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Item 6A and 6B Winding Creek Traffic Impact AnalysisTRAFFIC IMPACT ANALYSIS Winding Creek Southlake, Texas January 31, 2012 Prepared for Deatte, Inc. s, pl 'EN M. M130SE 95814 ■E■ ■■■ HALFF mom 1201 North Bowser Road Richardson, Texas 75081 Firm Registration No. 312 AVO 28610 Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Executive Summary Halff Associates, Inc. ( Halff) conducted a Traffic Impact Analysis (TIA) on behalf of DeOtte, Inc., for the proposed new single - family residential development, called "Winding Creek," to be located on the west side of South Carroll Avenue south of FM 1709 in Southlake, Texas. Construction of the development is scheduled to begin in April / May of 2012, with the full build out of 74 residential lots expected by 2014. Halff conducted the TIA at the direction of the City of Southlake. The TIA focused on access to the site from two proposed streets along South Carroll Avenue. The TIA also addressed the need for left turn deceleration lanes at the two streets, and the development's impacts to through traffic on South Carroll Avenue. Halff conducted weekday AM and PM peak period turning movement traffic counts at the South Carroll Avenue / Westmont Drive intersection on Thursday and Friday, January 26 and 27, 2012. Halff also conducted a 24 -hour directional traffic count along South Carroll Avenue south of Westmont Drive on Thursday and Friday, January 26 and 27, 2012. The existing (2012) AM and PM peak hour traffic volumes were identified from the traffic count data, and these volumes were increased by an annual growth rate to estimate the build out (2014) traffic volumes at the study intersections and along the study road. Halff generated trips for the proposed development assuming full build out (74 lots), and distributed them at the two proposed site access points along South Carroll Avenue and at the South Carroll Avenue / Westmont Drive intersection. (A third access point is planned along the future extension of Zena Rucker Road on the north side of the development. Since it is not known when this road will be in place, Halff presented a conservative analysis scenario assuming all development traffic has to enter and exit the site via South Carroll Avenue.) These development trips were then added to the estimated build out year (2014) background volumes at the study intersections and along the study road to give the projected total (background plus site) traffic volumes for the study analysis scenarios. Halff then conducted AM and PM peak hour analyses of the site access points and the South Carroll Avenue / Westmont Drive intersection, and along the study road for the various analysis scenarios. The results of the intersection analyses show that without a northbound left turn lane in place at the Winding Creek main (north) access point or the south access point, the northbound approaches to both access points (shared left turn / through movements) are projected to operate at a good LOS A with very minimal delays (0.6 seconds per vehicle or less) during the AM and PM peak hours. Halff also evaluated the South Carroll Avenue / Westmont Drive intersection and the two proposed site access points along South Carroll Avenue assuming northbound left turn lanes were provided at the two site access points. The build out year (2014) total volumes were evaluated for this geometric scenario. The results of this analysis show that providing northbound left turn lanes along South Carroll Avenue at the two proposed site access points does not have any impact on the AM and PM peak hour operations at the South Carroll Avenue / Westmont Drive intersection. - i - ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas It should be noted that the City of Southlake does not have a set of defined design criteria to evaluate the need for left turn deceleration lanes at site driveways or minor street intersections. TxDOT, in their Roadway Design Manual, does publish a "Guide for Left -Turn Lanes on Two - Lane Highways." The TxDOT guide defines situations where left turn deceleration lanes should be considered. It is Halffs opinion that the TxDOT guidelines should not be used to evaluate the need for left turn deceleration lanes at the two proposed site access points, because the conditions surrounding the Winding Creek development site do not meet the basic criteria outlined by TxDOT. Based on the results of the peak hour intersection analyses and a review of the development site plan, Halff recommends the following: • Install stop signs and stop bars on the eastbound approaches of both site access streets to South Carroll Avenue. • The City of Southlake should consider accelerating the construction of the western half of the road, in order to accommodate the vehicular demand currently using the road. - "- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Table of Contents Executive Summary i Table of Contents iii List of Figures iv List of Tables v I. Introduction 1 11. Purpose and Methodology 2 III. Existing and Future Roadway Conditions 2 IV. Existing Traffic Patterns 3 V. Land Use and Trip Generation 3 VI. Site - Generated Traffic Distributions 4 VII. Site - Generated Traffic Assignments 4 VIII. Intersection Analyses 5 IX. TxDOT Left Turn Deceleration Lane Evaluation 11 X. Link Volume Level of Service 11 XI. Recommendations 14 Appendix A A Appendix B B Appendix C C Appendix D D Appendix E E : ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas List of Figures Figure 1 — Site Location Map 1 Figure 2 — Development Site Plan A Figure 3 — Existing (2012) AM Peak Hour Intersection Vols C Figure 4 — Existing (2012) PM Peak Hour Intersection Vols C Figure 5 — Development Build Out Year (2014) AM Peak Hour Trips C Figure 6 — Development Build Out Year (2014) PM Peak Hour Trips C Figure 7 — Build Out Year (2014) Background AM Peak Hour Intersection Vols C Figure 8 — Build Out Year (2014) Background PM Peak Hour Intersection Vols C Figure 9 — Build Out Year (2014) Total AM Peak Hour Intersection Vols C Figure 10 — Build Out Year (2014) Total PM Peak Hour Intersection Vols C - 'l - ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas List of Tables Table — Estimated Site - Generated One -Way Trips — Winding Creek Development 3 Table 2 — Level -of- Service Criteria for Unsignalized Intersections 6 Table 3 — Level -of- Service Criteria for Signalized Intersections 6 Table 4 — Intersection Peak Hour LOS Results — 2012 Scenarios 7 Table 5 — Intersection Peak Hour LOS Results — 2014 Scenarios 9 Table 6 — Intersection Peak Hour LOS Results — 2014 Scenarios with and without 10 Northbound Left Turn Lanes along South Carroll Avenue Table 7 — LOS Rankings for Roadways 12 Table 8 — Link Volume Peak Hour LOS Results — 2012 Scenarios 12 Table 9 — Link Volume Peak Hour LOS Results — 2014 Scenarios 13 - '' - ; ■; HALFF Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas I. INTRODUCTION Halff Associates, Inc. ( Halff) conducted a Traffic Impact Analysis (TIA) on behalf of DeOtte, Inc., for the proposed new single - family residential development, called "Winding Creek," to be located on the west side of South Carroll Avenue south of FM 1709 in Southlake, Texas. Figure 1 below is a map detailing the site location. A copy of the development site plan has been included in Appendix A as Figure 2. Figure 1 — Site Location Map Construction of the development is scheduled to begin in April / May of 2012, with the full build out of 74 residential lots expected by 2014. -1- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas II. PURPOSE and METHODOLOGY Halff conducted the TIA at the direction of the City of Southlake. The TIA focuses on access to the site from two proposed streets along South Carroll Avenue. The TIA addresses the need for left turn deceleration lanes at the two streets, and the development's impacts to through traffic on South Carroll Avenue. Halff used standard transportation engineering practices in conducting the TIA. Halff conducted weekday AM (7:00 — 8:30) and PM (4:45 — 6:15) peak period turning movement traffic counts at the South Carroll Avenue / Westmont