Item 6A TIAMay 20 08 05:04p ITS Inc. 9724844545 p.2
TRAFFIC IMPACT STUDY
for the
in
SOUTHLAKE TEXAS
May 19, 2008
Submitted to:
City of SoutlAalte
Prepared for:
Hines Southlake Land
Limited Partnership
Prepared by:
Innovative Transportation Solutions, Inc.
270-1 Valley View Lane
Farmers Branch, Texas 75234
Phonic: 97Z.-484 ^2525
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Carillon De%
Sonlhlake, Texas
Table of Contents
May 19, 2003
1 . IN'I RODUCTION ,...., , —:..........,.. ,,. ... --
.,..,,.,........,..,...,..1
1 1 Existing and Proposed Infrastructure ,,..,..,.,. .:........... ..............,..... ..... ..... ,,.._,_._.....................
A
1.1.1 Proposed Infrastructure——.,.,.,..- .........,..
2
11, ANALYSIS,
3
2,1 Traffic Data-- .......... ......
.
2.1.1 Existing Traffic Volumes..... :. .. ........................... .......,,,,..._.,.....,,..._,.. ,
,..... ,...,_.. ,.._,.... ,.. 4
2.1.2 Projected Traffic Volumes..
2.2 Trip Generation and Distribution .. ................ ..:...__...... _ ........,., ....,..,...
„_..,- ,....,.,,, _..4
22.1 Trip Generation .... ...,....,,,..,,..,, . , ..,,..,,. - r...._..
—A
22.2 Trip Distribution.......
„ _.... ,,. 5
2.3 Intersection Level of Service— ...... .. .. .... ....
,:,.,6
2,4 Link An
7
2..5 Access Management and Right -turn Deceleration Lane Evaluation ......,,,.._
.. .:................. .:.....7
III RESULTS.... —,- - ........... .......... ................ . .....,,,. ,.,.._.,,
.....,..,:,..8-
3.1 Intersection Level of Service.....: :......._ .. .........,., ..,... ..... ..
........... 8
3..2 Link Analysis..... ..., ........... ..:... ,. _.....,.. .
...... ..10
3,21 Westbound S 114 Frontage Road .._ ........... ..
10
3,2.2 White Chapel Boulevard—.—,
I O
3.23 Carroll Avenue ....,.,.,.....,....._.,.... ,, ..............
11
13 Right Turn Deceleration Lanes ._.,.... ........,...,,.......... ,., ..:..
] 1
3..4 Extension of'Main Development Drive to Highland Street .... ... ........
................ —.12
IV, CONCLUSIONS AND RECOMMENDATIONS ...... ,
.. -. ........... . ......13
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Carillon Development
Southlake, Texas
List of Tables
Ma 19, 2008
Table 1 - Summary of Trip Generation . ..... .....................
._.... 5
Table 2 — Level-of-Service Criteria for Unsignalized Intersections...... ........:..,.:.0
Table 3 — Level-of-Service Criteria for Signalized Intmsections...,, ....... ........ ...........:..................7
Table 4—LOS Siffn nary (2048 Existing Conditions) ... ........_. ..................... $
Table S — LOS Summary (2015 Background Traffic Only )..:.. ,.... 8
Table G — LOS Summary (2015 Background plus Development) ........ ,,..,._9
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Carilloir Development May 19, 2008
Southlake, Texas
List of Figures
Figure 1 - Area Map and Site Location . _ _ .1
Figure 2 -Study Intersections ,,,3-
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Carillon Developmaia May 19, 2008
Sowhlahe, Texas
I. INTRODUCTION
The Carillon Development is located on a large tract of land that is north of SH 114 between
White Chapel Boulevard and Carroll Avenue in the City of Southlake, Texas. Figure l below
contains an area reap detailing; the location of the proposed development.
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Proposed
Development
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]Figure 1 - Area Map and Site Location
The proposed development is a multi -use mix that includes retail /restaurant, office, and
residential uses. The proposed development also includes a 1,800 seat performing arts center at
the core of the plaza district on the southwest corner of the site.. Exhibit 1 in Appendix A_ .
contains a preliminary site plan for the proposed development.
The proposed development is to be built -out over approximately five to six years with
construction slated to begin in sometime in 2009. Therefore, the year 2015 was selected as the
build -out year for analysis purposes.
