,with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- a. The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd- The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (95th Percentile) for NB left turn is around 5 vehicles. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 12 ROADWAY LINK ANALYSIS - METHODOLGY A roadway link is a roadway segment between two intersections. Roadway link capacity analysis is a comparison of actual or forecasted traffic volumes to the theoretically roadway capacity. The capacity of the roadway link is a function of the roadway's cross-section (i.e., number of lanes, lane widths, type of center divider, etc.). However, other more theoretical factors also apply, such as the character of environment and the functional classification of the roadway. Roadway link capacity is less critical than intersection capacity; however, it can provide a gauge of the utilization of given roadway. A specific industry standard for roadway link capacity does not exist, but the typical concept is derived from a base saturation flow rate (i.e., the maximum theoretical rate of continuous flow under ideal, unobstructed conditions). In the traffic engineering industry, this value is generally considered to range between 1,900-2,100 vehicles per lane per hour). A series of adjustment factors are then applied to the saturation flow rate to reflect the characteristics of a given location. The North Central Texas Council of Governments (NCTCOG), the metropolitan planning agency for the Dallas-Fort Worth region, has derived internal "hourly service volume" guidelines used for transportation modelling purposes. The NCTCOG values were based upon the principles presented in the Highway Capacity Manual with "regional calibration"factors applied. Though these per-lane capacities, or "Service Volumes" (summarized in the table below), are intended for modelling purposes,they do provide a reasonable gauge of theoretical capacity. Hourly Service Volumes by Roadway Function Principal Arterial Minor Arterial& Collector& Area Type Frontage Road Local Street Median- Undivided Median- Undivided Median- Undivided Divided or Divided or Divided or Two-Way Two-Way Two-Way One-Way One-Way One-Way CBD 725 650 725 650 475 425 Urban/ 850 775 825 750 525 475 Commercial Suburban 925 8,75 900 825 575 525 Residential Rural 1,025 925 975 875 600 550 To determine the utilization of a roadway,the volume to capacity ratio is calculated—a v/c ratio of less than 1.0 indicates that the roadway is operating under capacity. NCTCOG's level of service denominations are as follows. Volume: Capacity Ratio<45%is LOSA/8 Volume: Capacity Ratio>45%and<65%is LOS C Volume: Capacity Ratio>65%and<80%is LOS D Volume: Capacity Ratio<80%and< 100%is LOS E Volume: Capacity Ratio>100%is LOS F DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 13 ROADWAY LINK ANALYSIS - RESULTS For purpose of the roadway link analysis, the area is considered urban/commercial. Existing peak hour volumes, the growth rate factor and peak hour projected site-generated trips were used to conduct the roadway link analysis which is summarized in Table 6. Table 6. Roadway Link Capacity Analysis Results Summary Classification *Hourly # MEDIAN CAPACITY Roadway Direction V/C LOS for Analysis Volume LANES I DIVIDED?I Per Lane I Roadwayl 1 2020 Existing: Kirkwood Boulevard(Between Driveway 1 EB MajorArterial 851 3 Y 1 850 1 2,550 0.33 A/B and T W King Road) N/g I Major Arte ri al 887 3 Y 850 1 2,550 1 0.35 A/B 2023 Background: Kirkwood Boulevard(Between Driveway 1 EB MajorArterial 1,822 3 Y 850 1 2,550 0.71 D and T W King Road) WB I Major Arterial 2,036 3 Y 850 2,550 0.80 D 2023 Background+Site: Kirkwood Boulevard(Between Driveway 1 EB MajorArterial 1,826 3 Y 850 2,550 0.72 D and T W King Road) WB Major Arterial 2,043 3 Y 850 2,550 0.80 E Note: *:The maximum traffic volume has been taken from AM/PM(whichever is greater)peak hour traffic. Based upon the roadway link analysis: Kirkwood Blvd: • Currently EB and WB movements operate at LOS A/B at existing conditions. • EB and WB movements expected to operate at LOS D and LOS E, respectively at 2023 background plus site conditions. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 14 Intersection sight distance, driveway spacing and deceleration lane requirements were also evaluated as part of this TIA. INTERSECTION SIGHT DISTANCE AND STOPPING SIGHT DISTANCE Sight distance is the metric used to describe the ability of a motorist to physically see (via a direct line of sight) objects and/or other vehicles to a degree sufficient to allow safe and efficient use of a roadway in the intended manner.The sight distance is a function of the major roadway's geometric characteristics and 851" percentile speed. INTERSECTION SIGHT DISTANCE REVIEW FOR PROJECT A cursory review of the proposed driveways on Google Earth found that the proposed driveways satisfy the intersection sight distance criteria. The intersection sight distance summary is shown is Table 7. Table 7: Intersection Sight Distance Summary Speed Meets Intersections Limit Required ISD(Ft) Provided ISD(Ft) Requirements (mph) Right Turn Left Turn Right Turn Left Turn Driveway 2 at 50 480 - 800 - Yes SH114 NBFR Driveway 1 at 30 290 335 370 360 Yes Kirkwood Blvd INTERSECTION SIGHT DISTANCE CURSURY REVIEW FOR PROJECT: Pictures taken at the development site showed that some of the existing trees just outside the property line along eastbound Kirkwood Boulevard may not allow the required unobstructed line of sight of 470 feet from Driveway 1. It is recommended that trees shown in Exhibit 5 be trimmed or removed to allow the require 470 feet of sight distance.This does not rule out the potential that other impediments such and landscaping and signage that may be installed after the construction of Southwest Meadows. DRIVEWAY SPACING REVIEW CITY OF SOUTHLAKE DRIVEWAY SPACING CRITERIA: The City of Southlake's driveway ordinance no. 634 requires 250 feet between access points on an Arterial facility such as Kirkwood Boulevard. Driveway spacing between access points is measured from centerline to centerline of each proposed driveway.Table 8 summarizes the driveway spacing for the proposed driveways along Kirkwood Boulevard. DRIVEWAY SPACING REVIEW FOR PROJECT: A summary of the driveway spacing provided for each of the proposed site access points is presented in Table 8. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 15 Table 8. Driveway Spacing Summary Spacing Between Required Provided Meets (Ft) (Ft) Requirements SH 114 NBFR and Driveway 1 250 —420 Yes Driveway 2 and Kirkwood Blvd 250 ---530 Yes Driveway 1 and T W King Road 250 —420 Yes All the proposed site driveways meet City of Southlake's driveway spacing requirements. DECELERATION LANE ANALYSIS DECELERATION LANE RECOMMENDATIONS: CITY OF SOUTHLAKE RIGHT-TURN DECELERATION LANE CRITERIA: The City of Southlake requires that auxiliary turn lanes be provided if the right-turn ingress volume exceeds 50 vehicles in the design hour on an arterial street such as Kirkwood Boulevard or if the speed limit on the street exceeds 40 MPH and the right-turn ingress volume is at least 40 vehicles in the design hour(Refer to Driveway Ordinance No. 634—5.4.Auxiliary lanes). TXDOT DECELERATION LANE CRITERIA: The TxDOT criteria for providing right-turn deceleration auxiliary lanes are outlined in Table 2-3 (Appendix E) of the Access Management Manual. The threshold for roadways with a posted speed limit greater than 45 MPH is 50 vehicles per hour(or, 60 vehicles per hour for posted speed limit of 45 MPH or lower). For raised medians, left-turn deceleration lanes ("bays")are required for all left- turn opportunities. Table 9 summarizes the expected right-turn volumes at each driveway during the peak hours. Table 9. Deceleration Lane Analysis Traffic Turning Meets Intersection Movement Analysis Scenario Vehicles Requirements (veh) EBR 2023 Background +Site AM 71 Driveway 1 at Kirkwood Blvd 1 2023 Background +Site PM 78 Yes NBR 2023 Background +Site AM 42 Driveway 2 at SH 114 NBFR 2023 Background +Site PM 46 No • The projected eastbound, right-turn traffic volume (78 vehicles during PM peak hour) on Kirkwood Boulevard at Driveway 1 exceeds the volume threshold for an auxiliary lane during the peak hour and a right-turn lane is required. • Since SH 114 NB Frontage Road is a TxDOT roadway, TxDOT's volume thresholds for providing deceleration auxiliary lanes were used to determine if a right-turn lane should be considered at Driveway 2.TxDOT criteria for auxiliary lanes are outlined in Table 2-3 of the Access Management Manual. Driveway 2 does not exceed the volume threshold for an auxiliary lane during the peak hours and a right-turn lane is not required. A summary of the projected peak hour driveway volumes is included in Appendix Afor each scenario analyzed. DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 16 CITY OF SOUTHLAKE LEFT-TURN DECELERATION LANE CRITERIA: The City of Southlake requires that auxiliary left-turn lanes be provided on divided roads when a proposed driveway will be served by an existing public street median opening. Since Kirkwood Boulevard is a divided road and Driveway 1 will be served by the existing median opening, a westbound left-turn lane into Driveway 1 is required (Driveway Ordinance No. 634, pg. 13, part f). DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 17 The services of DeShazo Group, Inc. (DeShazo)were retained by Brown Company Partners, LLC,to conduct a traffic impact analysis(TIA)for the proposed mixed-use development in City of Southlake, Texas. The subject property will be located on the South-East quadrants of SH 114 and Kirkwood Boulevard in the City of Southlake,Texas. A TIA was performed for a proposed development at this site location in 2017 by DeShazo Group. The site plan and the development program has changed since then. The proposed project will be fully constructed by 2023.The overall area of the site is approximately 6 acres.Table 1 shows the development program summary for the site development. Table 1. Development Program Summary Use Quantity Buildout Year Embassy Hotel 145 rooms 2022 High-Turnover(Sit-Down) Restaurants 14,500 SF 2023 The analysis of the traffic generated by the proposed development resulted in no significant impact on the local roadway system. Below is a summary of findings from this TIA. FINDING: Based upon the existing 2020 analysis, all study intersections are currently operating at LOS D or better during the peak hour periods. FINDING: Based upon the 2023 background-plus site buildout analysis, all study intersections are expected to operate at LOS D or better during the peak hour periods with exception of: • Kirkwood Blvd at SH 114 SBFR- a. The signalized intersection is expected to operate at LOS F for PM peak hour for both 2023 background and 2023 background plus site condition. • Kirkwood Blvd at SH 114 NBFR- a. The signalized intersection is expected to operate at LOS F for both AM and PM peak hour for both 2023 background and 2023 background plus site condition,with the improved optimized signal splits it is expected to operate at LOS D during AM peak hour for 2023 background plus site conditions. • Kirkwood Blvd at T W king Road- a. The signalized intersection is expected to operate at LOS E for PM peak hour for 2023 background and 2023 background plus site condition, with the improved optimized signal splits it is expected to operate LOS D or better. • Driveway 1 at Kirkwood Blvd— The NB left turning movement is expected to operate at LOS F during AM peak hour for 2023 background plus site condition. The queue length (95" Percentile) for NB left turn is around 5 vehicles. ❖ RECOMMENDATION FOR SIGNALIZED INTERSECTIONS: Optimizing the signal timings and splits will reduce the operational delay for both Frontage Roads during AM peak hour.The failing LOS during PM peak hour is due to the heavy background traffic assumed from the previous developments (Vista development and Ameritrade development). The proposed DeShazo Group,Inc. TIA for the Creekside Point in Southlake,Texas September 2020 Page 18 development poses only a minimal impact to the intersections. By optimizing the signal timing the delay at the signalized intersections can be reduced. ❖ Stacking Depth:At Driveway 1,the maximum 95`" percentile queue is 5 vehicles during AM peak hour. As per the site plan, the available stacking depth is inadequate at extreme conditions. FINDING: The right-turn ingress volumes at Driveways 1 exceeds the City of Southlake's minimum right-turn volume to require the installation of a right-turn lane on Kirkwood Blvd. Therefore, a right-turn lane is required at Driveway 1. ❖ RECOMMENDATION: The existing rightmost eastbound lane can be converted to a right- turn lane for Driveway 1 as Synchro analysis of the driveway indicated that it is expected to operate acceptably with two eastbound through lanes and a right-turn lane at the intersection. FINDING: All the site driveways proposed for this study meet City of Southlake driveway spacing requirements. FINDING: Based on the cursory review on Google Earth, the proposed site driveways meet the required intersection sight distance. (Refer to Table 7). From the field visit, it is recommended the trees that are inhibiting the driver's view toward oncoming traffic need to be trimmed in order to allow an unobstructed line of sigh of 470 feet from Driveway 1 (Refer Exhibit 5). FINDING: Based upon the roadway link analysis, the proposed development has no significant impact on Kirkwood Boulevard. END OF MEMO DeShazo Group,Inc. TIA for the Creekside Point in South lake,Texas September 2020 Page 19 Exhibit 3. Existing Roadway Geometry and Traffic Control ^North Not to Scale IA 006 Nr may,, TIA for the Creekside Point in Southlake, Texas DeShazo Group LBN Exhibit 4. Proposed Roadway Geometry and Traffic Control ^North Not to Scale IA TIA for the Creekside Point in Southlake, Texas DeShazo Group LBN unobstructed line • sight of 470 feet from Driveway 1. hr , of _. .