Drive intersection on Thursday and Friday, January 26 and 27, 2012. Halff also conducted a 24 -hour directional traffic count along South Carroll Avenue south of Westmont Drive on Thursday and Friday, January 26 and 27, 2012. The existing (2012) AM and PM peak hour traffic volumes were identified from the traffic count data, and these volumes were increased by an annual growth rate to estimate the build out (2014) traffic volumes at the study intersections and along the study road. Halff generated trips for the proposed development assuming full build out (74 lots), and distributed them at the two proposed site access points along South Carroll Avenue and at the South Carroll Avenue / Westmont Drive intersection. These development trips were then added to the estimated build out year (2014) background volumes at the study intersections and along the study road to give the projected total (background plus site) traffic volumes for the study analysis scenarios. Halff then conducted AM and PM peak hour analyses of the site access points and the South Carroll Avenue / Westmont Drive intersection, and along the study road for the various analysis scenarios. Based on the results of the peak hour intersection analyses and a review of the development site plan, Halff developed recommendations to accommodate traffic related to the proposed development. IH. EXISTING and FUTURE ROADWAY CONDITIONS South Carroll Avenue adjacent to the site is a two -lane undivided road with a posted speed limit of 30 miles per hour (mph). It is one -half of an ultimate four -lane divided Arterial road, as shown on the City of Southlake's Mobility and Master Thoroughfare Plan. The future northbound through lanes are in place today. Currently the City's plans for constructing the rest of the permanent road section (southbound through lanes and center median) are more than five years away. Zena Rucker Road is on the City's Thoroughfare Plan as an ultimate two -lane undivided Collector street extending east from it's current terminus just east of Byron Nelson Parkway to South Carroll Avenue, aligning with the service driveway on the south side of the Shops of Southlake retail development. The construction of this section of Zena Rucker Road is dependent on development in the immediate area, so it is not known when the road will be constructed. Once it is constructed, however, the proposed Winding Creek development will have a third access point along Zena Rucker Road. - 2- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas IV. EXISTING TRAFFIC PATTERNS Halff conducted PM (4:45 — 6:15) peak period turning movement traffic counts at the South Carroll Avenue / Westmont Drive intersection on Thursday, January 26, 2012, and conducted AM (7:00 — 8:30) peak period turning movement traffic counts at the intersection on Friday, January 27, 2012. Halff also conducted a 24 -hour directional traffic count along South Carroll Avenue just south of Westmont Drive on the same days. Figures 3 and 4 in Appendix C show the AM (7:30 -8:30) and PM (5:00 — 6:00) peak hour turning movement traffic counts at the South Carroll Avenue / Westmont Drive intersection. A summary of the link volumes is presented below. Copies of the traffic count data are provided in Appendix B. South Carroll Avenue just south of Westmont Drive • AM peak hour — 1,047 vehicles (675 northbound, 372 southbound) • PM peak hour — 1,366 vehicles (608 northbound, 758 southbound) • 24 -hour — 12,241 vehicles (6,119 northbound, 6,122 southbound) V. LAND USE and TRIP GENERATION The Winding Creek residential development is being planned for an ultimate build out of 74 single- family lots by 2014. Halff generated trips for the proposed development assuming full build out of the site in 2014. Trips were generated using the historical trip generation data published by the Institute of Transportation Engineers (ITE) in the publication Trip Generation Manual, 8 th Edition. Trips were generated for the typical weekday AM and PM peak hours and for the typical 24 -hour weekday. The generated trips for the development are shown in Table 1. Table 1 Estimated Site- Generated One -Way Trips — Winding Creek residential development Land Use AM Peak Hour of Adjacent PM Peak Hour of Adjacent 24 -Hour (density) Street Traffic Street Traffic Weekday In Out Total In Out Total Total [ITE Code] Single - Family Detached Housing (74 lots) 15 47 62 50 30 80 788 [210] - 3- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas VI. SITE - GENERATED TRAFFIC DISTRIBUTIONS Halff utilized the existing northbound and southbound traffic splits along South Carroll Avenue as a basis for the distribution of site - generated trips, as described below: • AM Peak Hour = 64% northbound / 36% southbound • PM Peak Hour = 45% northbound / 55% southbound Halff also reviewed the site plan and internal roadway layout to estimate the amount of development traffic using each proposed access point along South Carroll Avenue, as described below: • Traffic traveling to / from the south — 70% uses the main (north) access point / 30% uses the south access point • Traffic traveling to / from the north — 81% uses the main (north) access point / 19% uses the south access point VII. SITE - GENERATED TRAFFIC ASSIGNMENTS Halff distributed the AM and PM peak hour development trips at the two proposed site access points along South Carroll Avenue assuming full build out of the 74 residential lots on the site. This distribution does not take into account the future access to Zena Rucker Road, which, once in place, will further help to distribute the traffic exiting and entering the site. The generated trips distributed at the two proposed site access points and at the South Carroll Avenue / Westmont Drive intersection are shown in Figures 5 — 6 in Appendix C. Intersection and Site Access Point Projected Background and Total Volumes In order to estimate the build out year (2014) background traffic volumes along South Carroll Avenue, Halff reviewed the most current TxDOT traffic count data available for the study area. TxDOT traffic count maps show Annual Average Daily Traffic (AADT) volumes on FM 1709 east and west of Carroll Avenue for the count years 2007 - 2010. Based on the available count data, traffic volumes on FM 1709 in the study area have decreased by an annual rate of 5.1 % west of Carroll Avenue, and have increased by an annual rate of 4.6 % east of Carroll Avenue. However, between 2009 and 2010, traffic volumes have decreased at both locations (11% west of Carroll Avenue and 7% east of Carroll Avenue). The City of Southlake has historical traffic count data on South Carroll Avenue south of the development site for the count years 2006 — 2009, and Halff collected a 24 -hour weekday directional traffic count on South Carroll Avenue for this project. The City's count data shows an average annual increase in traffic volumes of 4.6% between 2006 and 2009 for northbound Carroll Avenue, and an average annual increase of 6.0% for southbound Carroll Avenue. However, between 2008 and 2009, traffic volumes decreased on South Carroll Avenue in both directions (2.5% northbound and 0.6% southbound). Adding Halffs 2012 traffic count to the data set, the average annual traffic growth rate on South Carroll Avenue, between 2006 and 2012, is 6.2 %. - 4- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas It is Halff s opinion that much of the recent traffic growth on South Carroll Avenue can be attributed to the DFW Connector project, the reconstruction of SH 114 / SH 121 / SH 26 / FM 2499 / International Parkway in Southlake and Grapevine. That construction project began in 2010 and has impacted a number of major routes in the area through varying lane closures, traffic shifts, and detours. Once this project is completed in 2014, it would be expected that some of the traffic that is currently using South Carroll Avenue to bypass the project would revert back to using the major roads and highways, which could decrease traffic volumes on South Carroll Avenue. In order to present a conservative, "worst- case" analysis, Halff increased the existing (2012) traffic volumes on South Carroll Avenue