1.1 Existing and Proposed Infrastructure
The proposed development is bordered on the west edge by White Chapel Boulevard, which is a
two -lane facility with intersection improvements at the interchange with SH -114. To the east of
the site is Carroll Avenue, which is also a two -lane roadway with intersection improvements at
the interchange with SH -1 14. Beginning at the school south of Drive F, Carroll Avenue widens
to a three lane cross- section with a continuous left -turn lane doom.. the_iuiddle. This widened
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]Figure 1 - Area Map and Site Location
The proposed development is a multi -use mix that includes retail /restaurant, office, and
residential uses. The proposed development also includes a 1,800 seat performing arts center at
the core of the plaza district on the southwest corner of the site.. Exhibit 1 in Appendix A_ .
contains a preliminary site plan for the proposed development.
The proposed development is to be built -out over approximately five to six years with
construction slated to begin in sometime in 2009. Therefore, the year 2015 was selected as the
build -out year for analysis purposes.
1.1 Existing and Proposed Infrastructure
The proposed development is bordered on the west edge by White Chapel Boulevard, which is a
two -lane facility with intersection improvements at the interchange with SH -114. To the east of
the site is Carroll Avenue, which is also a two -lane roadway with intersection improvements at
the interchange with SH -1 14. Beginning at the school south of Drive F, Carroll Avenue widens
to a three lane cross- section with a continuous left -turn lane doom.. the_iuiddle. This widened
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Carillon Developmeid May 19. 2005
Southlake, Texas
cross- section continues through the Highland Street intersection to the improved intersections
located at SH 114.
Along part of the south edge is the northwest bound frontage road of 5H 114, which is a three -
lane facility west of the exit ramp to White Chapel Boulevard and a two -lane facility east of the
exit ramp.
1.1.1 Proposed Infrastructure
1 he only ]mown potential improvement is to White Chapel Boulevard, which is proposed as a 4-
lane divided road on the City's thoroughfare plan. As part of the construction of the
development, it is planned that the two lanes of the future road adjacent to the development
would be built from the westbound SH 114 frontage road to the main development drive
approximately 1300 feet to the north.
Carroll Avenue is shown as a two -lane roadway on the City of Southlake thoroughfare plan.
Potential improvements may include the addition of turn lames at key intersections or the
driveways serving the school facilities There are no additional improvements planned at this
time. Construction of the SH 114 facility was completed approximately three years ago and there
are no plans for additional improvements atwthas-time.
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Carillon Development May 19. 2808
Soutblake, Texas
ill. ANALYSIS
Traffic analysis for this study consisted of a review of the operational level of service (LOS) at
seven study intersections and the proposed driveways serving; the development. Both the AM
and PM peak hours were studied for three scenarios, They are:
0 2008 existing; conditions
® 2015 background traffic only
O 2015 background plus development traffic
The seven study intersections were (see Fig=ure 2):
a White Chapel Boulevard at Eastbound SH 114
a White Chapel Boulevard at Westbound SH 114
e White Chapel Boulevard at Dove Road
Cattoll Avenue at Eastbound SH 114
m Cat Avenue at Westbound SH 114
e Carroll Avenue at Highland Street
6 Carroll Avenue at Dove Road
- .. ... ..... ... . . .-
l.. a
proposed m
Development
Figure 2 •- Study Intersections
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Cor °ilton Development May 19. ?008
Southlake, Texas
2.1 Traffic Data
211 F'xisting Trgffic Volumes
Both turning movement counts and 24 -hour count data were collected as part of the study..
Turning movement counts at the seven study intersections were collected during both the.
morning (7:00 to 9:00 am) and evening peaks (4:00 to 6:00 pm). From that data, the peak hours
of operation were selected (7:30 to 8:34 am and 5:00 to 6:00 pm) and used in the analysis.of thy.
AM and PM peak hours. Copies of the traffic volumes for the existing conditions can be found
in Exhibits 2 and 3 in Appendix B
24 -hour count data was collected on the westbound exit ramp to White Chapel Boulevard and on
the westbound frontage road between the exit ramp and White Chapel Boulevard, 24 -hour
directional counts were also collected on White Chapel Boulevard north of SH 114 and on
Carroll Avenue north of Highland Street. Copies of all the traffic data and 24 -hour counts can be
found in Appendix C..