�.. f�l- � � y�f ,�ai• : L � F T ' aYL ' '• Y�. M' _ Oh 16 2 f _ — _ r' F •: y ~ T + Appendix A. Traffic Volume Exhibits TIA for the Creekside Point in South lake,Texas DeShazo Group,Inc. Appendix Al. 2020 Existing AM Peak Hour Traffic Volumes North ^ Not to Scale N CCO�� F670 R7 0�M R9 y y r311 4-362 y !4 4-23 270� 139-0 R T 37a R T 271y 330� R� Kirkwood Blvd Kirkwood Blvd 685- c�,o 129y U- M /� r CQ V! Q r � Cn W n N TIA for the Creekside Point in Southlake,Texas DeShazo Group OD A2. 2020 Existing PM Peak Hour Traffic Volumes North ^ Not to Scale R46 4-340 330 CD y y r452 R530 Ar110 E 248- 388-0 Kirkwood Blvd Kirkwood Blvd 58'r 655� 52� 37� Mo m�m � 8y U- M /� r CQ V! Q r -r�, Cn W n N TIA for the Creekside Point in Southlake,Texas DeShazo Group OD A3. 2023 Background AM Peak Hour Traffic Volumes North ^ Not to Scale zr m iv 0 cu o o F739 R15 0 o w cn oo R58 L r425 F487 F390 E-25 444-)- 297-0 ��,� Kirkwood Blvd 97'0 Kirkwood Blvd 379-0 N 296y 1010� �C� 1767-� 1151-> 292y U- M /� r CQ V! Q r -r�, Cn W n N TIA for the Creekside Point in Southlake,Texas DeShazo Group OD A4. 2023 Background PM Peak Hour Traffic Volumes North ^ Not to Scale zr m sv 0 cu a, R111 W CO F515 R809 -4 o coo 4-1181 y y r1095 4-1325 Ai F2036 r1 280-)- 450-0 R T Kirkwood Blvd 17r Kirkwood Blvd 124 f v 716-* 83� Mo 159-�- 41-0- g-y U z /� r CQ V! Q r -r�, Cn W n N TIA for the Creekside Point in Southlake,Texas DeShazo Group OD AS. 2023 Site Generated AM Peak Hour Traffic Volumes North ^ Not to Scale a� .L 0 CU a� � 8 r32 F9 r6 Mao Kirkwood Blvd 71y ��„12 R � Kirkwood Blvd 5-0 r LL <" z CD cn = Q Cn UO R51 Driveway 2 N TIA for the Creekside Point in Southlake,Texas DeShazo Group OD A6. 2023 Site Generated PM Peak Hour Traffic Volumes North ^ Not to Scale a� .L 0 CU a� F9 R28 r33 F9 r7 13-* 78-)� M+ Kirkwood Blvd 78y �� Kirkwood Blvd5-0 r LL <" z CD cn = Q Cn UO R52 Driveway 2 TIA for the Creekside Point in Southlake,Texas DeShazo Group OD A7. 2023 Background Plus Site Generated AM Peak Hour Traffic Volumes North ^ Not to Scale a� .L 0 CU a� ­4 CO F748 R42 No F390 c6'o cn oo R58 P? + L r458 4-496 PI r6 E-25 456� 297'f o T� Kirkwood Blvd 97-* U,v, Kirkwood Blvd 383'r N 296y 1081� ��� 1767-,* � 1151� 71 y 292y r LL <" z CD cn = Q Cn UO R51 Driveway 2 to N M� TIA for the Creekside Point in Southlake,Texas DeShazo Group OD A8. 2023 Background Plus Site Generated PM Peak Hour Traffic Volumes North ^ Not to Scale a� .L 0 CU a� N a, R111 y F525 R837 4 F2036 4-1181 r1128 4-1334 PI r7 r1 293� 450a L T Kirkwood Blvd 17r G,� Kirkwood Blvd 1290 716-* 161-* m0'rn 159-,- o0 410 N 78* 9y r LL <" z CD cn = Q Cn UO R52 Driveway 2 T� TIA for the Creekside Point in Southlake,Texas DeShazo Group OD Appendix B. 2015& 2019 Traffic Count Data TIA for the Creekside Point in Southlake,Texas DeShazo Group,Inc. Appendix Page I of 2 Intersection Traffic Movements DeShazo Group,Inc. Location: SH 114 SBFR at Kirkwood Blvd City/State: Southlake, Texas Data Coliector(s): Camera Day/Date: Tuesday,April 7, 2015 Weather Conditions: Mild/Normal Conditions Project-ID#: 15035-03 Traffic Control: Unsignalized Data Source: CJ Hensch Description: Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count SH 114 SBFR SH 114 SBFR Kirkwood Blvd Kirkwood Blvd Begin End U L T R UF L T R U L T R U L T R 7:00 AM 7:15 AM 0 0 19 1 11 0 23 32 0 64 99 7:15 AM 7:30 AM 0 0 17 0 10 0 41 78 0 69 118 7:30 AM 7:45 AM 0 0 29 1 15 0 44 68 0 91 109 7:45 AM 8:00 AM 0 - - - 0 36 1 11 0 - 59 76 0 83 137 - 8:00 AM 8:15 AM 0 - - - 0 39 0 12 0 - 57 52 0 60 127 - 8:15 AM 8:30 AM 0 - - - 0 51 0 15 0 - 64 59 0 66 166 - 8:30 AM 8:45 AM 0 - - - 0 45 0 20 0 53 47 0 59 148 - 8:45 AM 9:00 AM 0 0 36 1 17 0 - 43 53 0 48 126 Intersection PHV: 0 0 0 171 1 58 0 233 234 268 578 0 PHF: 0.00 0.00 0.00 0.84 0.25 0.73 0.00 0.91 0.77 0.81 0.87 0.00 Intersection Peak Hour: 7:45 AM-8:45 AM Intersection PHF: 0.92 Study Area PHV: 0 0 0 171 1 58 IF- 0 233 ::2.3:4] 268 578 0 PHF: 0.00 0.00 0.00 0.84 0.25 0.73 0.00 0.91 0.81 0.87 0.00 Study Peak Hour: 7:45 AM -8:45 AM Study Area PHF: 0.92 4:30 PM 4:45 PM 0 0 27 4 13 0 - 49 132 6 80 55 - 4:45 PM 5:00 PM 0 - - - 0 26 1 10 0 - 46 111 11 94 80 - 5:00 PM 5:15 PM 0 - - - 0 30 1 15 0 - 67 184 12 94 83 - 5:15 PM 5:30 PM 0 - - - 0 34 0 4 0 - 54 167 13 118 67 - 5:30 PM 5:45 PM 0 - - - 0 25 0 14 0 - 47 103 15 84 63 - 5:45 PM 6:00 PM 0 0 36 0 10 0 41 101 18 68 79 6:00 PM 6:15 PM 0 0 21 1 5 0 41 126 9 62 89 6:15 PM 6:30 PM 0 0 30 0 9 0 27 93 4 62 87 Intersection PHV: 0 0 0 117 6 42 0 216 594 386 285 0 PHF: 0.00 0.00 0.00 0.86 0.38 0.70 0.00 0.81 0.81 0.82 0.86 0.00 Intersection Peak Hour: 4:30 PM-5:30 PM Intersection PHF: 0.87 Study Area PHV: 0 0 0 115 2 43 0 214 565 390 293 0 PHF: 0.00 0.00 0.00 0.85 0.50 0.72 0.00 0.80 0.77 0.83 0.88 0.00 Study Peak Hour: Z45 PM -5:45 PM Study Area PHF: 0.86 Observations: FF-File:C2X3HR5-4L&12Mv P6d5.XL5 Page 2 of 2 Intersection Traffic Movements DeShazo Group,Inc. Location: SH 114 NBFR at Kirkwood Blvd City/State: Southlake, Texas Data Coliector(s): Camera Day/Date: Tuesday,April 7, 2015 Weather Conditions: Mild/Normal Conditions Project-ID#: 15035-04 Traffic Control: Unsignalized Data Source: CJ Hensch Description: Minor-Street STOP Controlled Time of Northbound on Southbound on Eastbound on Westbound on Count SH 114 NBFR SH 114 NBFR Kirkwood Blvd Kirkwood Blvd Begin End U L T R U L T R U I L T R U -LT R 7:00 AM 7:15 AM 0 89 18 27 0 0 13 29 0 72 4 7:15 AM 7:30 AM 0 105 11 39 0 0 26 32 0 81 2 7:30 AM 7:45 AM 0 103 27 66 0 0 26 47 0 111 2 7:45 AM 8:00 AM 0 122 27 79 0 - - - 0 26 70 - 0 - 90 2 8:00 AM 8:15 AM 0 127 32 95 0 - - - 0 38 61 - 0 - 68 0 8:15 AM 8:30 AM 0 152 31 110 0 - - - 0 25 87 - 0 - 79 1 8:30 AM 8:45 AM 0 134 24 122 0 - - - 0 31 67 - 0 - 75 3 8:45 AM 9:00 AM 0 1 121 29 100 0 0 21 60 - 0 56 3 Intersection PHV: 535 114 406 0 0 0 120 285 0 0 312 6 PHF: 0.88 0.89 0.83 0.00 0.00 0.00 0.79 0.82 0.00 0.00 0.87 0.50 Intersection Peak Hour: 7:45 AM-8:45 AM Intersection PHF: 0.92 Study Area PHV: 535 114 406 �=O 0 0 120 285 0 0 312 6 PHF: 0.88 0.89 0.83 0.00 0.00 0.79 0.82 0.00 0.00 0.87 0.50 Study Peak Hour: 7:45 AM -8:45 AM Study Area PHF: 0.92 4:30 PM 4:45 PM 0 48 230 6 0 - - - 0 77 6 - 0 100 57 4:45 PM 5:00 PM 0 73 211 10 0 - - - 0 75 8 0 - 108 62 5:00 PM 5:15 PM 0 72 199 11 0 - - - 0 88 16 - 0 - 123 65 5:15 PM 5:30 PM 0 69 198 7 0 - - - 0 92 16 - 0 - 126 85 5:30 PM 5:45 PM 0 56 212 4 0 - - - 0 80 5 - 0 - 100 73 5:45 PM 6:00 PM 0 71 214 3 0 0 86 10 0 93 73 6:00 PM 6:15 PM 0 87 244 9 0 0 68 8 0 76 57 6:15 PM 6:30 PM 0 1 71 248 9 0 0 56 7 0 78 16 Intersection PHV: 268 823 25 0 0 0 346 47 0 0 442 296 PHF: 0.93 0.96 0.57 0.00 0.00 0.00 0.94 0.73 0.00 0.00 0.88 0.87 Intersection Peak Hour: 5:00 PM-6:00 PM Intersection PHF: 0.95 Study Area PHV: 270 820 32 0 0 0F 335 45 �0: 0 457 285 PHF: 0.92 0.97 0.73 0.00 0.00 0.00 0.91 0.700 0.00 0.91 0.84 Study Peak Hour: 4:45 PM -5:45 PM Study Area PHF: 0.95 Observations: FF-File:C2X3HR5-4L&12Mv P6d5.XL5 AM y 70 NOT TO SCALE ry- 0) c Y F- H 04 N v LO ? 9 ' 22 Kirkwood Blvd ' . 0 Kirkwood Blvd 36 . ? 665 125 N o 0 0) c Y AM Peak Hour= 7:30 AM -8:30 AM Number of Heavy Vehicles = 0 Number of Cyclists = 0 Number of Pedestrians =4 PM Y H NON L45 689 Kirkwood Blvd 'J 1 . 1 Kirkwood Blvd 56 36 ' 8 • Tt o 0 LEGEND -a STUDY INTERSECTION �' Y PM Peak Hour=4:30 PM -5:30 PM PEAK HOUR VOLUMES Number of Heavy Vehicles = 1 Number of Cyclists = 0 * Peak Hour traffic volumes collected on Thursday, May 23, 2019 Number of Pedestrians =4 E73030 LBJ FREEWAY SUITE 1660 °2--248-006ASFAX972-248-3855 Kirkwood Boulevard and TW King Road Figure 6 TBPE FIRM F-450 " EncinEERinc Appendix C. Site-Generated Traffic Supplement TIA for the Creekside Point in Southlake,Texas DeShazo Group,Inc. Appendix _ Olt fit. Tg7. i- Double Oak,. - • z 11 ° I.f 1. ° s � �❑ , -.r / 0,6_ 'per r El y =i War' �.w :•_ 35V° _� �// ,i.\ , iAl ,���! �I-?_'�:,_� �1, lr Rip_, � `I �,; � � •''+ -� �' I. Ell _ ,�' ��� 's�. ❑ , � ,-� _ , �� . . Flower Moundo=� •.1, �' r �Roanokell „— 6 4,1it od`Ihl Soo cT ophy. "I IAN El . Ga Y 9 J47 Kirkwood Blvd &'TX-114 tF rontage Rc+7 I - , P �-�•� .�:it Gi qC k r s iEl }1 IAI �r�Y� ql ®" a `i'I t %li. fit„ ' �: i, �tJ_:Soutl lak-A � _WI : _ } hr .-Northwe I-k I . �• 3 �� b,. Southlake GO ❑ I w d LEGEND: I�yr-," den��rIlan•le l3 ♦ �r�-:a �� I _I uM - )� •=�. - I � !�.;1.�� Ell SITE LOCATION ,,eaShazo Group Global Traffic Distribution PR03ECT#:20071 0 Houston 0 D. TIA for - Creekside Point in Southlake,Texas DATE: 3une 2020 N.T.S 2 v to r LU r = z = W 0 N —j O z o g Q z_ Ln Y r > \ 2 = H o N i- Ln I�(30%) 5% 5% KIRKWOOD BLVD Ii (35/°) - —(10%) �' A) 10%—► 60%� ') t 60% --N (5%)--4 Ln o0 m o Ln } �(55%) w DRIVEWAY 2 0 a Ln m Legend : XX- Inbound Traffic Assignment (XX)-Outbound Traffic Assignment ;Z z Group EXHIBIT TRAFFIC$TRANSPORTATION ENGINEERS TRAFFIC ASSIGNMENT - INBOUND AND OUTBOUND PROJECT#:20071 400 S.Houston Street Ste.330 Dallas,Texas 75202 TIA for the Creekside Point in Southlake,Texas DATE: JUNE 2020 (214)748-6740 Appendix D. Detailed Intersection Capacity Analysis Results TIA for the Creekside Point in Southlake,Texas DeShazo Group,Inc. Appendix Timings 2020 Existing Timings 2020 Existing 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM t , --t "r ~ 4- 4\ t `- 1 W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Group 04 05 06 08 012 016 Lane Configurations ttt if ) tt ) 4T+ Lane Configurations Traffic Volume(vph) 0 270 271 311 670 0 0 0 0 67 1 198 Traffic Volume(vph) Future Volume(vph) 0 270 271 311 670 0 0 0 0 67 1 198 Future Volume(vph) Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor Adj.Flow(vph) 0 293 295 338 728 0 0 0 0 73 1 215 Adj.Flow(vph) Shared Lane Traffic(%) 10% Shared Lane Traffic(%) Lane Group Flow(vph) 0 293 295 338 728 0 0 0 0 66 223 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(s) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split(s) 29.0 29.0 54.0 Total Split(s) 28.0 48.0 24.0 39.0 9.0 9.0 Total Split(%) 24.2% 24.2% 45.0% Total Split(%) 23% 40% 20% 33% 8% 8% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(a) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(a) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(s) 23.3 23.3 69.0 76.0 32.5 32.5 Act Effct Green(s) Actuated g/C Ratio 0.19 0.19 0.58 0.63 0.27 0.27 Actuated g/C Ratio v/c Ratio 0.30 0.54 0.38 0.32 0.15 0.24 v/c Ratio Control Delay 42.8 8.8 2.3 1.1 34.5 5.7 Control Delay Queue Delay 0.0 0.0 0.3 0.4 0.0 0.0 Queue Delay Total Delay 42.8 8.8 2.6 1.4 34.5 5.7 Total Delay LOS D A A A C A LOS Approach Delay 25.7 1.8 12.3 Approach Delay Approach LOS C A B Approach LOS Queue Length 50th(ft) 72 0 7 7 42 2 Queue Length 50th(ft) Queue Length 95th(ft) 102 78 ni 7 84 34 Queue Length 95th(ft) Internal Link Dist(ft) 313 327 395 482 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 989 545 898 2239 436 940 Base Capacity(vph) Starvation Cap Reductn 0 0 172 906 0 0 Starvation Cap Reductn Spillback Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn Storage Cap Reductn j 0 0 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.30 0.54 0.47 0.55 0.15 0.24 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.79 or TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2020 Existing Timings 2020 Existing 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:10.6 Intersection LOS:B Intersection Capacity Utilization 63.7% ICU Level of Service B Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR m Volume for 95th percentile queue is metered by upstream signal. Lane Configurations ) ft Ttt r ) *M Traffic Volume(vph) 139 330 0 0 362 7 620 132 471 0 0 0 Splits and Phases: 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Future Volume(vph) 139 330 0 0 362 7 620 132 471 0 0 0 FS #1 #1I a t Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 .170 z 1 012 f o1 Adj.Flow(vph) 151 359 0 0 393 8 674 143 512 0 0 0 29 s 1 154S Shared Lane Traffic(%) 32% =z =2 =2 =z Lane Group Flow(vph) 151 359 0 0 393 8 458 871 0 0 0 0 1 F Turn Type pm+pt NA NA Free Perm NA 016 ©5 �06 �$ Protected Phases 5 56 6 816 9s 48s 24s 39s Permitted Phases 56 Free 816 Detector Phase 5 56 6 816 816 Switch Phase Minimum Initial(s) 10.0 8.0 Minimum Split(a) 17.0 23.0 Total Split(s) 48.0 24.0 Total Split(%) 40.0% 20.0% Yellow Time(s) 4.5 4.5 All-Red Time(a) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(a) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(a) 58.2 65.2 17.0 120.0 43.3 43.3 Actuated g/C Ratio 0.48 0.54 0.14 1.00 0.36 0.36 v/c Ratio 0.21 0.19 0.55 0.01 0.79 0.66 Control Delay 5.3 5.2 50.3 0.0 45.6 21.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.3 5.2 50.3 0.0 45.6 21.6 LOS A A D A D C Approach Delay 5.2 49.3 29.9 Approach LOS A D C Queue Length 50th(ft) 16 19 105 0 343 189 Queue Length 95th(ft) 24 25 145 m0 #498 264 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 727 1923 720 1583 580 1318 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 i 0 = 0 0 0 0 Reduced v/c Ratio 0.21 0.19 0.55 0.01 0.79 0.66 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.79 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2020 Existing Timings 2020 Existing 2:Si 14 1&Kirkwood Blvd Timing Plan:AM 2:Si 14 Ni&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:27.7 Intersection LOS:C Intersection Capacity Utilization 63.7% ICU Level of Service B Lane Group 01 02 04 08 012 016 Analysis Period(min)15 Lane Configurations # 95th percentile volume exceeds capacity,queue may be longer. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) m Volume for 95th percentile queue is metered by upstream signal. Peak Hour Factor Adj.Flow(vph) Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Shared Lane Traffic(%) #1 *1 Lane Group Flow(vph) z IQ 212 701 Turn Type 29 s Protected Phases 1 2 4 8 12 16 =2 =2 #2 =2 Permitted Phases Detector Phase o 16 05 06 os Switch Phase 9 s 48 s 39 s Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 Minimum Split(s) 15.0 25.0 22.5 22.5 9.0 9.0 Total Split(s) 54.0 29.0 28.0 39.0 9.0 9.0 Total Split(%) 45% 24% 23% 33% 8% 8% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act i Green(a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2020 Existing Timings 2020 Existing 4:Kirkwood Blvd&T W King Rd Timing Plan:AM 4:Kirkwood Blvd&T W King Rd Timing Plan:AM Intersection Signal Delay:16.8 Intersection LOS:B Intersection Capacity Utilization 38.7% ICU Level of Service A Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Analysis Period(min)15 Lane Configurations Vi tT r *T T+ T+ Vi T+ if m Volume for 95th percentile queue is metered by upstream signal. Traffic Volume(vph) 37 685 129 0 23 9 2 0 0 56 4 260 Future Volume(vph) 37 685 129 0 23 9 2 0 0 56 4 260 Splits and Phases: 4:Kirkwood Blvd&T W King Rd 11 Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 ©z 03 + 04 Adj.Flow(vph) 41 753 140 0 25 10 2 0 0 62 4 286 s 14 s 36 s Shared Lane Traffic(%) 49 Lane Group Flow(vph) 41 753 140 0 35 0 2 0 0 62 144 146 05 ~06 1-01 I os Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov is s I ESS s 1a s 36 s Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split(%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(s) 64.0 64.0 75.6 51.2 37.5 39.8 32.4 45.2 Actuated g/C Ratio 0.53 0.53 0.63 0.43 0.31 0.33 0.27 0.38 v/c Ratio 0.06 0.40 0.13 0.02 0.01 0.13 0.28 0.22 Control Delay 18.3 22.6 3.7 16.0 24.5 25.9 7.6 4.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.3 22.6 3.7 16.0 24.5 25.9 7.6 4.7 LOS B C A B C C A A Approach Delay 19.6 16.0 24.5 9.6 Approach LOS B B C A Queue Length 50th(ft) 20 216 9 5 1 31 2 0 Queue Length 95th(ft) m40 294 ni 16 7 63 55 44 Internal Link Dist 1 288 1505 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 691 1887 1077 1449 426 491 509 681 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 j 0 M 0 0 `0 Reduced v/c Ratio 0.06 0.40 0.13 0.02 0.00 0.13 0.28 0.21 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.40 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 Timings 2020 Existing Timings 2020 Existing 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR C SBT _MR Lane Group 04 05 06 08 012 016 Lane Configurations ttt if ) tt *TT* Lane Configurations Traffic Volume(vph) 0 248 655 452 340 0 0 0 0 133 2 50 Traffic Volume(vph) Future Volume(vph) 0 248 655 452 340 0 0 0 0 133 2 50 Future Volume(vph) Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Peak Hour Factor Adj.Flow(vph) 0 288 762 526 395 0 0 0 0 155 2 58 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 288 762 526 395 0 0 0 0 77 138 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(a) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split(s) 28.0 28.0 66.0 Total Split(s) 17.0 36.0 42.0 33.0 9.0 9.0 Total Split(%) 23.3% 23.3% 55.0% Total Split(%) 14% 30% 35% 28% 8% 8% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(a) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(a) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(a) 21.0 21.0 80.0 87.0 21.5 21.5 Act Effct Green(a) Actuated g/C Ratio 0.18 0.18 0.67 0.72 0.18 0.18 Actuated g/C Ratio v/c Ratio 0.32 1.10 0.50 0.15 0.27 0.23 v/c Ratio Control Delay 44.5 79.7 4.8 0.3 45.4 25.4 Control Delay Queue Delay 0.0 0.0 0.5 0.0 0.0 0.0 Queue Delay Total Delay 44.5 79.7 5.3 0.3 45.4 25.4 Total Delay LOS D E A A D C LOS Approach Delay 70.0 3.2 32.6 Approach Delay Approach LOS E A C Approach LOS Queue Length 50th(ft) 72 -321 266 1 57 29 Queue Length 50th(ft) Queue Length 95th(ft) 96 #497 ni ml 103 56 Queue Length 95th(ft) Internal Link Dist(ft) 348 327 538 507 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 889 695 1055 2565 288 601 Base Capacity(vph) Starvation Cap Reductn 0 0 211 0 0 0 Starvation Cap Reductn Spillback Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn Storage Cap Reductn j 0 0 0 0 = 0 0 Storage Cap Reductn Reduced v/c Ratio 0.32 1.10 0.62 0.15 0.27 0.23 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:90 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.10 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2020 Existing Timings 2020 Existing 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:38.2 Intersection LOS:D Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR - Volume exceeds capacity,queue is theoretically infinite. Lane Configurations 9 ) tt ttt r ) ** Queue shown is maximum after two cycles. Traffic Volume(vph) 388 52 0 0 530 330 313 951 37 0 0 0 # 95th percentile volume exceeds capacity,queue maybe longer. Future Volume(vph) 388 52 0 0 530 330 313 951 37 0 0 0 Queue shown is maximum after two cycles. Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 m Volume for 95th percentile queue is metered by upstream signal. Adj.Flow(vph) 408 55 0 0 558 347 329 1001 39 0 0 0 Shared Lane Traffic(%) 10% Splits and Phases: 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Lane Group Flow(vph) 408 55 0 0 558 347 296 1073 0 0 0 0 #1 #1 *1 #1 Turn Type pm+pt NA NA Free Perm NA UO2 111i Protected Phases 5 56 6 816 28 s Permitted Phases 56 Free 816 - * _ *2 _2 Detector Phase 5 56 6 816 816 0 t5 L e5 06 tp$ Switch Phase 9 s s Minimum Initial(s) 10.0 8.0 Minimum Split(a) 17.0 23.0 Total Split(s) 36.0 42.0 Total Split(%) 30.0% 35.0% Yellow Time(s) 4.5 4.5 All-Red Time(a) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(a) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(a) 64.0 71.0 35.0 120.0 37.5 37.5 Actuated g/C Ratio 0.53 0.59 0.29 1.00 0.31 0.31 v/c Ratio 0.64 0.03 0.38 0.22 0.59 1.02 Control Delay 13.1 1.1 59.6 0.3 40.5 73.5 Queue Delay 0.3 0.0 0.0 0.0 0.0 0.0 Total Delay 13.4 1.1 59.6 0.3 40.5 73.5 LOS B A E A D E Approach Delay 11.9 36.9 66.4 Approach LOS B D E Queue Length 50th(ft) 214 1 163 0 212 -482 Queue Length 95th(ft) 288 1 204 0 317 #625 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 636 2093 1483 1583 503 1053 Starvation Cap Reductn 29 0 0 0 0 0 Spillback Cap Reductn 0 0 49 0 0 0 Storage Cap Reductn 0 i 0 0 0 0 0 Reduced v/c Ratio 0.67 0.03 0.39 0.22 0.59 1.02 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Ennow- Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:90 lopp- Control Type:Actuated-Coordinated Maximum v/c Ratio:1.10 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2020 Existing Timings 2020 Existing 2:Si 14 1&Kirkwood Blvd Timing Plan:PM 2:Si 14 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:47.4 Intersection LOS:D Intersection Capacity Utilization 85.2% ICU Level of Service E Lane Group 01 02 04 08 012 016 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) Shared Lane Traffic(%) Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Lane Group Flow(vph) #1 F1I c1I #11 Turn Type ~�02 + 04 + 012 Vol Protected Phases 1 2 4 8 12 16 26 s 17s s Permitted Phases =z - d2 #2 Detector Phase } •= Switch Phase '010 os'F �06 06 Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 9 s 36 s 2s Minimum Split(s) 15.0 25.0 17.0 22.5 9.0 9.0 Total Split(s) 66.0 28.0 17.0 33.0 9.0 9.0 Total Split(%) 55% 23% 14% 28% 8% 8% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Ettct Green(a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2020 Existing Timings 2020 Existing 4:Kirkwood Blvd&T W King Rd Timing Plan:PM 4:Kirkwood Blvd&T W King Rd Timing Plan:PM Intersection Signal Delay:23.5 Intersection LOS:C Intersection Capacity Utilization 53.4% ICU Level of Service A Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Analysis Period(min)15 Lane Configurations Vi tt r .TT. Vi '+ Vi I. if m Volume for 95th percentile queue is metered by upstream signal. Traffic Volume(vph) 58 37 8 1 710 46 49 0 0 2 0 128 Future Volume(vph) 58 37 8 1 710 46 49 0 0 2 0 128 Splits and Phases: 4:Kirkwood Blvd&T W King Rd I Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 ©z 03 1 0-4Adj.Flow(vph) 65 42 9 1 798 52 55 0 0 2 0 144 s 21 s 29 s Shared Lane Traffic(%) 50 Lane Group Flow(vph) 65 42 9 0 851 0 55 0 0 2 72 72 05 06 yo7 I os Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov 15s I E55s 1as 36s Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 21.0 55.0 55.0 21.0 36.0 14.0 29.0 15.0 Total Split(%) 12.5% 58.3% 17.5% 45.8% 45.8% 17.5% 30.0% 11.7% 24.2% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(a) 64.0 64.0 77.9 52.8 43.7 36.9 32.4 45.9 Actuated g/C Ratio 0.53 0.53 0.65 0.44 0.36 0.31 0.27 0.38 v/c Ratio 0.24 0.02 0.01 0.58 0.12 0.00 0.11 0.10 Control Delay 22.1 19.2 3.1 27.7 25.7 24.5 0.4 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.1 19.2 3.1 27.7 25.7 24.5 0.4 0.3 LOS C B A C C C A A Approach Delay 19.6 27.7 25.7 0.7 Approach LOS B C C A Queue Length 50th(ft) 37 12 1 263 28 1 0 0 Queue Length 95th(ft) ni m21 ml 332 56 6 0 0 Internal Link Dist(ft) 506 828 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 286 1887 1129 1479 497 479 639 715 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.23 0.02 0.01 0.58 0.11 0.00 0.11 0.10 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.58 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 Timings 2023 Background Timings 2023 Background 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM t , "r ~ *- 4, T / ,► 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR=SBL SBT Lane Group 04 05 06 08 012 016 Lane Configurations ttt if ) tt ) 4TT+ Lane Configurations Traffic Volume(vph) 0 444 296 425 739 0 0 0 0 718 1 217 Traffic Volume(vph) Future Volume(vph) 0 444 296 425 739 0 0 0 0 718 1 217 Future Volume(vph) Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor Adj.Flow(vph) 0 483 322 462 803 0 0 0 0 780 1 236 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 483 322 462 803 0 0 0 0 390 627 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(s) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split(s) 29.0 29.0 54.0 Total Split(s) 28.0 48.0 24.0 39.0 9.0 9.0 Total Split(%) 24.2% 24.2% 45.0% Total Split(%) 23% 40% 20% 33% 8% 8% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(s) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(s) 22.0 22.0 69.0 76.0 32.5 32.5 Act Effct Green(s) Actuated g/C Ratio 0.18 0.18 0.58 0.63 0.27 0.27 Actuated g/C Ratio v/c Ratio 0.52 0.58 0.56 0.36 0.89 0.69 v/c Ratio Control Delay 46.5 9.3 4.3 0.2 66.3 38.1 Control Delay Queue Delay 0.0 0.0 1.4 0.9 0.0 0.0 Queue Delay Total Delay 46.5 9.3 5.7 1.0 66.3 38.1 Total Delay LOS D A A A E D LOS Approach Delay 31.6 2.7 48.9 Approach Delay Approach LOS C A D Approach LOS Queue Length 50th(ft) 124 0 37 0 319 207 Queue Length 50th(ft) Queue Length 95th(ft) 163 82 m41 m0 #518 278 Queue Length 95th(ft) Internal Link Dist(ft) 313 327 395 482 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 932 553 826 2241 436 905 Base Capacity(vph) Starvation Cap Reductn 0 0 191 1079 0 0 Starvation Cap Reductn Spillback Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn Storage Cap Reductn j 0 0 ] 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.52 0.58 0.73 0.69 0.89 0.69 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:135 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.31 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2023 Background Timings 2023 Background 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:25.5 Intersection LOS:C Intersection Capacity Utilization 90.3% ICU Level of Service E Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _nBL SBT SBR # 95th percentile volume exceeds capacity,queue maybe longer. Lane Configurations ) Tt +tt r ) ** Queue shown is maximum after two cycles. Traffic Volume(vph) 297 1010 0 0 487 15 678 482 854 0 0 0 m Volume for 95th percentile queue is metered by upstream signal. Future Volume(vph) 297 1010 0 0 487 15 678 482 854 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Splits and Phases: 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Adj.Flow(vph) 323 1098 0 0 529 16 737 524 928 0 0 0 #1 *1 *1 a.170 Shared Lane Traffic(%) 10% UO2 ♦ 012 1 01 Lane Group Flow(vph) 323 1098 0 0 529 16 663 1526 0 0 0 0 29 s 1 154S Turn Type pm+pt NA NA Free Perm NA =2 =z #2 Protected Phases 5 56 6 816 F _1 Permitted Phases 56 Free 816 016 ©s Detector Phase 5 56 6 816 816 9 s 48 s s 24 ss I 39 s Switch Phase Minimum Initial(s) 10.0 8.0 Minimum Split(s) 17.0 23.0 Total Split(s) 48.0 24.0 Total Split(%) 40.0% 20.0% Yellow Time(s) 4.5 4.5 All-Red Time(s) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(s) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(s) 58.0 65.0 17.0 120.0 43.5 43.5 Actuated g/C Ratio 0.48 0.54 0.14 1.00 0.36 0.36 v/c Ratio 0.47 0.57 0.73 0.01 1.14 1.57dr Control Delay 12.1 4.0 54.6 0.0 117.3 179.3 Queue Delay 0.6 0.5 0.0 0.0 0.0 0.0 Total Delay 12.8 4.5 54.6 0.0 117.3 179.3 LOS B A D A F F Approach Delay 6.4 52.9 160.5 Approach LOS A D F Queue Length 50th(ft) 31 31 146 0 -657 -821 Queue Length 95th(ft) ni ni 190 m0 #910 #969 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 684 1916 720 1583 583 1161 Starvation Cap Reductn 130 372 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.71 0.73 0.01 1.14 1.31 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:135 morr- Control Type:Actuated-Coordinated Maximum v/c Ratio:1.31 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Timings 2023 Background 2:Si 14 1&Kirkwood Blvd Timing Plan:AM 2:Si 14 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:93.7 Intersection LOS:F Intersection Capacity Utilization 90.3% ICU Level of Service E Lane Group 01 02 04 08 012 016 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) dr Defacto Right Lane. Recode with 1 though lane as a right lane. Lane Group Flow(vph) Turn Type Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Protected Phases 1 2 4 8 12 16 #1 F1II #1 #1 Permitted Phases ~10z ■ 04 012 701 Detector Phase 28 9 s 54 s Switch Phase =2 =Z Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 } F } Minimum Split(s) 15.0 25.0 22.5 22.5 9.0 9.0 oto os'F' --goo os Total Split(s) 54.0 29.0 28.0 39.0 9.0 9.0 9 s 4s s 24 s 3s s Total Split(%) 45% 24% 23% 33% 8% 8% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green(s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2023 Background Timings 2023 Background 4:Kirkwood Blvd&T W King Rd Timing Plan:AM 4:Kirkwood Blvd&T W King Rd Timing Plan:AM Intersection Signal Delay:19.5 Intersection LOS:B Intersection Capacity Utilization 55.0% ICU Level of Service B Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR=SBL SBT SBR Analysis Period(min)15 Lane Configurations Vi TT if .TT. j. Vi T. r m Volume for 95th percentile queue is metered by upstream signal. Traffic Volume(vph) 379 1151 292 0 25 58 2 0 0 118 5 363 Future Volume(vph) 379 1151 292 0 25 58 2 0 0 118 5 363 Splits and Phases: 4:Kirkwood Blvd&T W King Rd Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 ©z s�©s i ©4 Adj.Flow(vph) 416 1265 317 0 27 64 2 0 0 130 5 399 s 14 s 36 s Shared Lane Traffic(%) 49 Lane Group Flow(vph) 416 1265 317 0 91 0 2 0 0 130 201 203 05 ~06 1-07 I os Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov is s I ESS s 1a s 36 s Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split(%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(s) 64.0 64.0 75.7 49.0 35.7 40.3 32.3 47.3 Actuated g/C Ratio 0.53 0.53 0.63 0.41 0.30 0.34 0.27 0.39 v/c Ratio 0.63 0.67 0.28 0.07 0.01 0.28 0.37 0.28 Control Delay 25.0 26.3 2.6 8.4 24.5 28.1 7.2 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.0 26.3 2.6 8.4 24.5 28.1 7.2 4.3 LOS C C A A C C A A Approach Delay 22.3 8.4 24.5 11.2 Approach LOS C A C B Queue Length 50th(ft) 205 431 19 6 1 68 3 0 Queue Length 95th(ft) ni ni ni 23 7 116 64 49 Internal Link Dist(ft) 288 1505 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 661 1887 1139 1331 376 472 550 715 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 j 0 = 0 0 0 Reduced v/c Ratio 0.63 0.67 0.28 0.07 0.01 0.28 0.37 0.28 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.67 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 HCM 2010 TWSC 2023 Background 3:Kirkwood Blvd&The Vista Dr Timing Plan:AM Int Delay,s/veh 0.6 Fovement EBL EBT WBT WBR SBL SBR Lane Configurations ) ttt tO ) r Traffic Vol,veh/h 97 1767 390 0 0 20 Future Vol,veh/h 97 1767 390 0 0 20 Conflicting Peds,#!hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 70 - 0 0 Veh in Median Storage,# - 0 0 0 - Grade,% - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 105 1921 424 0 0 22 a Major/Minor Major2 Minor2 Conflicting Flow All 424 0 0 1402 212 Stage 1 - - - 424 - Stage 2 - 978 - Critical Hdwy 5.34 5.74 7.14 Critical Hdwy Stg 1 - 6.64 - Critical Hdwy Stg 2 - 6.04 - Follow-up Hdwy 3.12 3.82 3.92 Pot Cap-1 Maneuver 735 194 675 Stage 1 - 535 - Stage 2 - 294 - Platoon blocked,% Mov Cap-1 Maneuver 735 166 675 - Mov Cap-2 Maneuver - 166 - Stage 1 458 Stage 2 294 Approach EB WB SB 7 HCM Control Delay,s 0.6 0 10.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl SBLn2 Capacity(veh/h) 735 675 HCM Lane V/C Ratio 0.143 0.032 HCM Control Delay(s) 10.7 0 10.5 HCM Lane LOS B A B HCM 95th%tile Q(veh) 0.5 0.1 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel Timings 2023 Background Timings 2023 Background 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM --* , --t "r ~ *- 4, T 1 W Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR F SBT Lane Group 04 05 06 08 012 016 Lane Configurations ttt if ) tt rT# Lane Configurations Traffic Volume(vph) 0 280 716 1095 515 0 0 0 0 190 3 54 Traffic Volume(vph) Future Volume(vph) 0 280 716 1095 515 0 0 0 0 190 3 54 Future Volume(vph) Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Peak Hour Factor Adj.Flow(vph) 0 326 833 1273 599 0 0 0 0 221 3 63 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 326 833 1273 599 0 0 0 0 110 177 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(s) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split(s) 28.0 28.0 66.0 Total Split(s) 17.0 36.0 42.0 33.0 9.0 9.0 Total Split(%) 23.3% 23.3% 55.0% Total Split(%) 14% 30% 35% 28% 8% 8% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(s) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(s) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(s) 21.0 21.0 80.0 87.0 21.5 21.5 Act Effct Green(s) Actuated g/C Ratio 0.18 0.18 0.67 0.72 0.18 0.18 Actuated g/C Ratio v/c Ratio 0.37 1.64 1.21 0.23 0.38 0.29 v/c Ratio Control Delay 45.0 319.2 118.9 0.4 47.9 28.6 Control Delay Queue Delay 0.1 0.0 0.9 0.5 0.0 0.0 Queue Delay Total Delay 45.1 319.2 119.8 0.9 47.9 28.6 Total Delay LOS D F F A D C LOS Approach Delay 242.1 81.8 36.0 Approach Delay Approach LOS F F D Approach LOS Queue Length 50th(ft) 82 -748 -1067 3 83 41 Queue Length 50th(ft) Queue Length 95th(ft) 108 #924 m#1206 m4 138 72 Queue Length 95th(ft) Internal Link Dist(ft) 348 327 538 507 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 889 508 1048 2565 288 609 Base Capacity(vph) Starvation Cap Reductn 0 0 178 1476 0 0 Starvation Cap Reductn Spillback Cap Reductn 108 0 0 0 0 1 Spillback Cap Reductn Storage Cap Reductn 1 0 0 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.42 1.64 1.46 0.55 0.38 0.29 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:120 _ Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:140 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.64 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2023 Background Timings 2023 Background 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:133.8 Intersection LOS:F Intersection Capacity Utilization 114.2% ICU Level of Service H Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _nBL SBT SBR - Volume exceeds capacity,queue is theoretically infinite. Lane Configurations g ) tt +tt r ) 4M Queue shown is maximum after two cycles. Traffic Volume(vph) 450 83 0 0 1325 809 342 1100 93 0 0 0 # 95th percentile volume exceeds capacity,queue maybe longer. Future Volume(vph) 450 83 0 0 1325 809 342 1100 93 0 0 0 Queue shown is maximum after two cycles. Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 m Volume for 95th percentile queue is metered by upstream signal. Adj.Flow(vph) 474 87 0 0 1395 852 360 1158 98 0 0 0 Shared Lane Traffic(%) 10% Splits and Phases: 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Lane Group Flow(vph) 474 87 0 0 1395 852 324 1292 0 0 0 0 #1 #1 *1 #1 Turn Type pm+pt NA NA Free Perm NA -~►02 111i Protected Phases 5 56 6 816 za s Permitted Phases 56 Free 816 *2 _z Detector Phase 5 56 6 816 816 * * Switch Phase 0 t6 e5 06 I s7$ Minimum Initial(s) 10.0 8.0 9s 33s Minimum Split(s) 17.0 23.0 Total Split(s) 36.0 42.0 Total Split(%) 30.0% 35.0% Yellow Time(s) 4.5 4.5 All-Red Time(s) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(s) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(s) 64.0 71.0 35.0 120.0 37.5 37.5 Actuated g/C Ratio 0.53 0.59 0.29 1.00 0.31 0.31 v/c Ratio 0.97 0.04 0.94 0.54 0.64 1.23 Control Delay 62.5 1.0 60.9 0.6 42.5 147.9 Queue Delay 14.4 0.0 38.7 0.0 0.4 0.2 Total Delay 76.9 1.0 99.6 0.6 42.9 148.1 LOS E A F A D F Approach Delay 65.1 62.1 127.0 Approach LOS E E F Queue Length 50th(ft) 334 1 418 0 236 -680 Queue Length 95th(ft) #533 1 m430 m0 350 #825 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 489 2093 1483 1583 503 1051 Starvation Cap Reductn 28 0 0 0 0 0 Spillback Cap Reductn 0 0 199 0 24 52 Storage Cap Reductn 0 MIL0 0 0 0 0 Reduced v/c Ratio 1.03 0.04 1.09 0.54 0.68 1.29 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:140 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.64 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Timings 2023 Background 2:Si 14 1&Kirkwood Blvd Timing Plan:PM 2:Si 14 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:86.2 Intersection LOS:F Intersection Capacity Utilization 114.2% ICU Level of Service H Lane Group 01 02 04 08 012 016 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) Lane Group Flow(vph) Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Turn Type #1 #1 si 1#1 Protected Phases 1 2 4 8 12 16 2 IQ ♦ 01 Permitted Phases 1W I L9s I 166s Detector Phase =2 =2 = =2 Switch Phase (- Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 ot6 05 SO 08 Minimum Split(s) 15.0 25.0 17.0 22.5 9.0 9.0 9 s 36 s 42 s Total Split(s) 66.0 28.0 17.0 33.0 9.0 9.0 Total Split(%) 55% 23% 14% 28% 8% 8% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green(s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2023 Background Timings 2023 Background 4:Kirkwood Blvd&T W King Rd Timing Plan:PM 4:Kirkwood Blvd&T W King Rd Timing Plan:PM Intersection Signal Delay:58.5 Intersection LOS:E Intersection Capacity Utilization 89.0% ICU Level of Service E Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBT SBR Analysis Period(min)15 Lane Configurations Vi tT r rT+ I T+ T+ r - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) 124 41 9 1 1181 111 206 0 0 44 0 649 Queue shown is maximum after two cycles. Future Volume(vph) 124 41 9 1 1181 111 206 0 0 44 0 649 # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Queue shown is maximum after two cycles. Adj.Flow(vph) 139 46 10 1 1327 125 231 0 0 49 0 729 m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) 50% Lane Group Flow(vph) 139 46 10 0 1453 0 231 0 0 49 365 364 Splits and Phases: 4:Kirkwood Blvd&T W King Rd Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 -r©2V 03 04 70s 21s 1 0 129s Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 0 ps 06 yfl7 I oa Switch Phase is s1 E55S 1a s 36 s Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 21.0 55.0 55.0 21.0 36.0 14.0 29.0 15.0 Total Split(%) 12.5% 58.3% 17.5% 45.8% 45.8% 17.5% 30.0% 11.7% 24.2% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(s) 64.0 64.0 84.5 49.2 44.0 30.7 23.5 38.3 Actuated g/C Ratio 0.53 0.53 0.70 0.41 0.37 0.26 0.20 0.32 v/c Ratio 0.72 0.02 0.01 1.06 0.85 0.13 0.81 0.64 Control Delay 45.8 21.9 2.7 75.5 58.1 26.5 37.5 27.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.8 21.9 2.7 75.5 58.1 26.5 37.5 27.2 LOS D C A E E C D C Approach Delay 37.9 75.5 58.1 31.9 Approach LOS D E E C Queue Length 50th(ft) 87 14 1 -651 129 24 142 158 Queue Length 95th(ft) ni m21 ml #775 #257 52 #301 268 Internal Link Dist(ft) 506 828 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 196 1887 1129 1375 278 394 448 575 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 i 0 M 0 0 0 Reduced v/c Ratio 0.71 0.02 0.01 1.06 0.83 0.12 0.81 0.63 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:115 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.06 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 HCM 2010 TWSC 2023 Background 3:Kirkwood Blvd&The Vista Dr Timing Plan:PM Int Delay,s/veh 1 Fovement EBL EBT WBT WBR SBL SBR Lane Configurations ) ttt tO ) r Traffic Vol,veh/h 17 159 2036 0 0 127 Future Vol,veh/h 17 159 2036 0 0 127 Conflicting Peds,#!hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 70 - 0 0 Veh in Median Storage,# - 0 0 0 - Grade,% - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 18 173 2213 0 0 138 Major/Minor Major2 Minor2 Conflicting Flow All 2213 0 0 2318 1107 Stage 1 - - - 2213 - Stage 2 - 105 - Critical Hdwy 5.34 5.74 7.14 Critical Hdwy Stg 1 - 6.64 - Critical Hdwy Stg 2 - 6.04 - MIN Fallow-up Hdwy 3.12 3.82 3.92 Pot Cap-1 Maneuver *535 *456 *425 - Stage 1 - *436 - Stage 2 *912 - - Platoon blocked,% 1 1 1 Mov Cap-1 Maneuver *535 *440 *425 Mov Cap-2 Maneuver - *440 - Stage 1 *422 Stage 2 *912 Approach EB WB SB HCM Control Delay,s 1.2 0 17.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLnl SBLn2 Capacity(veh/h) *535 425 HCM Lane V/C Ratio 0.035 0.325 HCM Control Delay(s) 12 0 17.5 HCM Lane LOS B A C HCM 95th%tile Q(veh) 0.1 1.4 Notes -:Volume exceeds capacity $:Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM t , --t 'r 4 t /0� `- 1 W Lane Group EBL EBT EBR WBL WBT WBR�NBT NBR SBL SBT -OW Lane Group 04 05 06 Lane Configurations ttt r ) tt ) 4TT+ Lane Configurations Traffic Volume(vph) 0 456 296 458 748 0 0 0 0 778 1 217 Traffic Volume(vph) Future Volume(vph) 0 456 296 458 748 0 0 0 0 778 1 217 Future Volume(vph) Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor Adj.Flow(vph) 0 496 322 498 813 0 0 0 0 846 1 236 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 496 322 498 813 0 0 0 0 423 660 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(a) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split(s) 29.0 29.0 54.0 Total Split(s) 28.0 48.0 24.0 39.0 9.0 9.0 Total Split(%) 24.2% 24.2% 45.0% Total Split(%) 23% 40% 20% 33% 8% 8% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(a) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(a) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(a) 22.0 22.0 69.0 76.0 32.5 32.5 Act Effct Green(a) Actuated g/C Ratio 0.18 0.18 0.58 0.63 0.27 0.27 Actuated g/C Ratio v/c Ratio 0.53 0.58 0.61 0.36 0.97 0.74 v/c Ratio Control Delay 46.7 9.3 5.3 0.1 80.1 40.7 Control Delay Queue Delay 0.0 0.0 2.0 1.0 0.0 0.0 Queue Delay Total Delay 46.7 9.3 7.3 1.0 80.1 40.7 Total Delay LOS D A A A F D LOS Approach Delay 32.0 3.4 56.1 Approach Delay Approach LOS C A E Approach LOS Queue Length 50th(ft) 128 0 48 0 357 228 Queue Length 50th(ft) Queue Length 95th(ft) 167 82 ri m0 #582 302 Queue Length 95th(ft) Internal Link Dist(ft) 313 327 535 482 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 932 553 821 2241 436 897 Base Capacity(vph) Starvation Cap Reductn 0 0 186 1086 0 0 Starvation Cap Reductn Spillback Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn Storage Cap Reductn JEL 0 0 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.53 0.58 0.78 0.70 0.97 0.74 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:135 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.34 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:28.5 Intersection LOS:C I I !/ Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _nBL SBT SBR # 95th percentile volume exceeds capacity,queue maybe longer. Lane Configurations ) Tt ttt r ) ** Queue shown is maximum after two cycles. Traffic Volume(vph) 297 1081 0 0 496 42 710 501 854 0 0 0 m Volume for 95th percentile queue is metered by upstream signal. Future Volume(vph) 297 1081 0 0 496 42 710 501 854 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Splits and Phases: 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Adj.Flow(vph) 323 1175 0 0 539 46 772 545 928 0 0 0 #1 *1 *1 a.170 Shared Lane Traffic(%) 10% UO2 ♦ 012 1 01 Lane Group Flow(vph) 323 1175 0 0 539 46 695 1550 0 0 0 0 29 s 1 154S Turn Type pm+pt NA NA Free Perm NA =2 =2 =2 Protected Phases 5 56 6 816 } F } Permitted Phases 56 Free 816 016 ma Detector Phase 5 56 6 816 816 9 s 48 s s 24 ss 39 Switch Phase Minimum Initial(s) 10.0 8.0 Minimum Split(a) 17.0 23.0 Total Split(s) 48.0 24.0 Total Split(%) 40.0% 20.0% Yellow Time(s) 4.5 4.5 All-Red Time(a) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(a) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(a) 58.0 65.0 17.0 120.0 43.5 43.5 Actuated g/C Ratio 0.48 0.54 0.14 1.00 0.36 0.36 v/c Ratio 0.47 0.61 0.75 0.03 1.19 1.59dr Control Delay 13.3 3.9 55.2 0.0 137.7 191.8 Queue Delay 0.7 0.6 0.0 0.0 0.0 0.0 Total Delay 14.0 4.5 55.2 0.0 137.7 191.8 LOS B A E A F F Approach Delay 6.6 50.9 175.0 Approach LOS A D F Queue Length 50th(ft) 39 30 149 0 -714 -850 Queue Length 95th(ft) ni m31 193 0 #971 #998 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 682 1916 720 1583 583 1154 Starvation Cap Reductn 133 348 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 i 0 0 0 0 Reduced v/c Ratio 0.59 0.75 0.75 0.03 1.19 1.34 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:135 _ Control Type:Actuated-Coordinated Maximum v/c Ratio:1.34 _ TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 2:SH-114 1&Kirkwood Blvd Timing Plan:AM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:99.9 Intersection LOS:F Intersection Capacity Utilization 92.6% ICU Level of Service F Lane Group 01 02 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) dr Defacto Right Lane. Recode with 1 though lane as a right lane. Lane Group Flow(vph) Turn Type Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Protected Phases 1 2 4 8 12 16 #1 F1II #1 #1 Permitted Phases ~10z ■ 04 012 701 Detector Phase 28 9 s 54 s Switch Phase =2 =Z Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 } F } Minimum Split(s) 15.0 25.0 22.5 22.5 9.0 9.0 oto os'F' --goo os Total Split(s) 54.0 29.0 28.0 39.0 9.0 9.0 9 s 4s s 24 s 3s s Total Split(%) 45% 24% 23% 33% 8% 8% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green(a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 4:Kirkwood Blvd&T W King Rd Timing Plan:AM 4:Kirkwood Blvd&T W King Rd Timing Plan:AM Intersection Signal Delay:18.9 Intersection LOS:B Intersection Capacity Utilization 55.0% ICU Level of Service B Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR=SBL SBT SBR Analysis Period(min)15 Lane Configurations Vi TT if .TT. j. Vi T. IN m Volume for 95th percentile queue is metered by upstream signal. Traffic Volume(vph) 383 1151 292 0 25 58 2 0 0 118 5 369 Future Volume(vph) 383 1151 292 0 25 58 2 0 0 118 5 369 Splits and Phases: 4:Kirkwood Blvd&T W King Rd 11 Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 ©z 03 + 04 Adj.Flow(vph) 421 1265 317 0 27 64 2 0 0 130 5 405 s 14 s 36 s Shared Lane Traffic(%) 49 Lane Group Flow(vph) 421 1265 317 0 91 0 2 0 0 130 203 207 05 ~06 1-01 I os Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov is s I ESS s 1a s 36 s Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split(%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(a) 64.0 64.0 75.7 49.0 35.7 40.3 32.3 47.3 Actuated g/C Ratio 0.53 0.53 0.63 0.41 0.30 0.34 0.27 0.39 v/c Ratio 0.64 0.67 0.28 0.07 0.01 0.28 0.37 0.29 Control Delay 24.3 25.3 2.3 8.4 24.5 28.1 7.2 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.3 25.3 2.3 8.4 24.5 28.1 7.2 4.3 LOS C C A A C C A A Approach Delay 21.4 8.4 24.5 11.1 Approach LOS C A C B Queue Length 50th(ft) 202 413 17 6 1 68 3 0 Queue Length 95th(ft) m214 ni m19 23 7 116 64 50 Internal Link Dist(ft) 506 1505 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 661 1887 1139 1331 375 472 551 718 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 j 0 = 0 0 1 0 Reduced v/c Ratio 0.64 0.67 0.28 0.07 0.01 0.28 0.37 0.29 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 r� Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.67 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 HCM 2010 TWSC 2023 Background Plus Site Generated HCM 2010 TWSC 2023 Background Plus Site Generated 3:Driveway 1/The Vista Dr&Kirkwood Blvd Timing Plan:AM 5:SH-114 NBFR&Driveway 2 Timing Plan:AM Intersection Int Delay,s/veh 10.4 Int Delay,s/veh 0.6 Fovement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement WBL WBR NBT NBR SBL SBT Lane Configurations ) tt r )ttl� ) '(+ ) T* Lane Configurations r Tt+ Traffic Vol,veh/h 97 1767 71 6 390 0 37 0 5 0 0 20 Traffic Vol,veh/h 0 51 1336 42 0 0 Future Vol,veh/h 97 1767 71 6 390 0 37 0 5 0 0 20 Future Vol,veh/h 0 51 1336 42 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None - None RT Channelized None None None Storage Length 70 0 100 0 0 Storage Length 0 Veh in Median Storage,# - 0 - - 0 - 0 - 0 Veh in Median Storage,# 0 - 0 Grade,% - 0 - - 0 - 0 - 0 Grade,% 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 105 1921 77 7 424 0 40 0 5 0 0 22 Mvmt Flow 0 55 1452 46 0 0 Major/Minor Minorl Min or2 Major/Minor Minorl Majors Conflicting Flow All 424 0 0 1998 0 0 2315 2569 961 1609 2646 212 Conflicting Flow All 749 0 0 Stage 1 - - - - - - 2131 2131 - 438 438 - Stage 1 - - - Stage 2 - - 184 438 - 1171 2208 - Stage 2 - Critical Hdwy 5.34 4.14 6.99 6.54 6.94 6.99 6.54 7.14 Critical Hdwy 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 7.34 5.54 - Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - - 6.74 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 Fallow-up Hdwy 3.12 2.22 3.67 4.02 3.32 3.67 4.02 3.92 Fallow-up Hdwy - 3.32 Pot Cap-1 Maneuver 735 283 -29 26 256 88 23 675 Pot Cap-1 Maneuver 0 354 Stage 1 - - 50 88 - 498 577 - Stage 1 0 - Stage 2 - - 762 577 - 200 81 - Stage 2 0 - Platcon blocked,% Platoon blocked,% Mov Cap-1 Maneuver 735 283 -25 22 256 75 19 675 Mov Cap-1 Maneuver - 354 Mov Cap-2 Maneuver - - -25 22 - 75 19 - Mov Cap-2 Maneuver Stage 1 43 75 427 563 Stage 1 Stage 2 719 563 168 69 Stage 2 Approach EB WB - SB Approach WB NB HCM Control Delay,s 0.5 0.3 $563.2 10.5 HCM Control Delay,s 17 0 HCM LOS F B HCM LOS C Minor Lane/Major Mvmt Z NBLnl NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Minor Lane/Major Mvmt NBT NBRWBLnl Capacity(veh/h) 25 256 735 283 675 Capacity(veh/h) 354 HCM Lane V/C Ratio 1.609 0.021 0.143 0.023 0.032 HCM Lane V/C Ratio 0.157 HCM Control Delay(s) $636.7 19.4 10.7 18 0 10.5 HCM Control Delay(s) 17 HCM Lane LOS F C B C A B HCM Lane LOS C HCM 95th%tile Q(veh) 4.9 0.1 0.5 0.1 0.1 HCM 95th%tile Q(veh) 0.5 Notes 7 -:Volume exceeds capacity $:Delay exceeds 300s +:Computation Not Defined ':All major volume in platoon TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 1 LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 1:Si 14 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 1:Si 14 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM ­4 , 7 4, ~ t -N t r' `- 1 r Lane Group EBL EBT EBR WBL WBT WBR JWL NBT NBR SBL SBT -OW Lane Group OZ Lane Configurations ttt r ) tt ) 4TT+ Lane Configurations Traffic Volume(vph) 0 456 296 458 748 0 0 0 0 778 1 217 Traffic Volume(vph) Future Volume(vph) 0 456 296 458 748 0 0 0 0 778 1 217 Future Volume(vph) Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Peak Hour Factor Adj.Flow(vph) 0 496 322 498 813 0 0 0 0 846 1 236 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 496 322 498 813 0 0 0 0 423 660 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(a) 22.5 17.0 23.0 22.5 9.0 9.0 Total Split(s) 25.8 25.8 71.0 Total Split(s) 29.2 46.0 23.0 57.0 9.0 9.0 Total Split(%) 19.1% 19.1% 52.6% Total Split(%) 22% 34% 17% 42% 7% 7% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(a) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(a) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(a) 18.8 18.8 82.8 89.8 33.7 33.7 Act Effct Green(a) Actuated g/C Ratio 0.14 0.14 0.61 0.67 0.25 0.25 Actuated g/C Ratio v/c Ratio 0.70 0.65 0.54 0.35 1.05 0.90dl v/c Ratio Control Delay 61.4 12.1 4.8 0.2 108.4 51.0 Control Delay Queue Delay 0.0 0.0 2.8 0.9 0.0 0.0 Queue Delay Total Delay 61.4 12.1 7.6 1.1 108.4 51.0 Total Delay LOS E B A A F D LOS Approach Delay 42.0 3.6 73.4 Approach Delay Approach LOS D A E Approach LOS Queue Length 50th(ft) 154 0 36 0 -443 272 Queue Length 50th(ft) Queue Length 95th(ft) 197 92 ni m0 #673 351 Queue Length 95th(ft) Internal Link Dist(ft) 313 327 535 482 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 708 497 920 2354 401 825 Base Capacity(vph) Starvation Cap Reductn 0 0 303 1190 0 0 Starvation Cap Reductn Spillback Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn Storage Cap Reductn = 0 0 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.70 0.65 0.81 0.70 1.05 0.80 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:135 Actuated Cycle Length:135 Offset:0(0%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:135 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.09 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Timing Plan:AM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:36.9 Intersection LOS:D Intersection Capacity Utilization 92.6% ICU Level of Service F Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _m'9$L SBT SBR Volume exceeds capacity,queue is theoretically infinite. Lane Configurations 9 ) tt ttt r ) ** Queue shown is maximum after two cycles. Traffic Volume(vph) 297 1081 0 0 496 42 710 501 854 0 0 0 # 95th percentile volume exceeds capacity,queue maybe longer. Future Volume(vph) 297 1081 0 0 496 42 710 501 854 0 0 0 Queue shown is maximum after two cycles. Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 m Volume for 95th percentile queue is metered by upstream signal. Adj.Flow(vph) 323 1175 0 0 539 46 772 545 928 0 0 0 dill Defacto Left Lane. Recode with 1 though lane as a left lane. Shared Lane Traffic(%) 10% Lane Group Flow(vph) 323 1175 0 0 539 46 695 1550 0 0 0 0 Splits and Phases: 1:SH-114 SBFR&Solana Blvd/Kirkwood Blvd Turn Type pm+pt NA NA Free Perm NA #1 #1 J23 1I #1 Protected Phases 5 56 6 816 ~�0 a + 012 701 Permitted Phases 56 Free 816 25.8 s s 71 s Detector Phase 5 56 6 816 816 =2 =2 2 =2 Switch Phase 1 F Minimum Initial(s) 10.0 8.0 010 05'R'- U.6 Os Minimum Split(a) 17.0 23.0 9 s 46 s s 57 s Total Split(s) 46.0 23.0 Total Split(%) 34.1% 17.0% Yellow Time(s) 4.5 4.5 All-Red Time(a) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(a) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(a) 55.0 62.0 16.0 135.0 61.5 61.5 Actuated g/C Ratio 0.41 0.46 0.12 1.00 0.46 0.46 v/c Ratio 0.57 0.72 0.90 0.03 0.95 1.32dr Control Delay 21.8 5.9 77.0 0.0 58.5 87.3 Queue Delay 1.1 1.0 0.0 0.0 0.0 0.0 Total Delay 22.9 6.9 77.0 0.0 58.5 87.3 LOS C A E A E F Approach Delay 10.4 71.0 78.4 Approach LOS B E E Queue Length 50th(ft) 68 40 173 0 630 -831 Queue Length 95th(ft) ni m41 #240 0 #920 #980 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 566 1625 602 1583 733 1421 Starvation Cap Reductn 88 216 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.68 0.83 0.90 0.03 0.95 1.09 Intersection Summary Cycle Length:135 Actuated Cycle Length:135 Offset:0(0%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:135 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.09 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:AM Intersection Signal Delay:53.9 Intersection LOS:D Intersection Capacity Utilization 92.6% ICU Level of Service F Lane Group 01 02 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) dr Defacto Right Lane. Recode with 1 though lane as a right lane. Lane Group Flow(vph) Turn Type Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Protected Phases 1 2 4 8 12 16 #1 #1 #1II tV01 Permitted Phases ~0O 04 i 012 Detector Phase 25.8 s 29. 9 s Switch Phase =2 =z =2 =2Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 } =1MinimumSplit(s) 15.0 25.0 22.5 22.5 9.0 9.0Iot os'R -�oaosTotal Split(s) 71.0 25.8 29.2 57.0 9.0 9.023 57 s Total Split(%) 53% 19% 22% 42% 7% 7% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act i Green(a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 4:Kirkwood Blvd&T W King Rd Timing Plan:AM 4:Kirkwood Blvd&T W King Rd Timing Plan:AM Intersection Signal Delay:17.4 Intersection LOS:B Intersection Capacity Utilization 55.0% ICU Level of Service B Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR�ErSBL SBT SBR Analysis Period(min)15 Lane Configurations Vi TT r rT+ ►j T+ Vi T. IN Traffic Volume(vph) 383 1151 292 0 25 58 2 0 0 118 5 369 Splits and Phases: 4:Kirkwood Blvd&T W King Rd Future Volume(vph) 383 1151 292 0 25 58 2 0 0 118 5 369 Peak Hour Factor 0.91 0.91 0.92 0.92 0.91 0.91 0.92 0.92 0.92 0.91 0.92 0.91 70 0 s rR' 4 o, 04 14s 36s Adj.Flow(vph) 421 1265 317 0 27 64 2 0 0 130 5 405 Shared Lane Traffic(%) 49% os oa R ,-ill l 03 Lane Group Flow(vph) 421 1265 317 0 91 0 2 0 0 130 203 207 is s 55 s 14 s 35 s Turn Type pm+pt NA pm+ov NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 Switch Phase Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 14.0 55.0 55.0 14.0 36.0 14.0 36.0 15.0 Total Split(%) 12.5% 58.3% 11.7% 45.8% 45.8% 11.7% 30.0% 11.7% 30.0% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(a) 64.0 64.0 75.7 49.0 35.7 40.3 32.3 47.3 Actuated g/C Ratio 0.53 0.53 0.63 0.41 0.30 0.34 0.27 0.39 v/c Ratio 0.64 0.67 0.28 0.07 0.01 0.28 0.37 0.29 Control Delay 23.5 22.6 1.6 8.4 24.5 28.1 7.2 4.