by an annual growth rate of 6.2% for two years, to estimate the build out year (2014) background traffic volumes on the road and at the South Carroll Avenue / Westmont Drive intersection. These volumes are shown in Figures 7 — 8 in Appendix C. To estimate the total (background plus site) traffic volumes at the two proposed site access points and at the South Carroll Avenue / Westmont Drive intersection, Halff added the development trips shown in Figures 5 — 6 in Appendix C to the estimated background traffic volumes shown in Figures 7 — 8. These total volumes, which represent the projected AM and PM peak hour traffic volumes at the two proposed site access points and at the South Carroll Avenue / Westmont Drive intersection with the Winding Creek development fully build out (74 lots) in 2014, are shown in Figures 9 — 10 in Appendix C. VIII. INTERSECTION ANALYSES Halff conducted weekday AM and PM peak hour level -of- service (LOS) analyses at the South Carroll Avenue / Westmont Drive intersection for the following analysis scenarios: • Existing (2012) traffic volumes • Build Out Year (2014) background volumes • Build Out Year (2014) total volumes Halff also conducted weekday AM and PM peak hour LOS analyses at the two proposed site access locations along South Carroll Avenue for the following analysis scenario: • Build Out Year (2014) total volumes Results of the analyses were generated using standard procedures outlined in the Highway Capacity Manual (HCM) through the use of the Synchro 7 software package. For reference, all Synchro output / worksheets are provided in Appendix D. Level -of- Service (LOS) and delay have been set by the nation's transportation officials based upon the amount of delay motorists will tolerate before reaching various degrees of frustration. The LOS criteria for unsignalized intersections may be found in Table 2. The LOS criteria for signalized intersections may be found in Table 3. - 5- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Table 2 Level -of- Service Criteria for Unsignalized Intersections Level of Description Average Stopped Delay Service (seconds per vehicle) A Completely free -flow conditions 5 10.0 B Indicative of free -flow conditions, although the presence of other <_ C vehicles is noticeable > 10.0 and 15.0 C A range in which the influence of traffic density on operations <_ becomes marked > 15.0 and 25.0 D A range in which the ability to maneuver is severely restricted due <_ D to congestion > 25.0 and 35.0 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 Table 3 Level -of- Service Criteria for Signalized Intersections Level of Description Average Stopped Delay Service (seconds per vehicle) A and No delays at intersection with smooth progression of traffic. <_ 10.0 B Uncongested operations; all vehicles clear in a single signal cycle. > 10.0 and <_ 20.0 C Moderate delays at intersections with satisfactory to good progression of > 20.0 and <_ 35.0 traffic. Light congestion; 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 D percent probability of being stopped at every intersection experiencing > 35.0 and <_ 55.0 "D" condition. Significant congestion on critical approaches, but intersections are functional. Vehicles required to wait through more than one cycle during short peaks. No long standing lines formed. Heavy traffic flow condition. Delays of two or more cycles are probable. E No progression. 100 percent probability of stopping at intersection. > 55.0 and <_ 80.0 Blockage of intersection may occur if traffic signal does not provide for protected turning movements. Unstable flow. Heavy congestion. Traffic moves in forced flow F condition. Three or more cycles to pass through intersection. Total > 80.0 breakdown with stop- and -go operations. - 6- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Existing (2012) Traffic Volumes Halff conducted the existing (2012) intersection analyses using the AM and PM peak hour turning movement traffic volumes collected at the South Carroll Avenue / Westmont Drive intersection and the existing lane assignments and traffic controls at the intersection. A summary of the lane assignments and traffic controls is presented below. South Carroll Avenue at Westmont Drive • Northbound — shared through / right turn lane • Southbound — left turn lane, through lane • Westbound — left turn lane, right turn lane • Westbound Westmont Drive approach stopped at South Carroll Avenue Table 4 shows the LOS results of the AM and PM peak hour intersection analyses for the existing (2012) analysis scenario. Table 4 Intersection LOS Analysis Results — Existing (2012) Scenarios - 7- ; ■; HALFF' Existing (2012) Volumes Intersection movement AM Delay/ LOS PM Delay / LOS South Carroll Avenue at Westmont Drive SBL 9.3 /A 9.2 / A WBL 24.7/C 40.3/E WBR 15.2/C 13.7/B - 7- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Build Out Year (2014) Background and Total Traffic Volumes Halff conducted the build out year (2014) intersection analyses assuming the same lane assignments and geometries were in place at the South Carroll Avenue / Westmont Drive intersection. The following lane assignments, geometries, and traffic controls were assumed at the two proposed site access points along South Carroll Avenue: South Carroll Avenue at Winding Creek main (north) access • Northbound — shared left turn / through lane • Southbound — shared through / right turn lane • Eastbound — left turn lane, right turn lane • Eastbound main access approach stopped at South Carroll Avenue South Carroll Avenue at Winding Creek south access • Northbound — shared left turn / through lane • Southbound — shared through / right turn lane • Eastbound — shared left turn / right turn lane • Eastbound south access approach stopped at South Carroll Avenue Table 5 shows the LOS results of the AM and PM peak hour intersection analyses for the build out year (2014) background and total volume analysis scenarios at the South Carroll Avenue / Westmont Drive intersection and at the two proposed site access points along South Carroll Avenue. - 8- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Table 5 Intersection LOS Analysis Results — Build Out Year (2014) Scenarios The results of the intersection analyses show that without a northbound left turn lane in place at the Winding Creek main (north) access point or the south access point, the northbound approaches to both access points (shared left turn / through movements) are projected to operate at a good LOS A with very minimal delays (0.6 seconds per vehicle or less) during the AM and PM peak hours. As a comparison to the intersection analysis results presented in Table 5 above, Halff also evaluated the South Carroll Avenue / Westmont Drive intersection and the two proposed site access points along South Carroll Avenue assuming northbound left turn lanes were provided at the two site access points. The build out year (2014) total volumes were evaluated for this geometric scenario. Table 6 shows a comparison of the build out year (2014) total volume analyses without and with northbound left turn lanes in place along South Carroll Avenue at the two proposed site access locations. - 9- ; ■; HALFF' Build Out Year (2014) Background Conditions Build Out Year (2014) Total Conditions Intersection movement AM Delay/ LOS PM Delay / LOS AM Delay / LOS PM Delay \ LOS South Carroll Avenue at Westmont Drive SBL 9.7 / A 9.5 / A 9.8 / A 9.6 / A WBL 29.5/D 52.3/F 31.0/D 55.7/F WBR 16.8/C 14.9/B 17.4/C 15.1/C at main (north) access NBL /T n/a n/a 0.2 / A 0.6 /A EBL n/a n/a 29.1 / D 47.6 / E EBR n/a n/a 11.1 / B 16.8 / C at south access NBL /T n/a n/a 0.1 / A 0.3 /A EBL /R n/a n/a 19.6 / C 27.2 / D The results of the intersection analyses show that without a northbound left turn lane in place at the Winding Creek main (north) access point or the south access point, the northbound approaches to both access points (shared left turn / through movements) are projected to operate at a good LOS A with very minimal delays (0.6 seconds per vehicle or less) during the AM and PM peak hours. As a comparison to the intersection analysis results presented in Table 5 above, Halff also