2, 1. 2 Projected Traffic. Volumes
Projected traffic volumes for the year 2015 were calculated by applying an annual 6.25 percent
growth rate to the existing traffic volumes.. The growth rate was calculated based on historical
traffic counts frorn 2006 and traffic volumes frorn TxDOT traffic count maps. Exhibits 4 and 5
in Appendix B contain copies of the traffic volumes for the 2015 background conditions.
2.2 Trip Generation and Distribution
For scenarios with development related traffic, trips from the proposed development were added
to the background traffic volumes for the year 2015. The generation and distribution of trips is
discussed below.
2 2..1 Trip Generation
The proposed development consists of several uses including retail, restaurant, office, hotel,
residential, and a performing arts center. Trips for the proposed development were based on the
trip generation rates provided in the tables in the ITE Trip Generation Manual — Seventh Edition.
Table 1 below contains a summary of the trip generation for the total development and each
anticipated component.
It should be noted that ITE land use code 820 applies to shopping centers that may include up to
25 percent restaurant use along with the retail component; therefore, no separate trips related to
restaurant use were calculated. AIso, because the performing.arts.center is special event related,
trip generation was done separately as shown in the table below,.
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Carillon Developmew 1way 19, 2008
Soruhlokr., Texas
Table ] - Summary of Trip Generation
With a development such as this, the presence of office and residential components in proximity
to the retaiUrestaurant uses will result in internal trips, which are trips that occur within the
development between the various uses, The amount of internal trips can be calculated based on
information from the ITE Trip Generation handbook, however, for the purpose of this study, no
reduction related to internal trips was utilized, No pass -by trip reduction (which can be upwards
of 25 percent for retail uses) was applied either, therefore, the - analysis results are conservative
and reflect the "worst- case" scenario.
2 2 2 Trip Distribution
Once trips related to the development have been generated, it is necessary to distribute the trips
over the roadway network. Because the distribution characteristics of residential uses are
different than that of retail and office uses, the distribution of trips related to the residential uses
were done separately from the other uses
For the proposed office, retail, and hotel uses of the development it was assumed that 10 percent
of the trips would be to and from the north equally split between White Chapel Boulevard and
Carroll Avenue Approximately 35 percent of the trips would be to and from the south utilizing_
White Chapel Boulevard (5 percent), Carroll Avenue (15 percent), and SH 114 (15 percent) for
access.. Trips to and from the west totaled 25 percent and would be split between hove Road (3
fnnovalive Tr•arrsportadorr Soludora,
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AM -peak
PM-peak
24-hour
Independent
Weekday
Land Use
Variable
Emits
In
Out
Tota!
In
Out
Total
Total
Shopping Center
Gross Sq Ft
3390
199
127
326
672
729
1,401
15,616
ITE Code 8 20
(1000)
Office
Gross Sq Ft
3600
486
63
523
78
380
458
3,578 -
ITE Code 710
Hotel
ITE Code 310
Rooms
2010
59
38
97
63
55
118
1,416
Townhomes
Units
95
8
42
56
39
19
58
614
ITE Code 230
Single Family
Units
360
65
196
261
214
ff
126
340
3,378
ITE Cade 210
Total Trips
791
466
1,257
1,066
1,309
2,375
24,002
Performing
Seats
3,800
n/a
nfa
nla
65
7
72
7,44D
Arts Center
Total. Trips
791466
1,257
TT-31
1,316
2,447
25,442
(with Performing Arts Centel)
With a development such as this, the presence of office and residential components in proximity
to the retaiUrestaurant uses will result in internal trips, which are trips that occur within the
development between the various uses, The amount of internal trips can be calculated based on
information from the ITE Trip Generation handbook, however, for the purpose of this study, no
reduction related to internal trips was utilized, No pass -by trip reduction (which can be upwards
of 25 percent for retail uses) was applied either, therefore, the - analysis results are conservative
and reflect the "worst- case" scenario.
