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Item 6C TIAA TRAFFIC IMPACT ANALYSIS FOR A PROPOSED MIXED -USE DEVELOPMENT IN SOUTHLAKE, TEXAS Prepared for: Canterra Development Group Carpe Diem Academy 222 Municipal Drive, Suite 150 Richardson, TX 75080 Prepared by: DeShazo, Tang & Associates, Inc. DT &A #09203 Engineers • Planners TEXAS REGISTERED ENGINEERING FIRM F -3199 400 South Houston Street Suite 330 • Union Station Ya C ' . Dallas, Texas 75202 ¢��� "� *d.,.'' Phone: 214 - 748 -6740 .y'•„� Fax: 214 - 748 -7037 4i9 Q I ` n A6�v7'yjQ 0 4 1 4 w 1rirls OY(fp�9pp/6mE a j 4Ai4Y . ...I r � OOGCpmas >4 * /p /� �{. f 50213 s V ` ;, ;_, * December 29, 2009 DT &A #09203 DeShazo, Tang & Associates, Inc. Engineers + Planners 400 S. Houston St., Suite 330 Dallas, Texas 75202 (214) 748 -6740 FAX (214) 748 -7037 www.deshazotang.com Technical Memorandum To: Canterra Development Group From: DeShazo, Tang & Associates, Inc. Date: December 29, 2009 Subject: Traffic Impact Study Update for a Mixed -Use Commercial Development in Southlake, Texas; DT &A #09203 INTRODUCTION Canterra Development Group has retained DeShazo, Tang & Associates, Inc. (DTA) to update the December 2005 traffic impact study for a mixed -use development located in the northwest quadrant of the FM 1709 (Southlake Boulevard) /FM 1938 (Randol Mill Road) intersection in the city of Southlake, Texas. This update is precipitated by a change in the overall development scheme to replace several small office buildings with a daycare facility. This report summarizes the results of the impact analysis associated with the latest building plan. The proposed site and study area are shown in Exhibit 1. COMPARISON OF PREVIOUS AND PROPOSED BUILDING PLANS The previous traffic impact study was submitted on December 20, 2005. It was prepared for a proposed development plan that included general office, shopping center, supermarket, bank and fast food land uses. The 2009 building plan converts the general office (the only land use not already constructed) to a daycare facility with a maximum attendance of 200 students. Table 1 illustrates both the 2005 and 2009 building plans. Table 1— Building Plan Comparison ITE Code ITE Land Use Quantity 2005 Plan 2009 Plan 565 Daycare N/A 15,000 ±SF / 200 students 813 General Office 27,354 SF N/A 820 Retail Shopping Center 12,505 SF 12,205 SF 850 Supermarket 27,605 SF 27,605 SF 912 Drive -In Bank 3,829 SF 3,829 SF 934 Fast -Food Restaurant w/ Drive Thru 2,154 SF 2,154 SF Totals: 73,447 SF 61,093 SF Mixed -Use Development TIA Page 2 DeShazo, Tang & Associates, Inc. December 29, 2009 COMPARISON OF PREVIOUS AND PROPOSED TRIP GENERATION A trip generation summary from the 2005 study at site buildout is provided in Table 2. A trip generation summary using the 2009 building plan is shown in Table 3. Comparing these two tables, we find that the overall trip generation increases by 85 trips (25 %) during the AM peak hour and 29 trips (3.4 %) during the PM peak hour. These increases will be the focus of the remainder of this update. Table 2 — 2005 Trip Generation ITE Code ITE Land Use Quantity AM Peak Hour PM Peak Hour Total In Out Total In Out 710 General Office 27,354 SF 66 58 8 109 19 90 820 Retail Shopping Center 12,505 SF 45 27 18 159 76 83 850 Supermarket 27,605 SF 68 41 27 337 172 165 912 Drive -In Bank 3,829 SF 1 47 1 26 1 21 1 175 88 1 87 934 Fast -Food Restaurant w/ Drive Thru 2,154 SF 114 58 56 75 39 36 Totals: 1 340 210 130 1 855 394 461 Table 3 — 2009 Trip Generation ITE Code ITE Land Use Quantity Peak Hour PM Peak Hour T In Out Total In Out 565 Daycare (adjacent Street) 200 Students 151 80 71 138 65 73 820 Retail Shopping Center 12,505 SF 45 27 18 159 76 83 850 Supermarket 27,605 SF 68 41 27 337 172 165 912 Drive -In Bank 3,829 SF 1 47 1 26 1 21 1 175 88 1 87 934 Fast -Food Restaurant w/ Drive Thru 2,154 SF 114 58 56 75 39 36 Totals: 1 425 232 193 1 884 440 444 UPDATED TRAFFIC ASSIGNMENT The primary purpose of this TIA update is to analyze the impact of the updated development plan on the study area intersections. In order to assess that impact, a new trip assignment was prepared. This trip assignment relied on the trip orientation percentages used in the 2005 study but routed all of the increased daycare traffic through Driveway 4, the northernmost driveway on Randol Mill Road. This is the closest driveway to the proposed daycare and it was assumed that it would offer the most attractive pick -up /drop -off access to parents of the daycare students. Background Traffic For the purposes of this update, the horizon year of 2012 used in the previous study was maintained as the design year. In addition, after reviewing the 2009 traffic count data available Mixed -Use Development TIA Page 3 DeShazo, Tang & Associates, Inc. December 29, 2009 from the City /Town of Southlake, it was determined that the 2012 background traffic volumes used in the 2005 study yielded estimated annual growth rates of 3% to 12% (the growth rates required for the 2009 traffic counts to achieve the 2012 projected levels) and, therefore, continue to represent acceptable projections for the year 2012. These volumes are shown in Exhibits 2 and 3 (note that only Driveway 4, the northernmost driveway on Randol Mill Road and the