evaluated the South Carroll Avenue / Westmont Drive intersection and the two proposed site access points along South Carroll Avenue assuming northbound left turn lanes were provided at the two site access points. The build out year (2014) total volumes were evaluated for this geometric scenario. Table 6 shows a comparison of the build out year (2014) total volume analyses without and with northbound left turn lanes in place along South Carroll Avenue at the two proposed site access locations. - 9- ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Table 6 Intersection LOS Analysis Results — Build Out Year (2014) Total Volumes Scenarios With and Without Northbound Left Turn Lanes As shown in Table 6 above, providing northbound left turn lanes along South Carroll Avenue at the two proposed site access points does not have any impact on the AM and PM peak hour operations at the South Carroll Avenue / Westmont Drive intersection. -1° - ; ■; HALFF' Build Out Year (2014) Total Conditions — without NB left turn lanes Build Out Year (2014) Total Conditions — with NB left turn lanes Intersection movement AM Delay/ LOS PM Delay / LOS AM Delay / LOS PM Delay \ LOS South Carroll Avenue at Westmont Drive SBL 9.8 / A 9.6 / A 9.8 / A 9.6 / A WBL 31.0/D 55.7/F 31.0/D 55.7/F WBR 17.4/C 15.1/C 17.4/C 15.1/C at main (north) access N BL /T 0.2 /A 0.6 / A n/a n/a NBL n/a n/a 8.3 / A 10.1 / B EBL 29.1/D 47.6/E 29.1/D 47.6/E EBR 11.1/B 16.8/C 11.1/B 16.8/C at south access NBL /T 0.1 /A 0.3 / A n/a n/a NBL n/a n/a 8.3 / A 10.0 / B EBL /R 19.6/C 27.2/D 19.6/C 27.2/D As shown in Table 6 above, providing northbound left turn lanes along South Carroll Avenue at the two proposed site access points does not have any impact on the AM and PM peak hour operations at the South Carroll Avenue / Westmont Drive intersection. -1° - ; ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas IX. TxDOT LEFT TURN DECELERATION LANE EVALUATION The City of Southlake does not have a set of defined design criteria to evaluate the need for left turn deceleration lanes at site driveways or minor street intersections. TxDOT, in their Roadway Design Manual, does publish a "Guide for Left -Turn Lanes on Two -Lane Highways." The TxDOT guide defines situations where left turn deceleration lanes should be considered. The TxDOT guide reads: "Left -turn lanes on two -way highways at intersecting crossroads generally are not economically justified. For certain moderate or high volume two -lane highways with heavy left -turn movements, however, left -turn lanes may be justified in view of reduced road user accident costs." Table 3 -11 'provides recommendations for when left -turn lanes should be considered based on traffic volumes. " The TxDOT left turn guide is based on a combination of traffic volumes on the major street (both the advancing and opposing volumes), the percent of left turns in the advancing volume, and the design speed of the road. Table 3 -11 in the Roadway Design Manual, a copy of which is included in Appendix E, shows left turn lane criteria for 40, 50, and 60 mph, and for 5 %, 10 %, 20 %, and 30% left turns for each speed. It is Halffs opinion that the TxDOT guidelines should not be used to evaluate the need for left turn deceleration lanes at the two proposed site access points, because the conditions surrounding the Winding Creek development site do not meet the basic criteria outlined by TxDOT. The current posted speed limit on South Carroll Avenue is 30 mph, 10 mph less than the lowest speed limit shown in Table 3 -11. And the highest percentage of left turns at either site access point is projected to be 2% of the total advancing volume, less than the 5% shown in Table 3 -11. For these key reasons, Halff does not believe that the TxDOT guide could be applied to this situation accurately. X. LINK VOLUME LEVEL OF SERVICE Halff conducted AM and PM peak hour link volume LOS evaluations along South Carroll Avenue for the existing (2012) and build out year (2014) scenarios. The LOS on roadways can be determined by comparing the demand (traffic volume) to the estimated service volume (capacity) of the road. This ratio can then be converted to an LOS ranking based on the volume to service volume criteria shown in Table 7, as developed by the North Center Texas Council of Governments ( NCTCOG). The demand (volume) is based on existing or projected traffic volumes on the study road. Roadway capacity is estimated based on field conditions and guidelines from TxDOT and the NCTCOG, which estimate roadway capacity based on the functional classification of the road and the type of area in which the road is located. A copy of the TxDOT and NCTCOG roadway capacity data is included in Appendix E. - H- : ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Table 7 LOS Rankings for Roadways Volume to Service Volume (Capacity) Ratio LOS Ranking Greater Than Less Than / Equal To - -- 0.45 A or B 0.45 0.65 C 0.65 0.80 D 0.80 1.00 E 1.00 - -- F For the existing condition of South Carroll Avenue (two -lane undivided cross - section), Halff estimated the capacity to be approximately 10,000 vehicles per day (vpd), with an estimated hourly capacity of approximately 650 vehicles per hour per lane (vphpl). Existing (2012) Traffic Volumes Table 8 shows the results of the link volume LOS analyses along the study roadway for the existing (2012) analysis scenarios. Table 8 Link Volume LOS Analysis Results — Existing (2012) Scenarios Roadway Segments direction Existing (2012) vehicles per hour (vph) LOS AM (PM) AM (PM) South Carroll Avenue just south of Westmont Drive NB 675 (608) F (E) SB 372(758) C (F) Based on existing traffic volumes, South Carroll Avenue currently operates above its theoretical hourly capacity during the AM peak hour in the northbound direction, and during the PM peak hour in the southbound direction. -12 - : ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas Build Out Year (2014) Background and Total Traffic Volumes Table 9 shows the results of the link volume LOS analyses along the study roadway for the build out year (2014) background and total volume analysis scenarios. Table 9 Link Volume LOS Analysis Results — Build Out Year (2014) Scenarios The addition of development traffic to South Carroll Avenue does not have a significant impact on the link volume LOS of the road. The southbound approach does decrease from LOS C to D in the AM peak hour; however, the development is only projected to add 5 trips to southbound South Carroll Avenue in this scenario (AM peak hour). The build out year (2014) background volume (418 vehicles) is just on the threshold of the LOS C / D transition. It is important to note that the proposed development is projected to account for only 2.9% of the total traffic on South Carroll Avenue in the AM peak hour, and 2.6% of the total traffic in the PM peak hour. There could be slight delays to through traffic on northbound South Carroll Avenue if vehicles turning left into the Winding Creek development have to wait for an acceptable gap in southbound traffic (assuming left turn lanes are not provided at the two site access points). However, as shown in the intersection LOS evaluations detailed in Tables 5 and 6, throughout the course of the AM and PM peak hours, these delays are expected to be minimal (less than 0.6 seconds per vehicle traveling in the northbound direction). Since South Carroll Avenue is currently operating at or near its theoretical hourly capacity during the AM and PM peak hours, based on the traffic counts collected on Thursday and Friday, January 26 and 27, Halff suggests that the City of Southlake consider accelerating the construction of the western half of the road, in order to accommodate the vehicular demand currently using the road. (Based on the PM peak hour volumes on South Carroll Avenue, collected by the City of Southlake in April 2009, the road at that time operated at a LOS D.) -13 - : ■; HALFF' Build Out Year (2014) Build Out Year (2014) Background Total Roadway Segments direction vehicles per hour (vph) LOS vph LOS AM (PM) AM (PM) AM (PM) AM (PM) South Carroll Avenue just NB 760 (685) F (F) 790 (698) F (F) SB 418 (854) C (F) 423 (882) D (F) south of Westmont Drive The addition of development traffic to South Carroll Avenue does not have a significant impact on the link volume LOS of the road. The southbound approach does decrease from LOS C to D in the AM peak hour; however, the development is only projected to add 5 trips to southbound South Carroll Avenue in this scenario (AM peak hour). The build out year (2014) background volume (418 vehicles) is just on the threshold of the LOS C / D transition. It is important to note that the proposed development is projected to account for only 2.9% of the total traffic on South Carroll Avenue in the AM peak hour, and 2.6% of the total traffic in the PM peak hour. There could be slight delays to through traffic on northbound South Carroll Avenue if vehicles turning left into the Winding Creek development have to wait for an acceptable gap in southbound traffic (assuming left turn lanes are not provided at the two site access points). However, as shown in the intersection LOS evaluations detailed in Tables 5 and 6, throughout the course of the AM and PM peak hours, these delays are expected to be minimal (less than 0.6 seconds per vehicle traveling in the northbound direction). Since South Carroll Avenue is currently operating at or near its theoretical hourly capacity during the AM and PM peak hours, based on the traffic counts collected on Thursday and Friday, January 26 and 27, Halff suggests that the City of Southlake consider accelerating the construction of the western half of the road, in order to accommodate the vehicular demand currently using the road. (Based on the PM peak hour volumes on South Carroll Avenue, collected by the City of Southlake in April 2009, the road at that time operated at a LOS D.) -13 - : ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas XI. RECOMMENDATIONS Based on the results of the AM and PM peak hour intersection and link volume analyses, Halff recommends the following: • Install stop signs and stop bars on the eastbound approaches of both site access streets to South Carroll Avenue. • The City of Southlake should consider accelerating the construction of the western half of the road, in order to accommodate the vehicular demand currently using the road. -14 - : ■; HALFF' Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas APPENDIX A Development Site Plan A p ■p HALFFf rl r4 ALA L^:� .10 - Y el l 4i. 1yam -4... POO Winding Creek South Carroll Avenue January 31, 2012 AVO 28610 Southlake, Texas APPENDIX B Traffic Count Data B p ■p HALFFf QUALITY COUNTS, INC DATA COLLECTION & ANALYSIS 214 -349 -4861 Title] CARROLL SOUTH OF FM 1709 Title2 : SOUTHL,AKE, TX 183 Tttle3 MI 183 Intervs1 NS * Beg AM P 209 12:00 ' 100 426 12:15 ' 102 * 12:30 * 124 202 12:45 * 100 01 :00 * 89 407 01 :15 * 115 222 01:30 * 104 01:45 * 99 * 02:00 * 97 369 02:15 * 90 02:30 * 85 * 02:45 * 97 299 03:00 ' 106 472 03:15 * 109 * 03:30 * 121 302 03:45 * 136 04:00 ' 118 500 04:15 * 109 195 04:30 * 136 04 :45 * 137 * 05:00 * 134 510 05A5 * 125 05 :30 * 119 05:45 * 132 126 06:00 ' 140 478 06:15 * 128 88 06:30 * 101 635 60 06:45 ' 109 07:00 * 82 251 07:15 * 63 683 23 07:30 * 54 07:45 * 52 175 08:00 * 46 158 08:15 * 32 08:30 * 42 08:45 ' 38 09:00 * 44 121 09:15 * 39 09:30 * 22 09:45 46 16 10:00 74 370 12 40 10:15 l00 10 10:30 95 13 10:45 101 5 11:00 92 41.3 9 17 11;15 1 i 1 2 11:30 95 3 115 3 _11:45 Tntals 829 3.749 Split°!o 59.0 453 Dav Totals 4,578 Dav Splits 473 Peale Hoar 11:00 04:30 Volume 413 532 Factor 0.90 0.97 Site: CARROLL Date: 01/26112 * * * * * * * a * * * * a * * * s * a * * * * s * * * * * 42 55 26 69 64 77 76 27 68 66 60 577 41.0 SB P 83 366 81 101 101 120 440 103 106 111 105 467 124 12.1 117 116 458 104 125 113 144 558 138 141 135 165 641 164 168 144 162 517 121 136 98 113 387 103 97 74 90 296 86 53 67 82 218 47 56 33 5 48 127 33 24 22 0 14 44 14 11 5 4,519 54.7 AM CatnbiEted PM * 183 792 * 183 * 225 * 201 * 209 847 * 218 ° 210 * 210 * 202 836 214 206 * 214 * 222 930 * 213 * 246 * 249 * 262 1,058 * 247 • 277 * 272 * 299 1.151 289 * 287 * 276 * 302 995 249 * 237 207 195 638 * 166 ' 151 * 126 * 136 454 " I18 * 95 105 * 126 339 & 86 * 78 88 49 129 635 60 167 169 43 159 37 178 27 168 683 23 61 179 16 161 14 175 8 1,406 8,268 5,096 9,674 52.7 10:45 05100 10:45 05:15 287 641 686 1,154 0.93 0 -95 0.96 0.96 a Data File : CAP -ROLL AVE SOUTH OF FM 1709 Printed: M712012 Paae : 1 QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS 214 - 3494861 Titlel : CARROLL SOUTH OF FM 1709 Title2 SOUTHLAKE, TX Ti t l e3 MILD PM AM We" - NB 19 BeRffi AM 30 PM 12:00 3 11 124 451 12:15 3 5 105 12:30 2 109 12:45 3 116 113 01:00 0 4. 109 349 01:15 0 7 130 01:30 2 116 110 01.45 2 0 0 02:00 0 0 231 02:15 0 0 3 02:30 0 1 4 02:45 0 4 03:00 2 4 1 03:15 0 0 03:30 l 03:45 1 • 2 04:00 3 12 3 04:15 2 7 04:30 4 * I 04:45 3 2 05:00 6 58 05:15 9 * l 05:30 19 2 8 05:45 24 20 06:00 25 142 4 06:15 26 3 06:30 42 06:45 49 * 4 07:00 62 469 31 07:15 78 89 07:30 157 * 13 07:45 172 6 08:00 150 558 08:15 139 * 35 08:30 120 15 126 08:45 149 268 a 09:00 95 375 ' 09:15 97 35 09:30 91 09:45 92 * • 10:00 104 428 360 IOA5 119 829 10:30 91 * 182 10:45 114 80 11:00 111 491 11:15 123 * 264 11:30 134 81 297 1 1:45 123 855 Totals 2.552 * 800 split% 60.4 77 50.9 Day° Totals 197 3.352 Dar Splits 57:8 219 Peak flour 07:30 59 12:45 Volume 618 624 462 Factor 0.90 * 0.89 Site: CARROLL Hate: 01/27/12 2.44 -4 5,796 42.2 07:00 12:45 07:30 12:45 360 453 940 915 0.87 0.94 0.89 0.93 Day: Friday+ Data Fite: CARROLL AVE SOUTH OF FM t709 Printed -- 1127/2012 Pape = 2 SB Canhuwd N PM AM PM 5 19 I06 434 8 30 230 885 5 104 8 209 5 108 7 217 4 116 7 229 2 3 100 337 2 7 209 686 0 116 0 246 0 121 2 231 1 0 3 0 1 4 * 1 4 I * 1 0 * 0 2 • 2 0 3 * 2 7 l * I 2 * 3 0 * l 2 8 * 5 20 2 * 4 3 " 7 1 * 4 10 31 * 16 89 4 * 13 6 * 25 I1 * 35 15 126 * 40 268 27 * 53 35 * 77 49 * 98 84 360 * 146 829 104 * 182 80 * 237 92 * 264 81 297 * 231 855 69 * 208 77 * 197 70 * 219 59 249 * 154 624 56 * 153 60 * 131 74 ■ 166 60 267 * 164 695 67 * 186 72 * 163 68 * 182 81 306 * 192 797 78 * 2.01 78 * 2I2 69 * 192 173 771 4,225 1,571 9.6 49,1 2.44 -4 5,796 42.2 07:00 12:45 07:30 12:45 360 453 940 915 0.87 0.94 0.89 0.93 Day: Friday+ Data Fite: CARROLL AVE SOUTH OF FM t709 Printed -- 1127/2012 Pape = 2 QUALITY COUNTS, INC. DA'1 COLLECTION & ANALYSIS 214- 349 -4861 Titlel CARROLL SOUTH OF FM 1709 Title2 SOUTHLAKE, TX Titie3 : MILD Irnen�l NB Begin AM PM 12:00 3 11 100 426 1115 3 102 12:30 2 7 124 201 12:45 3 7 100 847 01:00 0 4 89 407 01:15 0 115 01:30 2 l 104 202 01:45 2 99 02:00 0 0 97 369 02:15 0 90 7 02:30 0 l 85 213 02:45 0 97 03:00 2 4 106 472 03:15 0 1,058 109 03:30 1 7 121 277 03:45 1 136 04:00 3 12 118 500 04:15 2 109 04 :30 4 35 136 276 04:45 3 268 137 995 05:00 6 58 134 510 05:15 9 125 05:30 19 146 119 195 05:45 24 132 06:00 25 142 140 478 06:15 26 128 855 06:30 42 208 101 118 06:45 49 109 07:00 62 469 82 251 07 :15 78 339 63 07:30 157 151 54 78 07:45 172 52 08:00 150 558 46 158 08:15 139 32 08:30 120 178 42 27 08:45 149 683 38 61 09:00 95 329 44 121 09:15 97 39 09 :30 91 3.973 22 8268 09:45 46 16 10:00 74 370 12 40 10:15 100 10 10:30 95 13 10:45 101 5 11:00 92 413 9 17 11:15 111 2 11:30 95 3 11;45 115 3 Totals 2,370 3,749 split% 59.7 453 Dav Totals 6,119 Dav Spiits 50.0 Peak Hour 07:30 04:30 volume 618 532 Factor 0.90 0.97 1,603 40.3 SB PM 19 83 366 81 101 101 3 120 440 103 106 Ill 4 105 467 124 1.21 117 3 116 458 104 125 113 8 144 558 138 141 135 31 165 641 164 168 144 26 162 517 121 136 98 60 113 387 103 97 74 97 90 296 86 53 67 17 82 218 47 56 33 65 48 127 33 24 22 70 14 44 14 11 5 4,519 54.7 6,122 50.10 07:00 05:00 360 641 0.87 0.95 8 30 183 792 8 183 7 225 7 201 2 7 209 847 0 218 2 210 3 210 l 4 202 836 1 214 0 206 2 2.14 2 7 222 930 l 213 3 246 1 249 5 20 262 1,058 4 247 7 277 4 272 16 89 299 1,151 13 289 25 287 35 276 40 268 302 995 53 249 77 237' 98 207 146 829 195 638 182 166 237 151 264 126 231 855 136 454 208 118 197 95 219 105 154 546 126 339 153 86 151 78 88 49 129 635 60 167 169 43 159 37 178 27 168 683 23 61 179 16 161 14 175 8 3.973 8268 12,241 07:30 05:15 940 1.154 0.89 0.96 Data File : CARROLL AVE SOUTH OF FM 1709 Printed : 1127/2012 L•1ul 5 5 5 4 2 0 0 1 I 1 0 2 0 I 2 0 2 2 3 