2 2 2 Trip Distribution
Once trips related to the development have been generated, it is necessary to distribute the trips
over the roadway network. Because the distribution characteristics of residential uses are
different than that of retail and office uses, the distribution of trips related to the residential uses
were done separately from the other uses
For the proposed office, retail, and hotel uses of the development it was assumed that 10 percent
of the trips would be to and from the north equally split between White Chapel Boulevard and
Carroll Avenue Approximately 35 percent of the trips would be to and from the south utilizing_
White Chapel Boulevard (5 percent), Carroll Avenue (15 percent), and SH 114 (15 percent) for
access.. Trips to and from the west totaled 25 percent and would be split between hove Road (3
fnnovalive Tr•arrsportadorr Soludora,
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Carillon Derelopment
Southlake, Texas
Ma) 19, 2008
percent) and SH 114 (22 percent) For the remaining .30 percent of the trips, which are to and
from the east, Dove Road (5 percent), Highland Strect (5 percent) and SH 114 (20 percent)
would be the access routes.
For the proposed residential use it was assumed that 5 percent of the trips would be to and from
the north on White Chapel Boulevard (2 percent) and Carroll Avenue (:3 percent). About 20
percent of'the trips would be to and from the south utilizing White Chapel Boulevard (5 percent)
and Carroll Avenue (15 percent), 15 percent of the trips would be to and from the west utilizing,
Dove Road (2 percent) and SH 114 (13 percent). The remaining 60 percent of the trips would be
to and from the east. These trips would be split between Dove Road (10 percent) and SH 114
(50 percent).
Exhibits 6 and 7 in Appendix 13 detail the AM and PM peak hour trips for the proposed
development. It should be noted that the trip totals at intersections or driveways on the exhibits
may be off by one or two trips due to rounding errors.
The distributed trips were combined with the 2015 background traffic volumes and these
volumes were input into the. study model for analysis. Exhibits 8 and 9 in Appendix B contain
copies of the turning movement volumes for the scenarios with development trips.
23 Intersection Level of Service
All analyses of the study intersections and driveways were conducted using Synchro 6r &t traffic
analysis software, LOS rankings for the study intersections were based on the average delay per
vehicle, Copies of the worksheets from Synchro can be found in Appendix D..
Table 2 and Table 3 below detail the LOS rankings for unsignalized and signalized intersections,
respectively based on the information provided in the Highway Capacity Manual.
Table 2 — Level -of- Service Criteria for Unsi ;nalized Intersections
LOS Cliaracteristics Average Stopped
Delay (see / veh)
A Completely free -flow conditions _. < 10.0
B Indicative of free -flow conditions, althougli the prescree of other vehicles is > 10.0 and { 15.0
noticeable
C The influence oftraffic density on operations > 15,0 and < 25.0
becomes marked
., Tl�e thility tp maneuver is ssverelv.resWcted
due to con gcsdon 5•U gird „ S•
E Operations are at or near capacity and are unstable > 35.0 and < 50,0
F Forced flow or breakdown characterized by queues > 50.0
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(,'ardllon Development lVay 19, 2008
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Table 3 — Level-of-Service Criteria for Signalized Intersections
For signalized intersections, the LOS results shown in the section below are based on the overall
intersection operations. For unsignalized intersections (either stop or yield control) the LOS
ranking is based on the overall intersection except cases where only one or two approaches are
stop controlled, such as driveways In those cases the LOS ranking; shown is based on the
controlled approach with the longest delay.
2.4 Link Analysis
A link analysis of the roads adjacent to the site was conducted as part of the impact study. This
included the westbound frontage road between the exit rarnp and White Chapel Boulevard,
White Chapel Boulevard north of SH 114. and Carroll Avenue no>:th of Highland Street,_
Existing volumes were based on the 24 -hour count and peak hour turning; movement data
collected. The projected background volumes for 2015 were based on. the. growth rates described
in section 7.1.2 on page 4.
For scenarios with development traffic, trips were distributed on the system based on the
distributions described in section 2,2.2 above. These distributed trips were then added to the
projected background traffic volumes. The resulting, link volumes were compared to capacity -
estimates provided by the North Central Texas Council of Governments (NCTCOG) to.
determine the LOS ranking for the roadway.