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.5 22.6 1.6 8.4 24.5 28.1 7.2 4.3 LOS C C A A C C A A Approach Delay 19.4 8.4 24.5 11.1 Approach LOS B A C B Queue Length 50th(ft) 192 360 0 6 1 68 3 0 Queue Length 95th(ft) 273 437 32 23 7 116 64 50 Internal Link Dist(ft) 506 1505 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 661 1887 1139 1331 375 472 551 718 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 j 0 = 0 0 1 0 Reduced v/c Ratio 0.64 0.67 0.28 0.07 0.01 0.28 0.37 0.29 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 r� Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:95 Control Type:Actuated-Coordinated Maximum v/c Ratio:0.67 TIA for the Creekside Point in Scuthlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM Lane Group EBL EBT EBR WBL WBT WBR SBL SBT SBR Lane Group 04 05 06 08 01 Lane Configurations ttt if ) tt ) +T+ Lane Configurations Traffic Volume(vph) 0 293 716 1128 525 0 0 0 0 255 3 54 Traffic Volume(vph) Future Volume(vph) 0 293 716 1128 525 0 0 0 0 255 3 54 Future Volume(vph) Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Peak Hour Factor Adj.Flow(vph) 0 341 833 1312 610 0 0 0 0 297 3 63 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 341 833 1312 610 0 0 0 0 148 215 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(a) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split(s) 28.0 28.0 66.0 Total Split(s) 17.0 36.0 42.0 33.0 9.0 9.0 Total Split(%) 23.3% 23.3% 55.0% Total Split(%) 14% 30% 35% 28% 8% 8% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(a) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(a) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(a) 21.0 21.0 80.0 87.0 21.5 21.5 Act Effct Green(a) Actuated g/C Ratio 0.18 0.18 0.67 0.72 0.18 0.18 Actuated g/C Ratio v/c Ratio 0.38 1.65 1.26 0.24 0.51 0.36 v/c Ratio Control Delay 45.2 325.1 138.0 0.4 51.7 36.5 Control Delay Queue Delay 0.2 0.0 0.9 0.6 0.0 0.0 Queue Delay Total Delay 45.4 325.1 138.9 1.0 51.7 36.5 Total Delay LOS D F F A D D LOS Approach Delay 243.8 95.1 42.7 Approach Delay Approach LOS F F D Approach LOS Queue Length 50th(ft) 86 -755 -1140 3 115 64 Queue Length 50th(ft) Queue Length 95th(ft) 112 #931 m#1267 m4 182 98 Queue Length 95th(ft) Internal Link Dist(ft) 1214 327 584 496 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 889 504 1042 2565 288 595 Base Capacity(vph) Starvation Cap Reductn 0 0 175 1476 0 0 Starvation Cap Reductn Spillback Cap Reductn 117 0 0 0 0 1 Spillback Cap Reductn Storage Cap Reductn ` 0 0 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.44 1.65 1.51 0.56 0.51 0.36 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:150 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.65 or TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:140.1 Intersection LOS:F Intersection Capacity Utilization 115.4% ICU Level of Service H Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBT SBR - Volume exceeds capacity,queue is theoretically infinite. Lane Configurations 9 ) tt +tt r ) 4M Queue shown is maximum after two cycles. Traffic Volume(vph) 450 161 0 0 1334 837 375 1119 93 0 0 0 # 95th percentile volume exceeds capacity,queue maybe longer. Future Volume(vph) 450 161 0 0 1334 837 375 1119 93 0 0 0 Queue shown is maximum after two cycles. Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 m Volume for 95th percentile queue is metered by upstream signal. Adj.Flow(vph) 474 169 0 0 1404 881 395 1178 98 0 0 0 Shared Lane Traffic 1%) 10 Splits and Phases: 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Lane Group Flow(vph) 474 169 0 0 1404 881 355 1316 0 0 0 0 #1 #1 *1 #1 Turn Type pm+pt NA NA Free Perm NA UO2 1111i Protected Phases 5 56 6 816 28 s Permitted Phases 56 Free 816 - * _ *2 _2 Detector Phase 5 56 6 816 816 0 t5 L e5 06 tp$ Switch Phase 9 s s Minimum Initial(s) 10.0 8.0 Minimum Split(a) 17.0 23.0 Total Split(s) 36.0 42.0 Total Split(%) 30.0% 35.0% Yellow Time(s) 4.5 4.5 All-Red Time(a) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(a) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(a) 64.0 71.0 35.0 120.0 37.5 37.5 Actuated g/C Ratio 0.53 0.59 0.29 1.00 0.31 0.31 v/c Ratio 0.97 0.08 0.95 0.56 0.71 1.25 Control Delay 68.3 0.6 61.4 0.8 45.3 157.7 Queue Delay 14.4 0.0 43.0 0.0 1.2 0.4 Total Delay 82.6 0.6 104.4 0.8 46.5 158.1 LOS F A F A D F Approach Delay 61.1 64.5 134.4 Approach LOS E E F Queue Length 50th(ft) 334 1 420 0 265 -702 Queue Length 95th(ft) #538 1 ni m0 391 #848 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 489 2093 1483 1583 503 1050 Starvation Cap Reductn 28 0 0 0 0 0 Spillback Cap Reductn 0 0 204 0 40 84 Storage Cap Reductn 0 i 0 0 0 0 0 Reduced v/c Ratio 1.03 0.08 1.10 0.56 0.77 1.36 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:81.8(68%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:150 IMF- Control Type:Actuated-Coordinated Maximum v/c Ratio:1.65 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 2:SH-114 1&Kirkwood Blvd Timing Plan:PM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:89.4 Intersection LOS:F Intersection Capacity Utilization 115.4% ICU Level of Service H Lane Group 01 02 04 08 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) Lane Group Flow(vph) Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Turn Type #1 #1 si 1#1 Protected Phases 1 2 4 8 12 16 2 IQ ♦ 01 Permitted Phases 1W I L9s I 166s Detector Phase =2 =2 = =2 Switch Phase (- Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 ot6 05 SO 06 08 Minimum Split(s) 15.0 25.0 17.0 22.5 9.0 9.0 9 s 36 s 42 s Total Split(s) 66.0 28.0 17.0 33.0 9.0 9.0 Total Split(%) 55% 23% 14% 28% 8% 8% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act Effct Green(a) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2023 Background Plus Site Generated Timings 2023 Background Plus Site Generated 4:Kirkwood Blvd&T W King Rd Timing Plan:PM 4:Kirkwood Blvd&T W King Rd Timing Plan:PM Intersection Signal Delay:58.7 Intersection LOS:E Intersection Capacity Utilization 89.2% ICU Level of Service E Lane Group WL EBT EBR WBL WBT WBR NBL NBT NBi SBL SBT SBR Analysis Period(min)15 Lane Configurations ) tt r rT+ I '+ Vi 1� r - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) 129 41 9 1 1181 111 206 0 0 44 0 655 Queue shown is maximum after two cycles. Future Volume(vph) 129 41 9 1 1181 111 206 0 0 44 0 655 # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Queue shown is maximum after two cycles. Adj.Flow(vph) 145 46 10 1 1327 125 231 0 0 49 0 736 m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) 50% Lane Group Flow(vph) 145 46 10 0 1453 0 231 0 0 49 368 368 Splits and Phases: 4:Kirkwood Blvd&T W King Rd Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov Protected Phases 5 2 3 6 3 8 7 4 5 �©2 t 03 04 70s 21s 29s Permitted Phases 2 2 6 8 4 4 Detector Phase 5 2 3 6 6 3 8 7 4 5 0 ps 06 yfl7 I oa Switch Phase is s1 E55S 1a s 36 s Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 15.0 70.0 21.0 55.0 55.0 21.0 36.0 14.0 29.0 15.0 Total Split(%) 12.5% 58.3% 17.5% 45.8% 45.8% 17.5% 30.0% 11.7% 24.2% 12.5% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Effct Green(a) 64.0 64.0 84.5 49.2 44.0 30.7 23.5 38.3 Actuated g/C Ratio 0.53 0.53 0.70 0.41 0.37 0.26 0.20 0.32 v/c Ratio 0.75 0.02 0.01 1.06 0.85 0.13 0.82 0.64 Control Delay 46.2 17.1 2.3 75.9 58.1 26.5 38.2 27.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.2 17.1 2.3 75.9 58.1 26.5 38.2 27.5 LOS D B A E E C D C Approach Delay 37.3 75.9 58.1 32.5 Approach LOS D E E C Queue Length 50th(ft) 78 12 1 -651 129 24 145 163 Queue Length 95th(ft) ni m21 m2 #775 #257 52 #306 272 Internal Link Dist(ft) 506 828 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 196 1887 1129 1373 278 394 448 575 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 i 0 M 0 0 0 Reduced v/c Ratio 0.74 0.02 0.01 1.06 0.83 0.12 0.82 0.64 Intersection Summary Cycle Length:120 Actuated Cycle Length:120 Offset:15(13%),Referenced to phase 2:EBTL and 6:WBTL,Start of Green Natural Cycle:115 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.06 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 HCM 2010 TWSC 2023 Background Plus Site Generated HCM 2010 TWSC 2023 Background Plus Site Generated 3:Driveway 1/The Vista Dr&Kirkwood Blvd Timing Plan:PM 5:SH-114 NBFR&Driveway 2 Timing Plan:PM Intersection Int Delay,s/veh 1.3 Int Delay,s/veh 0.6 Fovement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR ' Movement WBL WBR NBT NBR SBL SBT Lane Configurations ) tt if )ttll� ) '(+ ) T* Lane Configurations r Tt+ Traffic Vol,veh/h 17 159 78 7 2036 0 38 0 5 0 0 127 Traffic Vol,veh/h 0 52 1421 46 0 0 Future Vol,veh/h 17 159 78 7 2036 0 38 0 5 0 0 127 Future Vol,veh/h 0 52 1421 46 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop Sign Control Stop Stop Free Free Stop Stop RT Channelized - None - None - None - None RT Channelized None None None Storage Length 70 0 100 0 0 Storage Length 0 Veh in Median Storage,# - 0 - - 0 - 0 - 0 Veh in Median Storage,# 0 - 0 Grade,% - 0 - - 0 - 0 - 0 Grade,% 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 2 2 2 2 2 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 18 173 85 8 2213 0 41 0 5 0 0 138 Mvmt Flow 0 57 1545 50 0 0 Major/Minor r2 Minorl Minor2 Major/Minor Minorl Conflicting Flow All 2213 0 0 258 0 0 1110 2438 87 2352 2523 1107 Conflicting Flow All - 798 0 0 Stage 1 - - - - - - 209 209 - 2229 2229 - Stage 1 Stage 2 - - 901 2229 - 123 294 - Stage 2 Critical Hdwy 5.34 4.14 6.99 6.54 6.94 6.99 6.54 7.14 Critical Hdwy 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 7.34 5.54 - Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - - 6.74 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.12 2.22 3.67 4.02 3.32 3.67 4.02 3.92 Fallow-up Hdwy 3.32 Pot Cap-1 Maneuver *535 1519 *451 *402 *1023 *451 *318 *425 Pot Cap-1 Maneuver 0 329 Stage 1 - - *926 *846 - *454 *415 - Stage 1 0 - Stage 2 *455 *415 - *926 *806 - Stage 2 0 - Platoon blocked,% 1 1 1 1 1 1 1 1 Platoon blocked,% Mov Cap-1 Maneuver *535 1519 *295 *387*1023 *435 *306 *425 Mov Cap-1 Maneuver - 329 Mov Cap-2 Maneuver - - *295 *387 - *435 *306 Mov Cap-2 Maneuver Stage 1 *895 *817 *439 *413 Stage 1 Stage 2 *305 *413 *890 *779 Stage 2 Approach EB WB 94WB SB Approach WB NB HCM Control Delay,s 0.8 0 18 17.5 HCM Control Delay,s 18.2 0 HCM LOS C C HCM LOS C Minor Lane/Major Mvmt NBLnl NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Minor Lane/Major Mvmt NBT NBRWBLnl Capacity(veh/h) 295 1023 *535 1519 425 Capacity(veh/h) 329 HCM Lane V/C Ratio 0.14 0.005 0.035 0.005 0.325 HCM Lane V/C Ratio 0.172 HCM Control Delay(s) 19.2 8.5 12 7.4 0 17.5 HCM Control Delay(s) 18.2 HCM Lane LOS C A B A A C HCM Lane LOS C HCM 95th%tile Q(veh) 0.5 0 0.1 0 1.4 HCM 95th%tile Q(veh) 0.6 Notes -:Volume exceeds capacity $:Delay exceeds 300s +:Computation Not Defined *:All major volume in platoon TIA for the Creekside Point in Southlake,Texas LBN Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report Page 1 LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBRWSBL SBT SBR Lane Group 04 Lane Configurations ttt r ) tt ) +T+ Lane Configurations Traffic Volume(vph) 0 293 716 1128 525 0 0 0 0 255 3 54 Traffic Volume(vph) Future Volume(vph) 0 293 716 1128 525 0 0 0 0 255 3 54 Future Volume(vph) Peak Hour Factor 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 Peak Hour Factor Adj.Flow(vph) 0 341 833 1312 610 0 0 0 0 297 3 63 Adj.Flow(vph) Shared Lane Traffic(%) 50% Shared Lane Traffic(%) Lane Group Flow(vph) 0 341 833 1312 610 0 0 0 0 148 215 0 Lane Group Flow(vph) Turn Type NA Perm pm+pt NA Perm NA Turn Type Protected Phases 2 1 12 412 Protected Phases 4 5 6 8 12 16 Permitted Phases 2 12 412 Permitted Phases Detector Phase 2 2 1 12 412 412 Detector Phase Switch Phase Switch Phase Minimum Initial(s) 10.0 10.0 8.0 Minimum Initial(s) 5.0 10.0 8.0 5.0 4.5 4.5 Minimum Split(s) 25.0 25.0 15.0 Minimum Split(a) 17.0 17.0 23.0 22.5 9.0 9.0 Total Split(s) 73.0 73.0 101.0 Total Split(s) 17.0 81.0 52.0 58.0 9.0 9.0 Total Split(%) 36.5% 36.5% 50.5% Total Split(%) 9% 41% 26% 29% 5% 5% Yellow Time(s) 4.5 4.5 4.5 Yellow Time(s) 3.5 4.5 4.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 2.5 All-Red Time(a) 1.0 2.5 2.5 1.0 1.0 1.0 Lost Time Adjust(s) 0.0 0.0 0.0 Lost Time Adjust(s) Total Lost Time(s) 7.0 7.0 7.0 Total Lost Time(a) Lead/Lag Lead Lead Lag Lead/Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None Recall Mode None C-Max Max None None None Act Effct Green(a) 66.0 66.0 160.0 167.0 21.5 21.5 Act Effct Green(s) Actuated g/C Ratio 0.33 0.33 0.80 0.84 0.11 0.11 Actuated g/C Ratio v/c Ratio 0.20 1.25 1.14 0.21 0.86 0.60 v/c Ratio Control Delay 48.5 164.5 98.4 0.2 124.7 83.6 Control Delay Queue Delay 0.0 0.0 1.2 1.8 0.5 0.1 Queue Delay Total Delay 48.6 164.5 99.5 2.0 125.3 83.6 Total Delay LOS D F F A F F LOS Approach Delay 130.8 68.6 100.6 Approach Delay Approach LOS F E F Approach LOS Queue Length 50th(ft) 119 -1169 -2048 3 214 135 Queue Length 50th(ft) Queue Length 95th(ft) 142 #1323 ni m3 #339 179 Queue Length 95th(ft) Internal Link Dist(ft) 1214 327 584 496 Internal Link Dist(ft) Turn Bay Length(ft) 350 Turn Bay Length(ft) Base Capacity(vph) 1678 665 1147 2955 173 357 Base Capacity(vph) Starvation Cap Reductn 0 0 248 2135 0 0 Starvation Cap Reductn Spillback Cap Reductn 202 0 0 0 1 3 Spillback Cap Reductn Storage Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn Reduced v/c Ratio 0.23 1.25 1.46 0.74 0.86 0.61 Reduced v/c Ratio Intersection Summary Intersection Summary Cycle Length:200 Actuated Cycle Length:200 Offset:0(0%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:200 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.26 - TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Pagel LBN Page 2 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Timing Plan:PM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:93.1 Intersection LOS:F Intersection Capacity Utilization 115.4% ICU Level of Service H Analysis Period(min)15 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR _w'9$L SBT SBR Volume exceeds capacity,queue is theoretically infinite. Lane Configurations 9 ) tt +tt r ) 4M Queue shown is maximum after two cycles. Traffic Volume(vph) 450 161 0 0 1334 837 375 1119 93 0 0 0 # 95th percentile volume exceeds capacity,queue maybe longer. Future Volume(vph) 450 161 0 0 1334 837 375 1119 93 0 0 0 Queue shown is maximum after two cycles. Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 m Volume for 95th percentile queue is metered by upstream signal. Adj.Flow(vph) 474 169 0 0 1404 881 395 1178 98 0 0 0 Shared Lane Traffic 1%) 10 Splits and Phases: 1:Solana Blvd/Kirkwood Blvd&SH-114 SBFR Lane Group Flow(vph) 474 169 0 0 1404 881 355 1316 0 0 0 0 u1 #1 >bl #1 Turn Type pm+pt NA NA Free Perm NA ~ Protected Phases 5 56 6 816 2'R� 04 12 01 73 s I 17s I 9sl I Permitted Phases 56 Free 816 -z 1=2 c2 =z Detector Phase 5 56 6 816 816 1 * F } Switch Phase 0 16 005 __006 08 Minimum Initial(s) 10.0 8.0 9d 181S 52s 58s Minimum Split(s) 17.0 23.0 Total Split(s) 81.0 52.0 Total Split(%) 40.5% 26.0% Yellow Time(s) 4.5 4.5 All-Red Time(a) 2.5 2.5 Lost Time Adjust(s) 0.0 0.0 Total Lost Time(a) 7.0 7.0 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Recall Mode C-Max Max Act Effct Green(s) 119.0 126.0 45.0 200.0 62.5 62.5 Actuated g/C Ratio 0.60 0.63 0.22 1.00 0.31 0.31 v/c Ratio 0.68 0.08 1.23 0.56 0.71 1.26 Control Delay 64.3 0.5 170.6 1.4 69.6 176.1 Queue Delay 2.3 0.0 0.6 0.0 0.9 0.3 Total Delay 66.6 0.5 171.2 1.4 70.4 176.4 LOS E A F A E F Approach Delay 49.2 105.8 153.9 Approach LOS D F F Queue Length 50th(ft) 547 1 -829 0 457 -1186 Queue Length 95th(ft) ni ml #924 0 602 #1331 Internal Link Dist(ft) 327 247 269 1095 Turn Bay Length(ft) Base Capacity(vph) 692 2229 1144 1583 503 1048 Starvation Cap Reductn 111 0 0 0 0 0 Spillback Cap Reductn 0 0 139 0 32 67 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.82 0.08 1.40 0.56 0.75 1.34 Intersection Summary Cycle Length:200 Actuated Cycle Length:200 - Offset:0(0%),Referenced to phase 2:EBWB and 5:,Start of Green Natural Cycle:200 - Control Type:Actuated-Coordinated Maximum v/c Ratio:1.26 - TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 3 LBN Page 4 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM 2:SH-114 NBFR&Kirkwood Blvd Timing Plan:PM Intersection Signal Delay:115.3 Intersection LOS:F Intersection Capacity Utilization 115.4% ICU Level of Service H Lane Group 01 02 Analysis Period(min)15 Lane Configurations - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) Queue shown is maximum after two cycles. Future Volume(vph) # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor Queue shown is maximum after two cycles. Adj.Flow(vph) m Volume for 95th percentile queue is metered by upstream signal. Shared Lane Traffic(%) Lane Group Flow(vph) Splits and Phases: 2:SH-114 NBFR&Kirkwood Blvd Turn Type #1 #1II #1 #1 Protected Phases 1 2 4 8 12 16 4- 2 R + 03 1 12 01 Permitted Phases 73 s 17 s I 9sl 110 Detector Phase =2 1=2 =2 =2 Switch Phase ► F Minimum Initial(s) 8.0 10.0 5.0 5.0 4.5 4.5 o16-005 ---0ao 08 Minimum Split(s) 15.0 25.0 17.0 22.5 9.0 9.0 9 81 s 52 s 55 s Total Split(s) 101.0 73.0 17.0 58.0 9.0 9.0 Total Split(%) 51% 37% 9% 29% 5% 5% Yellow Time(s) 4.5 4.5 3.5 3.5 3.5 3.5 All-Red Time(s) 2.5 2.5 1.0 1.0 1.0 1.0 Lost Time Adjust(s) Total Lost Time(s) Lead/Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None None None None Act i Green(s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Queue Length 50th(ft) Queue Length 95th(ft) Internal Link Dist(ft) Turn Bay Length(ft) Base Capacity(vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 5 LBN Page 6 Timings 2023 Background Plus Site Generated with Improvements Timings 2023 Background Plus Site Generated with Improvements 4:Kirkwood Blvd&T W King Rd Timing Plan:PM 4:Kirkwood Blvd&T W King Rd Timing Plan:PM Intersection Signal Delay:50.3 Intersection LOS:D Intersection Capacity Utilization 89.2% ICU Level of Service E Lane Group WL EBT EBR WBL WBT WBR NBL NBT N�BL SBT SBR Analysis Period(min)15 Lane Configurations Vi tt r rT+ I T+ Vi 1� r - Volume exceeds capacity,queue is theoretically infinite. Traffic Volume(vph) 129 41 9 1 1181 111 206 0 0 44 0 655 Queue shown is maximum after two cycles. Future Volume(vph) 129 41 9 1 1181 111 206 0 0 44 0 655 # 95th percentile volume exceeds capacity,queue may be longer. Peak Hour Factor 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 Queue shown is maximum after two cycles. Adj.Flow(vph) 145 46 10 1 1327 125 231 0 0 49 0 736 Shared Lane Traffic(%) 50% Splits and Phases: 4:Kirkwood Blvd&T W King Rd Lane Group Flow(vph) 145 46 10 0 1453 0 231 0 0 49 368 368 Turn Type pm+pt NA pm+ov Perm NA pm+pt pm+pt NA pm+ov �Oz n � �� 91s 19s 30s Protected Phases 5 2 3 6 3 8 7 4 5 Permitted Phases 2 2 6 8 4 4 05 oe F yo7 I o8 Detector Phase 5 2 3 6 6 3 8 7 4 5 19 s 1 072S 13 s 36 s Switch Phase Minimum Initial(s) 5.0 10.0 5.0 8.0 8.0 5.0 5.0 5.0 5.0 5.0 Minimum Split(s) 13.0 33.0 13.0 32.0 32.0 13.0 36.0 13.0 22.0 13.0 Total Split(s) 19.0 91.0 19.0 72.0 72.0 19.0 36.0 13.0 30.0 19.0 Total Split(%) 13.6% 65.0% 13.6% 51.4% 51.4% 13.6% 25.7% 9.3% 21.4% 13.6% Yellow Time(s) 4.0 4.0 4.0 4.0 4.0 4.0 3.5 4.0 4.0 4.0 All-Red Time(s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time(s) 6.0 6.0 6.0 6.0 6.0 5.5 6.0 6.0 6.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max None C-Max C-Max None Max None Max None Act Eftct Green(s) 85.0 85.0 104.0 67.8 43.0 30.7 24.0 41.2 Actuated g/C Ratio 0.61 0.61 0.74 0.48 0.31 0.22 0.17 0.29 v/c Ratio 0.75 0.02 0.01 0.90 1.08 0.15 0.89 0.75 Control Delay 52.3 11.0 0.7 41.6 122.8 36.5 50.6 46.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 52.3 11.0 0.7 41.6 122.8 36.5 50.6 46.2 LOS D B A D F D D D Approach Delay 40.3 41.6 122.8 47.7 Approach LOS D D F D Queue Length 50th(ft) 77 8 0 629 -185 32 178 260 Queue Length 95th(ft) #152 16 2 737 #354 64 #362 383 Internal Link Dist(ft) 506 828 395 825 Turn Bay Length(ft) 200 150 Base Capacity(vph) 216 2148 1181 1620 214 330 415 510 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.67 0.02 0.01 0.90 1.08 0.15 0.89 0.72 Intersection Summary Cycle Length:140 Actuated Cycle Length:140 Offset:0(0%),Referenced to phase 2:EBTL and 60BTL,Start of Green Natural Cycle:115 Control Type:Actuated-Coordinated Maximum v/c Ratio:1.08 TIA for the Creekside Point in Southlake,Texas Synchro 10 Report TIA for the Creekside Point in Southlake,Texas Synchro 10 Report LBN Page 7 LBN Page 8 Appendix E. TxDOT and City of Southlake Driveway Spacing and Deceleration Lane Criteria TIA for the Creekside Point in Southlake,Texas DeShazo Group,Inc. Appendix AASHTO Geometric Design of Highways and Streets Metric US Customary Intersection sight Intersection sight Stopping distance for Stopping distance for Design sight passenger cars Design sight passenger cars speed distance Calculated Design speed distance Calculated Design (km/h) (m) (m) (m) (mph) (ft) (ft) (ft) 20 20 36.1 40 15 80 143.3 145 30 35 54.2 55 20 115 191.1 195 40 50 72.3 75 25 155 238.9 240 50 65 90.4 95 30 200 286.7 290 60 85 108.4 110 35 250 334.4 335 70 105 126.5 130 40 305 382.2 385 80 130 144.6 145 45 360 430.0 430 90 160 162.6 165 50 425 477.8 480 100 185 180.7 185 55 495 525.5 530 110 220 198.8 200 60 570 573.3 575 120 250 216.8 220 65 645 621.1 625 130 285 234.9 235 70 730 668.9 670 75 820 716.6 720 80 910 764.4 765 Note: Intersection sight distance shown is for a stopped passenger car to turn right onto or cross a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-58. Design Intersection Sight Distance—Case B2—Right Turn from Stop and Case B3—Crossing Maneuver 664 CO 2004 by the American Association of State Highway and Transportation Officials. All rights reserved.Duplication is a violation of applicable law. Intersections Metric US Customary Intersection sight Intersection sight Stopping distance for Stopping distance for Design sight passenger cars Design sight passenger cars speed distance Calculated Design speed distance Calculated Design (km/h) (m) (m) (m) (mph) (ft) (ft) (ft) 20 20 41.7 45 15 80 165.4 170 30 35 62.6 65 20 115 220.5 225 40 50 83.4 85 25 155 275.6 280 50 65 104.3 105 30 200 330.8 335 60 85 125.1 130 35 250 385.9 390 70 105 146.0 150 40 305 441.0 445 80 130 166.8 170 45 360 496.1 500 90 160 187.7 190 50 425 551.3 555 100 185 208.5 210 55 495 606.4 610 110 220 229.4 230 60 570 661.5 665 120 250 250.2 255 65 645 716.6 720 130 285 271.1 275 70 730 771.8 775 75 820 826.9 830 80 910 882.0 885 Note: Intersection sight distance shown is for a stopped passenger car to turn left onto a two-lane highway with no median and grades 3 percent or less. For other conditions, the time gap must be adjusted and required sight distance recalculated. Exhibit 9-55. Design Intersection Sight Distance—Case Bl—Left Turn from Stop 661 CO 2004 by the American Association of State Highway and Transportation Officials. All rights reserved.Duplication is a violation of applicable law. Chapter 2—Access Management Standards Section 3—Number,Location,and Spacing ofAccess Connections m E m n Access Connect?on Spoc ng o (refer to ToDle 2- 1 ) a FRONTAGE ROAD Z ZFREEWAY MA I NLANE FRONTAGE ROAD } t W Access Connection 5pocing � (refer to Table - 1 ) Q a a 4- a � W W Figure 2-3. Frontage Road U-Turn Spacing Diagram Access Management Manual 2-11 TxDOT 0 712 011 Chapter 2—Access Management Standards Section 3—Number,Location, and Spacing ofAccess Connections Table 2-1:Frontage Road Connection Spacing Criteria Minimum Connection Spacing Criteria for Frontage Roads(1)(2) Minimum Connection Spacing(feet) Posted Speed(mph) One-Way Frontage Roads Two-Way Frontage Roads <30 200 200 35 250 300 40 305 360 45 360 435 >50 425 510 (1)Distances are for passenger cars on level grade.These distances may be adjusted for downgrades and/or signifi- cant truck traffic.Where present or projected traffic operations indicate specific needs,consideration may be given to intersection sight distance and operational gap acceptance measurement adjustments. (2)When these values are not attainable,refer to the variance process as described in Chapter 2, Section 5. Other State System Highways This section applies to all state highway system routes that are not new highways on new align- ments, freeway mainlanes, or frontage roads. Table 2-2 provides minimum connection spacing criteria for other state system highways. How- ever, a lesser connection spacing than set forth in this document may be allowed without variance in the situations described in Chapter 2, Section 5. Table 2-2 does not apply to rural highways outside of metropolitan planning organization boundar- ies where there is little, if any, potential for development with current ADT volumes below 2000. For those highways, access location and design will be evaluated based on safety and traffic opera- tion considerations. Such considerations may include traffic volumes,posted speed, turning volumes,presence or absence of shoulders, and roadway geometrics. Access Management Manual 2-12 TxDOT 0712011 Chapter 2—Access Management Standards Section 3—Number,Location, and Spacing ofAccess Connections Table 2-2: Other State Highways Connection Spacing Criteria Other State Highways Minimum Connection Spacing(1)(2)(3) Posted Speed(mph) Distance(ft) <30 200 35 250 40 305 45 360 >50 425 (1)Distances are for passenger cars on level grade.These distances may be adjusted for downgrades and/or significant truck traffic.Where present or projected traffic operations indicate specific needs,consideration may be given to intersection sight distance and operational gap acceptance measure- ment adjustments. (2)When these values are not attainable,refer to the variance process as described in Chapter 2, Section 5. (3)Access spacing values shown in this table do not apply to rural highways outside of metropolitan planning organization boundaries where there is little, if any,potential for development with current ADT levels below 2000. Access connection spacing below the values shown in this table may be approved based on safety and operational considerations as determined by TxDOT. Corner clearance refers to the separation of access connections from roadway intersections. Table 2-2 provides minimum corner clearance criteria. Where adequate access connection spacing cannot be achieved,the permitting authority may allow for a lesser spacing when shared access is established with an abutting property. Where no other alternatives exist, construction of an access connection may be allowed along the property line far- thest from the intersection. To provide reasonable access under these conditions but also provide the safest operation, consideration should be given to designing the driveway connection to allow only the right-in turning movement or only the right-in/right out turning movements if feasible. Auxiliary Lanes This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux- iliary lanes consist of left-turn and right-turn movements, deceleration, acceleration, and their associated transitions and storage requirements. Left-turn movements may pose challenges at driveways and street intersections. They may increase conflicts, delays, and crashes and often com- plicate traffic signal timing. These problems are especially acute at major highway intersections Access Management Manual 2-13 TxDOT 0712011 Chapter 2—Access Management Standards Section 3—Number,Location, and Spacing ofAccess Connections where heavy left-turn movements take place,but also occur where left-turn movements enter or leave driveways serving adjacent land development. As with left-turn movements,right-turn move- ments pose problems at both driveways and street intersections. Right-turn movements increase conflicts, delays, and crashes,particularly where a speed differential of 10 mph or more exists between the speed of through traffic and the vehicles that are turning right. Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual, Chapter 3, for proper acceleration and deceleration lengths. Table 2-3:Auxiliary Lane Thresholds Right Turn to or from Property(5) Median Type Left Turn to or from Property Acceleration Deceleration Acceleration Deceleration Non-Traversable (2) All Right turn egress> ♦ >45 mph where right (Raised Median) 200 vph(4) turn volume is>50 vph(3) ♦ <45 where right turn volume is>60 vph(3) Traversable(Undi- (2) (1) Same as above Same as Above vided Road) (1)Refer to Table 3-11,TxDOT Roadway Design Manual,for alternative left-turn-bay operational considerations. (2)A left-turn acceleration lane may be required if it would provide a benefit to the safety and operation of the road- way.A left-turn acceleration lane would interfere with the left-turn ingress movements to any other access connection. (3)Additional right-turn considerations: ♦ Conditions for providing an exclusive right-turn lane when the right-turn traffic volume projections are less than indicated in Table 2-3: • High crash experience • Heavier than normal peak flow movements on the main roadway • Large volume of truck traffic • Highways where sight distance is limited ♦ Conditions for NOT requiring a right-turn lane where right-turn volumes are more than indicated in Table 2-3: • Dense or built-out corridor where space is limited • Where queues of stopped vehicles would block the access to the right turn lane • Where sufficient length of property width is not available for the appropriate design (4)The acceleration lane should not interfere with any downstream access connection. ♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection should be equal to or greater than the distances found in Table 2-2. ♦ Additionally,if the next access connection is signalized,the distance from the end of the acceleration lane taper to the back of the 90th percentile queue should be greater than or equal to the distances found Table 2-2. (5)Continuous right-turn lanes can provide mobility benefits both for through movements and for the turning vehi- cles.'Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2- 2.However,when combined with crossing left in movements,a continuous right-turn lane can introduce additional operational conflicts. Access Management Manual 2-14 TxDOT 0 712 011 driveway sight distance may be insufficient, the Applicant will be required to submit vertical and horizontal information prepared by a registered Professional Engineer to the City Engineer that verifies adequate sight distance is available for the proposed driveway location. 1. SITE PLAN REQUIRED: A site plan showing all existing right-of-way, easements, curbs, storm drain inlets, flumes, underground and overhead utilities, trees and sidewalks shall be required for each non-residential driveway permit application. The proposed driveway grades shall also be shown for a minimum distance of fifteen(15') feet past the right-of-way line. All driveways and median openings within 150 feet of the subject property on both sides of each abutting street shall be shown on the site plan. If an adjacent street contains a wised median, showing driveways) on the opposite side of the street shall not be required unless a median opening is present or proposed. 5.3 RESIDENTIAL STANDARDS a. CIRCULAR DRIVES: Circular drives are allowed on residential lots not fronting on arterial or collector thoroughfares. There shall be 25' minimum distance between the two interior portions of the drives at the R_O.W. line. The minimum lot frontage required to construct a circular drive is 70 feet. b. COMMON DRIVE WIDTH: A residential driveway shared by two or more properties shall have a minimum throat width of twelve(12') feet. A common access easement shall also be required as described in Section 3.5. Shared residential driveways may be required for adjoining residential lots on major street facilities to reduce the number of access points on those roadways. c. ACCESS TO MAJOR STREET FACILITY: Driveway access to a residential lot from any major street facility shall not be permitted unless that lot has no other public access. If such a driveway is approved on a major street facility,an off- street maneuvering area approved by the Director shall be provided to ensure that vehicles will not back into the public street. Driveway access to a residential lot from a collector street may be denied if either(a)the lot has access to a local street or(b) the proposed access would create a traffic flow or safety problem unless there is no other access. 5.4 AUXILIARY LANES a. WHEN REQUIRED: As a condition of a Driveway Permit,the Applicant shall provide a deceleration lane for any driveway located on an arterial street if the right turn ingress volume exceeds 50 vehicles in the design hour(150 vehicles if the design hour occurs on a Sunday). If the existing or future speed limit on the street facility exceeds 40 MPH, a deceleration lane may be required if 40 right - 12 - turn ingress vehicles occur in the design hour(100 vehicles if the design hour occurs on a Sunday). b. DRIVEWAYS PROHIBITED: No driveway shall be permitted within the transition area of any separate right turn or deceleration lane. c. EXTENSION OF RIGHT TURN LANE: When a driveway is approved within the separate right turn lane of a public street intersection, the lane shall be extended a minimum of fifty (50') feet in advance of the driveway. d. CONTINUOUS DECELERATION LANE: A continuous deceleration lane may be required as a condition of a driveway permit when two or more deceleration lanes are planned and their proximity necessitates that they be combined for proper traffic flow and safety. The transition taper for a continuous deceleration lane shall not extend into or beyond a public street intersection. e. LEFT TURN LANES ON UNDIVIDED ROADS: On undivided arterial roadways, a left turn lane and taper may be required as a condition of the driveway permit when the product of the projected left turn ingress volume(50 minimum) and the opposing volume per lane exceeds 25,000 in any design hour. In such cases, a Traffic Impact Analysis shall be provided by the Applicant to analyze the present and future traffic volumes to verify that the left turn lane is necessary to maintain minimum levels of traffic flow and safety. f LEFT TURN LANES ON DIVIDED ROADS: On divided arterial roadways, the Applicant shall, as a condition of the permit, construct a left turn lane at an existing public street median opening when the proposed driveway will be served by such median opening and no left turn lane exists in the median. g. TEMPORARY AUXILIARY LANE: The Director may require a temporary auxiliary lane to be constructed on existing arterial roadways that are planned for future improvement. h_ DECELERATION LANE EXTENSION: In the event the Applicant is allowed to locate a driveway connecting to a deceleration lane within one hundred(100') feet of an arterial intersection,the Applicant shall be required to extend the deceleration lane to such intersection. The one hundred (100') feet shall be measured from the nearest edge of the driveway throat to the nearest R.O.W. line of the intersecting arterial. i. CONSTRUCTION COSTS:The Applicant shall be responsible for the design, right-of-way adjustment of utilities,and construction costs of any auxiliary lane and street widening required as a condition of the driveway permit. If for any reason an auxiliary lane required under this Ordinance cannot be constructed in conjunction with the driveway by the Applicant, the Applicant may be required to place all necessary funds in escrow with the City. - l3 - r . TABLE ONE (including notes on the following page) Criteria Street Residential Commercial& Service Driveway Classification Driveway Multi-Family Driveway Driveway Throat S.H. 114&frontage roads 12-20 ft. 24-40 ft. 3048 & F.M. 1938,F.M. 1709,S.H.26 12-20 ft. 24-40 ft. 30-48 ft. Arterial 12-20 ft. 24-40 ft. 3048 ft. Collector 12-20 ft. 2440 ft.* 3048 ft.0 Local Street 12-20 ft. 24-40 ft.* 24-36 ft.* Driveway Curb S.H. 114&frontage roads 20-25 ft Radius* 20-30 ft. 25-40 ft+ F.M. I938,F.M. 1709,S.H.26 20-25 ft. 20-30 ft. 25-40 ft. Arterial 20-25 ft. 20-30 ft. 25-30 ft. Collector 15-20 ft. 10-20 ft.e 10-20 ft.* Local Street 5-10 ft. 10-20 ft.* 10-20 ft.• -Hum Distance to S.H. 114&frontage roads 150 ft. section Along 200 ft. 200 ft Roadway$ F.M. 1938, F.M. 1709, S.H.26 150 ft. 500 ft. 200 ft. Arterial 150 ft. 200 ft. 200 ft. Collector 50 ft. El150 ft.• Local Street 30 ft. 100 ft.• Minimum Centerline S.H. 114&frontage roads 80 ft. Driveway Spacing 500 ft.♦ 500 fL+ Along Roadwayj- F.M.:193:8,F.M. 1709,S.H.26 80 ft. 500 ft.4 250 ft.* Arterial 100 ft. 250 ft. 250 ft.* Collector 40 ft. 150 ft.* 150 ft.* Local Street 20 ft. 100 ft.• 100 ft.* TABLE ONE NOTES: * 'Me requirements for Driveway Throat Width and Driveway Curb Radius are for standard undivided two-way operation and may be varied by the Director if traffic volumes, truck usage,common driveways,and other factors warrant such. t The minimum centerline spacing does not implicitly determine the number of driveways allowed.Driveways served by deceleration lanes may be spaced at closer intervals if approved by the Director.See Section 5.2(b) for additional restrictions on driveway locations along S.H. 114 frontage roads. $ Distance measured from the intersecting R.O.W. line to the centerline of the driveway.See Section 5.2(b)for additional restrictions on driveway locations along S.H. 114 frontage roads. ,k Service driveway centerline spacing may be reduced to 150'if the ingress/egress volume is less than 50 vehicles per day and if the service driveway is a secondary driveway ancillary to a commercial driveway within the same development. ♦ The minimum centerline spacing may be reduced to 250'provided that the driveway is connecting directly to a frontage road and provided that it meets the criteria in Section 5.2(b). ♦ Refer to Section 5.2(c).Commercial,multi-family and service driveways may not be permitted on collector or local streets. ro The minimum centerline spacing may be reduced to 250'for right-in/right-out driveways.Refer to Section 5.2(a). 5.2 GENERAL DESIGN CRITERIA a. DRIVEWAYS ON F.M. 1709, F.M. 1938 & INTERSECTING ARTERIALS: The minimum centerline spacing for full-access driveways on F.M. 1709 &F.M. 1938 is 500 feet as per Table One; however, the minimum centerline spacing may be reduced to 250 feet for right-in/right-out driveways in accordance with Appendix 1. Driveways constructed within 250 feet of an intersection of F.M. 1709 or F.M. 1938 and an arterial shall be right-in/right-out only. All right- in/right-out drives shall be designed in accordance with Appendix 5 and shall have signs placed at the Applicants expense indicating right turn in only facing the street and right turn out only facing the property. b. DRIVEWAYS ON S.H. 114: Driveways along S.H. 114 (and its future frontage roads) shall be designed in accordance with Texas Department of Transportation (TxDOT) access control guidelines as applicable to the conceptual design and alignments of the proposed reconstruction of S.H. 114. Driveways will be not be allowed within areas indicated as "access denied" as per Appendices 2 & 3. c. DRIVEWAYS PROHIBITED: Commercial, multi-family and service driveways shall not be permitted on collector or local streets unless the tract or lot has no other public access. In the event there is no other public access, commercial, - 9 multi-family and service driveways shall be permitted on collector or local streets provided that they meet the design standards in Section 5.1. d. REQUIRED INTERNAL STORAGE(STACKING/MIMMUM THROAT LENGTH): The driveway for any multi-family, commercial or industrial property that connects to a major street facility or collector or local street shall extend onto private property a minimum distance of 10 feet, but not less than the required front bufferyard width, from the right-of-way line before intersecting any internal circulation drive. Internal storage(stacking) shall be provided on multi-family, commercial or industrial properties for corresponding driveways in accordance with Table Two for driveways that provide ingress/egress to parking areas of 20 or greater spaces. TABLE TWO Average Number of Total Number of Minimum Storage Length Parking Spaces per Parking Sparest Drivewayt 20-49 20-49 (bufferyard width+ 18') or 28; whichever is greater 50-199 50' 200+ 75' 50 to 199 50-199 75' 200+ 100' 200+ 200+ 150' t The average number of parking spaces per driveway is calculated by dividing the total number of parking spaces by the number of commercial&multi-family driveways.(Service driveways are not included in the calculation.) # I`lie total number of parking spaces is the sum of all spaces accessible by a driveway or driveways both on-site and off-site. The internal storage shall be separated from parking areas by a raised curb island or median with a back-of-curb to back-of-curb width equal to the minimum storage length divided by 25 or 3 feet, whichever is greater_ Planting requirements for the island or median shall be in accordance with Sections 3.4(b) and 3.5 of the Landscape Ordinance No. 544, excluding the requirements for canopy trees. Appropriate signage(e.g. stop, yield, etc.) shall be placed for any vehicular cross movement or internal circulation that intersects the ingress/egress circulation beyond the required internal storage. - 10 - Traffic Volumes AM Peak - Development Trips La gT �� o� • "• �4S L ' r113 } O` 4173 � a Q 40, _ Oy ® \C\ g F N4e p ON LI '� • &I �\ Iy 1- 8 °�� Kirkwood ri$6 %p5- 4 e , Exhibit 4 1 i Traffic Volumes PM Peak - Development Trips i gy Q g� R0 • r85 p}� r'5 F57 o� ON i� ILO � � A g� may, lilt,� 41 �,�a 61�= - - -Kirkwoo 'L • goo Exhibit 5