1 10 4 6 11 15 1 27 35 49 84 3 104 80 92 81 2 69 77 70 59 2 56 60 42 55 2 69 64 77 76 2 68 66 60 AM site: CARROLL Date: 01/26/12 Canbined -- Day= Thursdav PM Page : 1 QUALITY COUNTS, INC DATA COLLECTION & ANALYSIS 214 - 3491861 Titlel #64 CARROLL Title2 : FM 1709 TO CARLISLE Title3 : SOtJ` /LAKE, TX Interval NB 5 18 SB 685 6 Begin AM PM AM PM 12:00 2 3 88 336 — .3- -- 5 92 349 12:15 1 76 5 83 12:30 0 159 86 1 6 139 89 3 12:45 0 86 1 85 8 01:00 2 4 73 319 1 7 80 357 01:15 1 92 3 15 94 897 01 :30 1 223 75 1 3 242 93 9 01;45 0 79 55 0 950 90 02:00 0 3 66 275 3 5 93 363 02:15 1 202 68 818 0 71 02:30 1 205 76 87 2 174 84 92 02:45 1 590 65 0 115 03:00 0 4 77 367 0 4 89 399 03:15 2 88 2 86 03:30 0 83 87 129 1 75 120 132 03:45 2 115 1 104 04:00 2 14 108 448 0 1 105 449 04:15 2 124 1 99 04:30 1 10 107 170 0 12 135 151 04:45 9 109 0 110 05:00 1 31 121 464 I 24 129 486 05:15 8 114 4 115 05:30 8 113 10 127 05:45 14 116 9 115 06 :00 15 103 123 422 9 99 106 396 06:15 13 96 18 114 06.30 31 119 29 86 06:45 44 84 43 90 07:00 43 296 88 254 49 301 89 336 07:15 52 67 63 86 07:30 86 60 93 81 07:45 115 39 96 80 08:00 80 350 29 120 76 239 63 239 08:15 98 32 48 60 08:30 86 33 63 59 08 :45 86 26 52 57 09:00 67 311 26 76 62 216 49 161 09:15 75 19 57 42 09:30 79 12 47 27 09 :45 90 19 50 43 10:00 94 315 12 31 47 212 40 89 10:15 67 10 60 25 10:30 71 8 49 15 10:45 83 1 56 9 11:00 74 359 4 16 63 283 6 29 11 :15 93 5 77 7 11:30 78 3 73 10 11: 4 . 5 114 4 7 0 6 Totals ' -- 1.793 — 3,128 1,406 3,653 Split" /a 56.0 46.1 44.0 53.9 Dav Totals 4,921 5,059 Dav Splits 49.3 50.7 Peak Hour 07:30 05:15 07:15 04:30 Volume 379 466 328 489 Factor 0.82 0.95 0.85 0.91 CcmbirTed AM PM 5 18 - isa 685 6 159 6 175 1 171 3 11 153 676 4 186 4 368 0 169 3 8 159 638 1 139 3 160 1 180 0 8 166 766 4 174 1 207 3 219 2 15 213 897 3 223 1 242 9 219 2 55 250 950 12 229 18 240 23 231 24 202 229 818 31 210 60 205 87 174 92 597 177 590 11.5 153 179 141 211 119 156 589 92 359 146 92 149 92 138 83 129 527 75 237 132 61 126 39 140 62 141 527 52 120 1.27 35 120 23 139 1.0 137 642 10 45 170 12 151 13 184 10 3,199 6.781 T 9,980 07:30 05:00 692 950 0.82 0.95 site: 464 CARROLL Date: 04/23/09 biaY: -- Thursdav T T.:fa - 1aid rAISDnT T - MA I IM W1 r A.DT T.°T F _. � r�.ec_a . •P�Ct^�nRVS n,. _.. - '� � � 0 � � � LU CL 2 � � � � -41 bb.7- � � � � z � 0 � � LL LL � � � ~ 0 � 7 \ � © � � z / 2 0 o \ w U) \ \ \ D w w \ W 0 = � n n n n n n m e 2 2 2 2 2 2 R � ca 2 2 « « « O w F- \ I D w -) �: O � o � LU q wi m a. \ c n A r n A \ 2 / 2 2 2 2 2 2 2 \ � n n n n n n /) « « 2 2 2 2 / \ n n n n n n 2 2 2 2 2 2 2 2 2 2 < 2 2 2 0 \ ) Q \ / / G / 0 3 k \ n r 0') r ° _ -i 0 L) = 2 w n o 0 7 = ƒ ƒ � / ƒ ƒ \ e / / 2 n n n n n n O L U) D� < < < < < < L / f / / / z L / — R R R w e e p � ~ f z / 0 o \ w U) \ \ \ D w w L) W LL W 0 Z m R ca 2 2 « « « O w F- 2 I D w -) �: O � o � LU q wi m a. ~ f / o \ \ \ \ U) w W W Z ca « 2 « « « O F- 2 I D a -) �: O I..L O ^ W li 2 a � 5 z O V V N � li } N_ N r 0 - ) L r r CO r CO r z O O co Co L m w N N U w W c � m M � 0 m m m m m m z _ W W z N W O 3: z z o a w O w U � w J _ a O m a U a) N C'7 O N O J F O W L C C C C C C � N W ~ J C C C C C C Q � C � 7 O O 00 N 0 C9 00 O 00 r— r— O � W a' O CO 0') C'7 N I� LO O c a U x Z5 N � C � O O O N I- LO p LO (9 LO LO L ~ Z U w U) w LO o LO o LO o z W C) r M CD — �o } N_ J O z O O co Co L m w N N U w W U m M � LL O z _ W W z N W O 3: z z o a w O w U � w J _ a O m a U N_ O O co Co L m (n N U W m � z _ W W z Q W O 3: z o a O Winding Creek South Carroll Avenue January 31, 2012 AVO 28610 Southlake, Texas APPENDIX C Turning Movement Traffic Volume Exhibits - c - 0 0 HALFFf Existing (2012) Volumes Figure 3 AM peak hour SoS service drive 2 CO U 0 "Westmont yr 0 U N Oa• WC main accessN o� 0 CO U 0 0 Oa• WC south access0 y o0 2 U La Paloma Existing (2012) Volumes Figure 3 AM peak hour Existing (2012) Volumes Figure 4 PM peak hour SoS service drive 2 CO U y y„ • * - 4 -Westmont 0 U Oa• WC main accessN o0 0 CO U 0 0 Oa• WC south access0 y o0 2 U La Paloma Existing (2012) Volumes Figure 4 PM peak hour SoS service drive 0 CU U � Mestmont Tr 0 U 24 WC main acces�2, 0 CO U N �i g1 • WC south access5-* + 0 CO U La Paloma Development Trips Figure 5 AM peak hour Development Trips Figure 6 PM peak hour SoS service drive 0 CU U 0 Nestmont Tr 2 0 U N �fJ 10 WC main acces�,� �m 0 CO U N 31• WC south access5 y �+ 0 CO U La Paloma Development Trips Figure 6 PM peak hour Build Out Year 2014 Background Volumes Figure 7 AM peak hour SoS service drive 2 Co U "Westmont �r 0 U o � Oa• WC main accessN o� 2 Co U 0 0 Oa• WC south access0 y o0 2 U La Paloma Build Out Year 2014 Background Volumes Figure 7 AM peak hour Build Out Year 2014 Background Volumes Figure 8 PM peak hour SoS service drive 2 Co U rn v y y„ • * - 4 -Westmont 0 U Oa• WC main accessN o� 2 Co U 0 0 Oa• WC south access0 y o0 2 U La Paloma Build Out Year 2014 Background Volumes Figure 8 PM peak hour Build Out Year 2014 Total Volumes Figure 9 AM peak hour SoS service drive 2 CU U � estmont Tr 2 U rn y, 24 WC main acces�,� �� 2 Co U 0 c+� v g1 • WC south access5-* + 2 Co U La Paloma Build Out Year 2014 Total Volumes Figure 9 AM peak hour Build Out Year 2014 Total Volumes Figure 10 PM peak hour SoS service drive 2 Co U y y, Westmont �r + 2 U rn NW 10a• WC main acces $2, 0 L Co U 3a• WC south access5 �o 2 Co U La Paloma Build Out Year 2014 Total Volumes Figure 10 PM peak hour Winding Creek South Carroll Avenue January 31, 2012 AVO 28610 Southlake, Texas APPENDIX D Synchro Analysis Output / Reports p ■p HALFFf HCM Unsignalized Intersection Capacity Analysis 1/27/2012 1: W estmont & Carroll Existing (2012) Volumes - AM Peak 4., t �► turn flare Median storage veh) Volume Left 13 0 0 39 0 2 — 71 0 1 s � 9M �a � �� ., R _ Fx _ _ cSH 196 424 1700 871 1700 to a N O R W Queue Length 95th (ft) 5 15 0 4 0 Lane LOS C C A 646tv ( } Approach LOS C Average Delay 1.4 Capacity Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 Sign Control Stop Free Free Peak Hour Factor _ 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians HCM Unsignalized Intersection Capacity Analysis 1/27/2012 1: Westmont & Carroll Existing (2012) Volumes - PM Peak Volume Left 5 0 0 66 0 cSH 107 465 1700 927 1700 Queue Length 95th (ft) 4 9 0 6 0 - ! 4...FY l � Lane LOS E B A !! Approach LOS C Average Delay 1.0 0*seet on Capacity Ufiir Analysis Period (min) 1 Baseline Synchro 7 - Report Page 1 Lane Configurations � Y Sign Control Stop Free Free Hour Factor 0.92 r 0.92 0.92 0.92 0.92 0.92 � 0.92 [F' `wm** 1 /- 1 " ") �r� :F g „> � r- .',��,� Pedestrians Ott) �.. ,. offili Walking Speed (fus) IF a Right turn flare (veh) Median storage veh) pX, platoon unblocked vC1, stage 1 conff vol vCu, unblocked vol 1607 656 661 tC, 2 stage (s) p0 queue free % 95 89 93 Volume Left 5 0 0 66 0 cSH 107 465 1700 927 1700 Queue Length 95th (ft) 4 9 0 6 0 - ! 4...FY l � Lane LOS E B A !! Approach LOS C Average Delay 1.0 0*seet on Capacity Ufiir Analysis Period (min) 1 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 1: Westmont & Carroll 2014 Background Volumes - AM Peak Sign Control Stop Free Free g. "s. - i3 �rz3. f -? - k 9'€f - -.£t �33 0,00 7, x:'. 'ro `yiY� _ .fi.r. �r',.�,� s:'. � '� -3" n '*4^" ��-r"* I� c'�,V n.. .: -:._ � Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians a E / Walking Speed (ftls) Right turn flare (veh) Median storage veh) pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1340 820 826 K tC, 2 stage (s) .� p0 queue free % 92 81 95 Volume Left 13 0 0 39 0 cSH 160 375 1700 805 1700 Queue Length 95th (ft) �7 17� 0 4 0 Lane LOS D C A Approach LOS C Average Delay 1.4 pv Analysis Period (min) 15 f � Baseline Synchro 7 - Report Page 1 'r � t / \0 . # HCM Unsignalized Intersection Capacity Analysis 113012012 1: Westmont & Carroll 2014 Background Volumes - PM Peak ,#r � I I' Volume Left 5 0 0 66 0 cSH 82 417 1700 863 1700 WIN Queue Length 95th (ft) 5 11 0 6 0 Lane LOS F B A 5 ` 0a t.l]elay ^(S) Approach LOS C Average Delay 0.9 � ftt Capacity tlftt °, t i([L►el A .,_ =. �3 Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 Lane Configurations Sign Control Stop Free Free Peak Hour Factor * WIN III 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians OW .py �'}. Walking Speed fts) Right turn flare (veh) 0 11 4& . Median storage veh) pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1795 740 745 d w (w N tE_ ��.n M NINE- tC, 2 stage (s) p0 queue free % 93 87 92 �� { Volume Left 5 0 0 66 0 cSH 82 417 1700 863 1700 WIN Queue Length 95th (ft) 5 11 0 6 0 Lane LOS F B A 5 ` 0a t.l]elay ^(S) Approach LOS C Average Delay 0.9 � ftt Capacity tlftt °, t i([L►el A .,_ =. �3 Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsigna[ized intersection Capacity Analysis 1/30/2012 1. Westmont & Carroll 2014 Total Volumes wlout NB le turn lanes - AM Peak Lane Confi Sign Control Stop Free J Free �e '� 3 r g .x.; s 0 0 , 0 u _ _ =" L � . �' �.� Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians Walking Speed (fUs) Right turn flare (veh) .v, � y x y . s'-. 8=_ ... t - Median storage veh) pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1378 853 859 tC, 2 stage (s) p0 queue free % 91 81 95 Volume Left 13 0 0 39 0 a � ft cSH 152 359 1700 782 1700 Queue Length 95th (ft) 7 18 0 4 0 04 flElBy.N Lane LOS D C A Delay (s) Approach LOS C Average Delay 1.4 Analysis Period (min) 15 V Baseline Synchro 7 - Report Page 1 'r k- t Iv. 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 1: Westmont & Carroll 2014 Total Volumes wfout NB left turn lanes - PM Peak Sign Control Stop Free Free wk Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians WK Walking Speed (ftls) Right turn flare (veh) _� • `'.. �� ,,. ��£�rr��„c. ,. ,,b �.-', _ s_ ,:t_s. ��:. .. F,.. ;..��� _. ... ash- �- ��.. ,,.s,� _. Median storage veh) pX, platoon unblocked vC1, stage 1 conf vol OANOWA vCu, unblocked vol 1840 754 759 t- tC, 2 stage (s) _ I RISEN pO gueuefree % 93 87 92 ON* Volume Left 5 0 0 66 0 cSH 76 409 1700 853 1700 Queue Length 95th (ft) 6 11 0 yy 6 0 Lane LOS F C A Approach LOS C Average Delay 0.9 Int x� Capacity Ublizatum Analysis Period (min) 15 ,n Baseline Synchro 7 - Report Page 1 'e 4 - t l HCM Unsignalized Intersection Capacity Analysis 1/30/2012 1: Westmont & Carroll 2014 Total Volumes wl NB left turn lanes - AM Peak Baseline Synchro 7 - Report Page 1 t t �► 4 Lane Configurations 1lt��e tvehlh) Sign Control �' `. �... ���� 11 ..z � A 41 � u�� . •��� h�� _�` .� � �,�� ��� Stop Free Free Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 k1ou►:floinr rate {? Pedestrians (# . , i2 39 `,� , _ Walking Speed (ftls) ow Right turn flare (veh) , . ' ^ -1': r.y F... z-fr�s ,VI Median storage veh) pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1378 853 859 tC, 2 stage (s) p0 queue free % U N MUM W f; rs _. r 91 81 95 (v" .. - -- - Volume Left 13 0 0 39 0 cSH 152 359 1700 782 1700 Queue Length 95th (ft) 7 18 0 4 0 .�,�Y N,: Lane LOS D C A Dela 5 Approach LOS 1 SOU v° C Average Delay 1.4 'f rse : Capacity Ufib*kC Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 1: Westmont & Carroll 2014 Total Volumes wl NB left turn lanes - PM Peak Lane Configurations Sign Control Stop Free Free 4 op 1 5P FW I Peak Hour factor 0.92 0.92 0.92 0.92 0.92 0.92 ��IDW Pedestrians 01 Walking Speed (ftls) Right turn flare (veh) NUNN Median storage veh) pX, platoon unblocked ORM ., vC1, stage 1 conf vol vCu, unblocked vol 1840 754 759 _ tC, 2 stage (s) _00mN NO %NINO WORKS,' pO queue free % 93 87 92 OW jVeh1h). E _ - - • - - >; ,; - - -- _ - -- - - ,> -- -- Volume Left 5 0 0 66 0 cSH 76 409 1700 853 1700 Queue Length 95th (ft) 6 11 0 6 0 Lane LOS F C A Approach LOS C Average Delay 0.9 0n capacity Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 � � t r � l HCM Unsignalized Intersection Capacity Analysis 1/30/2012 5: WC main access & Carroll 2014 Total Volumes w/out NB left turn lanes - AM Peak Lane Configurations Mm Sign Control Stop Free Free 4WD Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 rage (►rph) R 4 W 4-0 Pedestrians Walking Speed (fUs) Right turn flare (veh) 1000 149 Median storage veh) pX, platoon unblocked 90 vC1, stage I cont vol vCu, unblocked vol 1305 458 460 tC, 2 stage (s) pO queue free % 85 98 99 ----------- - ----- -- - --- ---- -- --- - ----------------- ----- --- --- - - - -- --- -- --- - - - - -------------------------- ----------- ------------------------ -------- - - - - - - -------------------- ------- -------------- ----- -- ---- ---- -- - - - --- ---- --- --------------------------------------------------- --- -- ----- - - ----------- --------- - -------------------------------------------------- ------------------------ ------------------- ----------------------------------------- - ----------------------------------------------------------------------------------------- 7 ---------------- ------------- ------------- ----------------------------------------------------------------------------------------------- - ------------------- - --- - -------------------------------------------------- - - -------- - ------ --------- ------------- ------------- -------------------------------- --------------- -- - - - - - -------------------------- -------------------------------------- - ---------------------------------------------------- - ---------------- - ----- - ------------------------------------------------------------ - -- ------- -------- ----------------- ---------------- ------------- ------------ ------ ------------- -------------------------- - ----------------------------------------------------- - ------------ - - ------------------------------------------------------------------------------- - ---- ---- - --- - - ---- ---------- ----------------- ---------------- ----- N ---------------- a - -- ---------------- -------------- ------------------------------------------------------------------------------------------- - --------- - - ----------------------- - --- - -------- - ------ -- - - -------- ---------- --------- :::Zzzz ---- ---------------- - - - - - - -- ------------- --------- - ------- ------------- ------------------ e ----------------- ------------- - --- = ------------- ------------------------------------------------------------------------------------------------- - ------------------------------------------------------------------------------------ - --------- ---------- - --- - - - - ------ --- ---- ---------------------------------------------------------------------------- -------------- ------------------------------------------------------- - ------------------- - ------------------------------------------------------------------------------------------------------------ - -------- --- - ------------- ------ --- ----- - - - - - ----------------------------------------------------- ------------------------------- -------------------------------------------------------------------------------------------------------------------- - --------------------- ----------------------------------------------------------------- Volume Left 26 0 8 0 cSH 175 603 1101 1700 Queue Length 95th (ft) 13 2 1 0 NOW ( Lane LOS D B A � z N z Det6y i FeM; Approach LOS C Average Delay 0.8 Cap* fir 00 Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 5: WC main access & Carroll 2014 Total Volumes w1out NB left turn lanes - PM Peak --* � � t 1 4 Pedestrians Walking Speed (fUs) Right turn flare (veh) Median storage veh) 600 pX, platoon unblocked M-1 WIN vC1, stage 1 conf vol vCu, unblocked vol 1727 946 959 NO P NO— tC, 2 stage (s) zvv, wm N ON pO queue free % 89 96 98 ON 6'0 Volume Left 11 0 16 0 11R '10 *0 'K cSH 95 317 717 1700 J Queue Length 95th (ft) 9 3 2 0 X an A z ; 0, 0' 60 1! ff NIS Lane LOS E C A math SY Approach LOS D Average Delay 0.7 *s Capacity Uti Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 Lane Configurations Sign Control stop Free Free S w. or Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians Walking Speed (fUs) Right turn flare (veh) Median storage veh) 600 pX, platoon unblocked M-1 WIN vC1, stage 1 conf vol vCu, unblocked vol 1727 946 959 NO P NO— tC, 2 stage (s) zvv, wm N ON pO queue free % 89 96 98 ON 6'0 Volume Left 11 0 16 0 11R '10 *0 'K cSH 95 317 717 1700 J Queue Length 95th (ft) 9 3 2 0 X an A z ; 0, 0' 60 1! ff NIS Lane LOS E C A math SY Approach LOS D Average Delay 0.7 *s Capacity Uti Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1130/2012 5: WC main