2.5 Access Management and Right -turn Deceleration Lane Evaluation
Since there are new driveways proposed to connect to both City streets, and the frontage road, alL
proposed driveways serving; the development were reviewed for possible right -turn deceleration
lanes based on the requirement of 50 vehicles in a peak hour.. Driveways on the frontage were
also review for adequate spacing; based on TxDO` , s access management policy.
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Average Stopped
LOS
Characteristics
Delay (seclveh)
A
No delays at intersection witli smoolh progression of traffic
Uncongested operafsons; all vehicles clear in a single signal cycle.
C1 0 - 4
B
>10.0 and 520.0 -
Vtoderate delays at intersections with satisfactory to good progression of traffic..
X20.0 and X5,0
Li ht congestion- estion occasional backups on critical approaches.
40- percent probability of delays of one cycle or more at every intersection No
progression of traffic along the roadway with 90 percent probability of being stopped
D
at every intersection experiencing "D" eundition Significant congestion on critical
?35.0 and <55.0
approaches, but intersections are functional Vehicles required to wait through tnnrc
than one cycle (luring short pcaks, No long %landin ' tiles formed.
Heavy traffic flow condition Delays of two or morc cycles are probable. No
E+
progression. 100 percent probability of stopping at intersection Blockage of
>55.0 and X75.0
intersection ma • occur of traffic signal does not provide protected Cumin g movements.
Unstable flow Heavy congestion. Traffic moves in forced flow condition. Three or
1♦
more cycles to pass through intersection
>75.0
Total breakdown with sto2- and -go operations.
For signalized intersections, the LOS results shown in the section below are based on the overall
intersection operations. For unsignalized intersections (either stop or yield control) the LOS
ranking is based on the overall intersection except cases where only one or two approaches are
stop controlled, such as driveways In those cases the LOS ranking; shown is based on the
controlled approach with the longest delay.
2.4 Link Analysis
A link analysis of the roads adjacent to the site was conducted as part of the impact study. This
included the westbound frontage road between the exit rarnp and White Chapel Boulevard,
White Chapel Boulevard north of SH 114. and Carroll Avenue no>:th of Highland Street,_
Existing volumes were based on the 24 -hour count and peak hour turning; movement data
collected. The projected background volumes for 2015 were based on. the. growth rates described
in section 7.1.2 on page 4.
For scenarios with development traffic, trips were distributed on the system based on the
distributions described in section 2,2.2 above. These distributed trips were then added to the
projected background traffic volumes. The resulting, link volumes were compared to capacity -
estimates provided by the North Central Texas Council of Governments (NCTCOG) to.
determine the LOS ranking for the roadway.
2.5 Access Management and Right -turn Deceleration Lane Evaluation
Since there are new driveways proposed to connect to both City streets, and the frontage road, alL
proposed driveways serving; the development were reviewed for possible right -turn deceleration
lanes based on the requirement of 50 vehicles in a peak hour.. Driveways on the frontage were
also review for adequate spacing; based on TxDO` , s access management policy.
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111. RESULTS
:3.1 Intersection Level of Service
bfaj 19..2008
Table 4 through Table 6 below summarizes the operations of the study intersections and drives
for the three study scenarios,
Table d -- LOS Summary (2008 Existing Conditions)
Intersection
AM Peak
PM Peak
LOS
--
Delay (sec)
LOS
Delay (sec)
White Chapel Boulevard at Fastbound SH 114
I B
18.7
B
15.4
While Chapel Boulevard at Westbound SH 114
B
17.9
C
20.2
White Chapel Boulevard at Dove Road
B
1 3,2
A
87
Carroll Avenue at Eastbound SH 114
C
22..0
C
251
Carroll Avenue at Westbound SH 114
C
22.6
C
28.6
Carrott Avenue at Highland Street
B
13..9
B
14.6
Carroll Avenue at Dove Road
C
19.1
B
11.6
Table 4 above shows that under current conditions all intersections operate with a LOS of C or
better during both the AM and PM peak hours..
As the background traffic volurnes grow to the year 2015, LOS rankings at the signalized
intersections remain at a C or better during the AM peak and a D during the PM peak. At the
unsignalized intersections of Dove Road at White Chapel Boulevard and Carroll Avenue during
the AM peak, there is a LOS of 13 and F, respectively. This is shown in Table 5 below.