driveway closest to the proposed daycare, is studied). Site Traffic As stated earlier, the trip orientations used in the 2005 study were also used in this update. Applying these orientations to the increased traffic associated with the proposed daycare and adding this to the Driveway 4 site traffic from the 2005 report yielded the AM and PM peak hour site traffic volumes shown in Exhibits 4 and S. Total Traffic The total AM and PM peak hour traffic volume estimates were calculated by combining the background traffic volumes and the projected site traffic volumes. These volumes, shown in Exhibits 6 and 7, will be used to determine the impact of the proposed daycare facility. IMPACT ANALYSIS Roadway Geometry For this update, Randol Mill Road was assumed to retain its existing two -lane cross - section at its intersection with Driveway 4. Driveway 4 was assumed to provide two exit lanes: a left- and a right -turn. Delay Calculation The 2012 total (background - plus -site) traffic volumes were analyzed using the SYNCHRO 7 analysis software and the results are summarized in Table 4. Detailed software output is provided in the Appendix. The intersection capacity analysis shows that, even though the exiting left -turn traffic will experience moderately high delays, Driveway 4 will continue to provide acceptable levels of service to traffic on Randol Mill Road upon the addition of the daycare traffic. Mixed -Use Development TIA Page 4 DeShazo, Tang & Associates, Inc. December 29, 2009 Table 4 — Intersection Capacity Analysis Intersection 2012 Total Traffic AM PM Driveway 4 @ Randol Mill NB Left A A EB Left D F EB Right B B KEY: A,B,C,D,E,F =Level of service for intersection approach movement. # #. #= Control Delay (s /veh). CONCLUSIONS An update to the December 2005 traffic impact study for the proposed mixed -use development located on the northwest corner of the FM 1709/FM 1938 intersection in the city /town of Southlake, Texas, was conducted to analyze the impact of a change in the overall development scheme (the addition of a 200 - student daycare in place of 27,354 SF of general office space). The update conducted in this study shows an increase in the site - generated traffic volumes of 85 trips (25 %) during the AM peak hour and 29 trips (3.4 %) during the PM peak hour. The subsequent analysis of site access — primarily focused on the impact of the proposed building program on site Driveway #4 —shows the proposed site plan continues to provide acceptable levels of service to traffic on the area roadway network. END of MEMO Mixed -Use Development TIA Page 5 8992-pV9 69054 s"T ',k3NNl)PV4 *oL auns 'IS III() vm L09L --- - - -------------- , 7,7- -- - - -- -------------- - - - - -- LU � � \__ -0 --- - - -------------- , 7,7- -- - - -- -------------- - - - - -- T- r- F- .2 F a. FE (1) W 0 CL 0 L- a. LU -0 \ \ j - V" )L.: .8 ;-5 i % i 00 :x -j U z S UJ l 0 \ \� \ § \ } t: T- r- F- .2 F a. FE (1) W 0 CL 0 L- a. O 0 C 0 N C) LO L ` O i ♦ { Driveway #4 0-0 0 * o+ EXHIBIT 2 2012 AM Peak Background Traffic O 0 C co N C) LO L ` O i ♦ { Driveway #4 0-0 oM CD EXHIBIT 3 2012 PM Peak Background Traffic O 0 c I` M Driveway #4 47yG 50 ti ° EXHIBIT 4 2012 AM Peak Site Traffic O 0 C N CO J N i Driveway #4 68 67-* � o0 EXHIBIT 5 2012 PM Peak Site Traffic O 0 c M N I- LO Driveway #4 50, 50 � � I` N EXHIBIT 6 2012 AM Peak Total Traffic EXHIBIT 7 2012 PM Peak Total Traffic O C N N d' � J N i Driveway #4 76�• 67 o� L , CD EXHIBIT 7 2012 PM Peak Total Traffic APPENDIX SYNCHRO Output 2012 AM Peak Hour Total Traffic 3: Driveway #4 & Randol Mill II t Movement EBL EBR NBL NBT SBT SBR Lane Configurations r Volume (veh /h) 47 50 71 429 523 7 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 51 54 77 466 568 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1193 572 576 vC 1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1193 572 576 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 73 90 92 cM capacity (veh /h) 191 519 997 Direction, Lane # EB 1 EB 2 NB 1 SB 1 Volume Total 51 54 543 576 Volume Left 51 0 77 0 Volume Right 0 54 0 8 cSH 191 519 997 1700 Volume to Capacity 0.27 0.10 0.08 0.34 Queue Length 95th (ft) 26 9 6 0 Control Delay (s) 30.7 12.7 2.1 0.0 Lane LOS D B A Approach Delay (s) 21.4 2.1 0.0 Approach LOS C Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 67.8% ICU Level of Service C Analysis Period (min) 15 12/28/2009 2012 PM Peak Total Traffic 3: Driveway #4 & Randoll Mill II t Movement EBL EBR NBL NBT SBT SBR Lane Configurations r Volume (veh /h) 76 67 150 469 542 22 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 83 73 163 510 589 24 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1437 601 613 vC 1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1437 601 613 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 32 85 83 cM capacity (veh /h) 122 500 966 Direction, Lane # EB 1 EB 2 NB 1 SB 1 Volume Total 83 73 673 613 Volume Left 83 0 163 0 Volume Right 0 73 0 24 cSH 122 500 966 1700 Volume to Capacity 0.68 0.15 0.17 0.36 Queue Length 95th (ft) 91 13 15 0 Control Delay (s) 81.2 13.4 4.0 0.0 Lane LOS F B A Approach Delay (s) 49.4 4.0 0.0 Approach LOS E Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 77.0% ICU Level of Service D Analysis Period (min) 15 12/28/2009