Table 5 -- LOS Summary (2015 Background Traffic Only)
Intersection
AM Peak
PM Peak
LDS
Delay (sec)
LOS
Delay (sec)
White Chapel Boulevard at Eastbound SH 114
C
20.9
B
17.9
White Chapel Boulevard at Westbound SH 114
B
17.7
C
2 0..5
White Chapel Boulevard at Dove Road
E
46.8
B
11..6
Carroll Avenue at Eastbound SH 114
C
3
32.9
D
44,2
Carroll Avenue at Westbound SH 114
C
33..0
D
47.6
Carroll Avenue at Highland Street
I D
310
D
27.9
Carroll Avenue at Dove Road
� F
148.6
D
32,5
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Carillon Development Adap 19, 1008
Southlake, Texas
Because of the increase in background traffic at Carroll Avenue and SH 114 by the year 2015,
the signal timing was adjusted by raising the cycle length to 120 seconds.. By making this
change, the LOS of'D was obtained versus an LOS of E in the PM peak.
To mitigate the LOS of F at Carroll Avenue and Dove Road, additional intersection
improvements are Warranted with the background traffic alone. The addition of an eastbound
and westbound left -turn lane and a southbound right -turn lane results in significauL
improvements to the operation of the intersection with the average delay being reduced from
148 6 seconds to 50.3 seconds.
The next step in the analysis was to add development trips to the background traffic volumes to
determine the impact of the proposed development. Table 6 below is a summary for the LOS
rankings for the study intersections and driveways for the year 2015, which assumed full build -
out of development
Table 6 — LOS Summary (2015 Background plus Development)
Intersection
AM Peak
PM Peak
LOS
Delay (see)
LOS
belay (see)
White Chapel Boulevard at Eastbound SH 114
C
21..2
B
White Chapel Boulevard at Westbound SH 114
B
18.1
C
20.7
White Chapel Boulevard at Dove Road
F
591
Carroll Avenue at Eastbound SH 114
D
37A
D
52.6
Carroll Avenue at Westbound 5H 114
D
37.9
D
52.2
Carroll Avenue at Highland Street
F
97.3
F
95..9
Carroll Avenue at Dove Road
_ F
168.5
I F
77.5
Driveways
White Chapel Road at Drive A
C
16.4
C
W YYY
21.6
Westbound SH 114 f=rontage Road at Drive B
B
10 1
14.5
Westbound SH 114 Frontage Road at Drive C
B
11 4
E
38.1
Westbound SH 114 Frontage Road at Drive D
A
96
B
11.2
Westbound SH 114 Frontage Road at Drive E
A
9.2
A
98
Carroll Avenue at Drive F
B
14.1
C
15.9
White Chapel Road at Maim Development Rd
C
17.2
C
15.6
Carroll Avenue at Main Development Rd
B
10.2
B
11.4
Even with the increase in traffic related to the development, The signalized intersections
continue to operate a LOS of D or better during both the Aiv1 and PM peak hours. Poor levels of
service continue at the unsignalized intersections on Dove Road at both Carroll Avenue and
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Carillon Development Alay 19, 3008
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White Chapel Boulevard similar to conditions with background traffic only, with an increase in
average delay..
For the intersection of Dove Road at Carroll Avenue if the mitigation measures described above
for the background conditions are applied, the average delay is reduced to 569 seconds, which is.
only 6.6 seconds greater than the average delay calculated without the development traffic.. Tile
analysis sheets with the LOS rankings for the intersection with the mitigation measures are
included in Appendix D.
Based on the analysis the westbound approach of Highland Street at Carroll Avenue is projccted�
to have a poor LOS ranking in both the AM and PM peak, Since the traffic flow on Carroll
Avenue is uncontrolled, the poor LOS ranking does not impact the operations of the north - south
traffic, which remains relatively free flow. Because Highland Street is shown as a thoroughfare
street (A3U) on the City's thoroughfare plan, there are no additional recommended mitigation
pleasures beyond the proposed roadway design,
3.2 Link Analysis
The level of service on roadways can be determined by comparing the demand to the estimated
capacity of the roadway. The demand was calculated by adding development trips to the
projected background volumes on the study network Estimated capacity of the study roads is
based on information from the North Central Texas Council of Governments (NCTCOG).
3.2..1 westbound SH 114 Frontage Road
The current 24 --hour volume on the westbound frontage road just east of White Chapel Boulevard
is 5,902 vehicles per day.. By the year 2015, the background traffic volume will increase to
9,021 vehicles per day. With the full development in place, the volume on this section (which is
the point ofmaximturi contribution from the development) will be 18,983 vehicles per day,
In the peak hour, the anticipated volume will be 1,662 vehicles. With a three lane frontage road
section., that is 554 vehicles per lane, NCTCOG capacity estimates show a maximum capacity of
725 vehicles per hour per lane from frontage roads, This is a volume to capacity ratio of 0.76,
which corresponds to a LOS of D..
3.2..2 TVlrite Chapel Boulevard
The point of maximum development contribution is the section between the westbound SH 114
frontage road and Drive A. The current traffic data shows 4,963 vehicles per day, which will
increase to 7,587 vehicles per day by 2015. With the development traffic added, the anticipated
daily traffic volume will be approximately 12,649,
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Southlakc, 7"nvas
In the peals hour, the volume for the northbound side is 562 vehicles total or 281 vehicles per
lane. With a capacity estimate of 575 vehicles per lane per hour, this is a LOS of C. Going
southbound, the peak hour volume is anticipated to be 523 vehicles total or 262 vehicles per lane.
This is also a LOS of C.
3.2 .3 Carroll Avenue
Based on the collected traffic data, Carroll Avenue currently carries 6,:363 vehicles per day on-,
the section north of Highland Street. By the year 2015, the volume will increase to 9,727
vehicles per day. With only one drive located on Carroll Avenue that feeds mainly to the
residential component, the additional traffic related to the development will result in an
additional 600 vehicles per day for a total daily volume of 10,327, Thus, the development_.
represents approximately 6 percent of the total daily traffic..
For Carroll Avenue the AM peak hour shows higher volumes than the remaining times of the
day. This is primarily due to the presence of several schools located along the Carroll Avenue.
In the peak hour, the southbound lane will carry. 3-95 vehicles, which corresponds to a LOS of D.-
However, it has been observed that the traffic congestion around the schools results in a
degradation of'the traffic operations for the through traffic resulting in longer delays not reflected
in a link analysis..
In the northbound direction the volumes are anticipated to be 459 vehicles, which is a borderline
LOS ranking of E.. It should be noted the contribution of the development during this peak hour
is a total of 59 vehicles or a little more than 7.1 percent..
3.3 Right Turn Deceleration Lanes
Generally, the need for right -turn deceleration lanes is based on the volume of right- taming
vehicles at a driveway or street. The standards from TXDOT give a threshold of 50 vehicles in
any given one hour time period for a posted speed limit of'45 miles per hour and 60 vehicles per
hour for posted speeds less than 45 miles per hour_ Given the commercial uses within the
proposed development, the threshold of 50 vehicles was used at.the criteria for possible right -
turn deceleration lane..
Based on a review of the anticipated right turn demands at the development drives, the following
drives meet the threshold criteria.
e Drive A at White Chapel Boulevard
s Main Development Drive at White Chapel Boulevard
Drive Cat the westbound SH 114 frontage road
o Drive D at the westbound SI-1 114 frontage road
4 Main Development Drive at the westbound SH 114 frontage road
o Drive F at Carroll Avenue
Innovative Tia sportation Sohitions, Ine.
May 20 08 05:09p ITS Inc. 9724844545 p.17
Carillon Do Achy 19-2008
S01411lrahe, Texas
...............
From the list above, 1 - 1 - 8 recommends that rig ht -turn deceleration lanes be constructed at Drive
C, Drive D and the Main Development Drive on the westbound SH 114 frontage road during the
initial phases of the development. It is also recommended that a right -turn deceleration lane be
constructed at Drive A on White Chapel Boulevard be constructed as part of the initial
development
For the Main Development Drive at White Chapel and Drive F at Carroll Avenue, construction
of the right -turn deceleration is not required at the initial please of the development, but will
likely be required as the majority of the residential section is constructed.
:3.4 Extension of Main Development ]Drive to Highland Street
The City's thoroughfare plan shows a continuous road that links Carroll Avenue with White
Chapel Boulevard. As part of the development, a large section of this road is being constructed..
However, because the developing entity does not own the property adjacent to Highland Street,
the connection cannot be completed. It was therefore requested that ITS examine the
impact/benefit of the connection assuming completion to Highland Street at Can Avenue.
From a qualitative stand paint, the addition of a connection would take some residential
development related trips off of the section of Carroll Avenue north of Highland Stxeet, but the
benefit to Carroll Avenue would be minimal, given the already low percentage of development
related traffic, It would also.. likely carry a small portion of trips related to the retail office uses.
The result would be an increase in traffic at the intersections of SH 114 and Carroll Avenue.
Given the continued development of the Southlakc Town Center and the increase in traffic
related to the Town Center development at Carroll Avenue (and the lack of Texas U- turns), this
may not be desirable.
For the Carillon development, the absence of the connection to Highland Street does not present
a problem to the traffic operations The presence of the connection would provide some
additional circulation and help improve the LOS rankings of some driveways, but it is not
required for proper operation of the development.
Innovative I'ransportalion SoIntiong, Inc
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May 20 08 05:10p ITS Inc. 9724844545 p.18
Carillon Development
Southlake, Texas
May 19, 2008
IV. CONCLUSIONS AND RECOMMENDATIONS
The following, conclusions and recommendations are based on the analysis and results presented
in the above report.
The proposed development is estimated to generate about 24,000 trips daily with 1,257
trips in the AM peak and 2,375 in the PM peak hour..
m The proposed community performing arts center will generate apgioxirnately 1.440 trips
during a special event. This assumes a sell -out event with all 1,800 seats occupied and a
vehicle occupancy rate of 2..5 persons per vehicle. Trips related to the performing arts
center a special event related and were not included in the AM or PM peak hour.
e Based on existing conditions, all study intersections operate at a LOS of C or better
during the AM and PM peals hours.
In the year 2015 wish background traffic only, all signalized intersections will operate at
a D or better. The intersections of Dove Road at White Chapel Boulevard and Dove
Road at Carroll Avenue will operate with a LOS of E and 1+, respectively.
® Possible mitigation measures to improve the operation at Dove Road and Carrol Avenue
include the construction of let`t -turn lanes on the east and west approaches and the
addition of a southbound right -turn lanc. With these improvement installed, the average
delay for the 2015 background traffic scenario is reduced from almost 150 seconds to
about 50 seconds.
e The addition of developmcnt traffic in 2015 results in minimal impact to the signalized
study intersections with operations remaining at a LOS of D or better. The intersections
of Dove Road at White Chapel Boulevard and Dove Road at Carroll Avenue continue to
operate with poor levels of service,
If mitigation measures for the 2015 volumes are in place at Dove Road and Carroll
Avenue, the addition of development traffic results in only a h second increase in average
delay.
No mitigation measures are required at the signalized intersections, with the exception of
retiming of the signal to reflect the increase in traffic volumes
e Based oil the anticipated traffic volumes in 2015 (with the development) and NCTCOG
capacity estimates, the link LOS on westbound SH 114 frontage road will be a C in the
peak hour
® White Chapel Boulevard will have a LOS of C in both the northbound and southbound
directions during, the peak hour with development traffic.
InnoYwttr Transporlotron Solutions. Inc.
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May 20 08 05:10p ITS Inc. 9724844545 p.19
Carillon Development
Sonthlake, Trans
Alay 19, 2008
By the year 2015, Carroll Avenue will have a LOS of D on the southbound lane and a
LOS of E on the northbound lane in the peak hour, the development related traffic
account for about 7.1 percent of the total traffic on Carroll Avenue:
Right -turn deceleration lanes are recommended for Drive C, Drive D and the Main
Development Drive on the westbound SH 114 frontage road and at Drive A on White
Chapel Boulevard. It is also recommended that right -turn deceleration lanes be
constructed the Main Development Drive at White Chapel and Drive F at Carroll
Avenue, but these can be done in subsequent phases of the development at the residential..,
component is built out
For the Carillon development, the absence of the connection to Highland Street does not
present a problem to the traffic operations. The presence of the connection would
provide some additional circulation and help improve the LOS rankings of some,
driveways, but it is not required for proper operation of the development.
Innovative Transportation Soltrtions, Inc..
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