access & Carroll 2014 Total Volumes wl NB left turn lanes - AM Peak Lane Configurations - pip - mg - i i --pjw rfti AIR- WAW T Sign Control stop Free Free Peak Hour FrEactor A 0.92 0.92 0.92 0.92 0.92 0.92 00 D -'NE 0 " 1 01, Pedestrians IN 00% Walking Speed (ftts) PR Right turn flare (veh) NOW, Median storage veh) pX, platoon unblocked vC1, stage I conf vol vCu, unblocked vol 1305 458 460 tC, 2 stage (s) pO queue free % 85 98 99 Volume Left 26 0 8 0 0 99 GSH 175 603 1101 1700 1700 Pope Queue Length 95th (ft) 13 2 1 0 0 R, "0 F mn pMelay avpsi w -MMk -an)I Lane LOS D B A Approach LOS C Average Delay 0.7 Ca TwOw , pa* Ulilitow' i w%MM Analysis Period (min) Baseline Synchro 7 - Report Page 1 --* , �v 4\ t 1 4/ HCM Unsignalized Intersection Capacity Analysis 1/30/2012 5: WC main access & Carroll 2014 Total Volumes wl NB left turn lanes - PM Peak Lane Configurations I F - 1 ♦ '+ Pi WN M -2ft Sign Control Stop Free Free OR Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 tom+) s 9 5 _ man _. ,... - .. Pedestrians Walking Speed (ftls) a. w W-0 Right turn Bare (veh) VOR -F Median storage veh) pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1727 946 ° 959 tC, 2 stage (s) p0 queue tree %0 89 96 98 w 7-10 RE WM Volume Left 11 0 16 0 0 91*9 W , I 3 s N 3 „ O' _S— s, . cSH 95 317 717 1700 1700 Queue Length 95th (ft) 9 3 2 0 0 0 IV D Lane LOS E C B Delay (sy A WON Approach LOS D Average Delay 0.5 Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 � � 4 % t 4 d HCM Unsignalized Intersection Capacity Analysis 1/30/2012 7: WC south access & Carroll 2014 Total Volumes wlout NB left turn lanes - AM Peak 4 N i t i Lane Configurations S Control Stop Free Free Peak Hou / Factor 0.92 0.92 0.92 0.92 0.92 0.92 �.'- �, Pedestrians Walking Speed (ftfs) Right turn flare (veh) Median storage veh) 3£ §A t >, s - # i - t ice, tx� ��N`��`. , w ..8 £,��§. k - � r A pX, platoon unblocked vC1, stage 1 conf vol 3 vCu, unblocked vol 1308 468 468 tC, 2 stage (s) pO queue free % TY 96 99 100 Volume Left cSH 258 1093 1700 Queue Length 95th (ft) 4 0 0 Lane LOS C A Approach LOS C Average {; D y el / a + y � L � 0.2 ition Ca U61 £ ts �� Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 7: WC south access & Carroll 2014 Total Volumes wlout NB left turn lanes - PM Peak h t I -V Lane Configurations Sign Control Stop free Free Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Pedestrians Walking Speed (ftls) Right turn flare (veh) Median storage veh) OW pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1728 944 947 tC, 2 stage (s) p0 queue free % 97 98 99 / Volume Left 3 8 0 cSH 171 725 1700 Queue Length 95th (ft) 4 1 0 p Lane LOS D A Approach LOS D Average Del ( a � y ��y} l 0.3 aF, Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 7: WC south access & Carroll 2014 Total Volumes wl NB left turn lanes - AM Peak � � 4N t 4 -V Volume Left 7 3 0 0 cSH 258 1093 1700 1700 Queue Length 95th (ft) (� 4 0 0 j Lane LOS C A Approach LOS C Average Delay 0.2 4,*N� ' Capacky Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 Lane Configurations Sign Control Stop Free Free Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 £ -e ('r•') Pedestrians F ' p 1�1 Walking Speed (ftls) Right turn flare (veh) .. Q .. .,._`� w 1 �� - f r Median storage veh) y .., -. pX, platoon unblocked vC1, stage 1 conf vol vCu, unblocked vol 1308 468 468 4- 1-- - '' - _ " - --1 1 .. 9 e. tC, 2 stage (s) _ RYUWA "RA p0 queue free % 96 99 100 Volume Left 7 3 0 0 cSH 258 1093 1700 1700 Queue Length 95th (ft) (� 4 0 0 j Lane LOS C A Approach LOS C Average Delay 0.2 4,*N� ' Capacky Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 HCM Unsignalized Intersection Capacity Analysis 1/30/2012 7: WC south access & Carroll 2014 Total Volumes wt NB left turn lanes - PM Peak Sign control Stop Free Free AM r =< �UR_�� .. Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 `` „ON,. Pedestrians Walling Speed (ftts) f P Right turn flare (veh) 00 �... Median storage veh) pX platoon unblocked 411 vC1 stage 1 conf vol ft vCU unblocked vol 1728 944 947 tC 2 stage (s) p0 queue free % 97 98 99 . low Volume Left 3 8 0 0 z< cSH 171 725 1700 1700 O _ Queue Length 95th (ft) 4 1 0 0 Lane LOS D B may Approach LOS D Average Delay 0.2 orl pac ty -Utlli 00 Analysis Period (min) 15 Baseline Synchro 7 - Report Page 1 -,* - -v 4\ t 4 4/ Winding Creek January 31, 2012 South Carroll Avenue AVO 28610 Southlake, Texas APPENDIX E TxDOT Roadway Design Manual Table 3 -11 TxDOT and NCTCOG Roadway Capacity Estimates E- p ■p HALFFf Roadway Design Manual: Two -Lane Rural Highways Table 3 -11: Guide for Left -Turn Lanes on Two -Lane Highways Page 1 of 1 Opposing Volume (vph) Advancing Volume (vph) 5 % Left Turns 10 % Left Turns 20% Left Turns 30 % Left Turns 40 mph [60 kmTh] Design Speed 800 330 240 180 160 600 410 305 225 200 400 510 380 275 245 200 640 470 350 305 100 720 515 390 340 50 mph f80 km/h} Design Speed 800 280 210 165 135 600 350 260 195 170 400 430 320 240 210 200 550 400 300 270 100 615 445 335 295 60 mph (100 km/h) Design Speed 800 230 170 125 115 600 290 210 160 140 400 365 270 200 175 200 450 330 250 215 100 505 370 275 240 http: / /onlinemanuals .txdot.gov /txdotmanuals/rdw /two rural highways.htm 1/27/2012 ROADWAY SERVICE VOLUME (CAPACITY) ESTIMATES THOROUGHFARE CAPACITY SUMMARY Roadway Level of Service "C" Level of Service "D" Level of Service "E" Type Dail Service y Volume Range* Hourly Service Volume Ran a r Lane .. Daily Service Volume Range g Hourly Service Volume Range r Lane ** Dai Service Volume Range * Hourly Service Volume Range r Lane ** 8D -A * ** 41,000 - 47,000 620-700 47,0010) - 52,000 700-775 52,000 - 58,000 775 - 875 6 D -A * ** 31,E - 35,000 620-700 00 35,000 - 39,000 700-775 39,000 - 44,000 775-875 4D -C * ** 21,000 - 23,000 620-700 23,000 - 26,000 700-775 26,000 - 39,000 775-875 4U-A' 17,000 - 18,000 500 18,000 - 21,000 550 21,000 - 23,000 625 -Bt 15,000 - 17,000 - -8,000 440-500 17,000 - 18,000 500-550 8,000 - 21,000 550-625 L 4U 2 U -C * I P-VPI of Sanririn 6,000 with ° v! - n in n.,A 350-400 °r1" - cnlen 8,000 - 9,000 40 H4509,000 - 10,000 450-500 Assumes signal progression; no parking; some access management; and increased intersection capacity Assumes 12 -foot lanes and divided roadway t 4 -lane undivided with 12 -foot lanes t 4 -lane undivided with 11 -foot lanes HOURLY SERVICE VOLUME PER LANE (Divided or One -Way Rnarfcl Area Type Functional Class Freeway Principal Arterial Minor Arterial Collector Local Ramp Frontage Road HOV Lane CBD 2,050 575 575 475 475 1,250 575 1,800 Fringe 2,125 625 625 500 500 1,375 625 1,800 Urban Residential 2,150 675 650 525 525 1,425 650 1,800 Suburban Residential 2,225 750 725 575 575 1,600 725 1,800 Rural 2,300 825 �75600 550 600 1,725 775 1,800 HOURLY SERVICE VOLUME PER LANE (Undivided Rnadcl Area Type Func tional Class Freeway Principal Arterial Minor Arterial Collector Local Ramp Frontage Road HOV Lane CBD NIA 525 525 425 425 1,250 525 NIA Fringe N/A 575 575 450 450 1,375 575 NIA Urban Residential NIA 625 600 475 475 1,425 600 NIA Suburban Residential NIA 700 650 525 525 1,600 650 NIA Rural NIA 750 700 550 550 1,725 700 NIA Source: NCTCOG Texas Department of Transportation Recommended Average Daily Traffic (ADT) Volumes by Facility A "divided" facility includes a flush or depressed median with sufficient width for storage of left turning vehicles. On "undivided" facilities, left turns are made from a through lane. 2. "Urban street ", as opposed to "rural highway ", conditions prevail whenever the intensity of roadside development, speed, zoning, signals, stop /yield signs, etc. result in interrupted flow conditions and reduced traffic speeds. The volumes assume a percentage of trucks and do not require adjustment to passenger car equivalents. The table is not meant to be used for design purposes but rather for planning evaluations to indicate when tolerable flows are no longer accommodated. This chart has been used by TxDOT for planning purposes since 1985. Good Flow Tolerable Flow Undesirable Highway Class' LOS A -S LOS C -D Hots• LOS E (Capacity) Urban Freeways: 4 Lane 0-44,000 44,001 - 52,800 52,801 - 64,400 6 Lane 0-66,000 66,001 - 79,200 79,201 - 96,600 8 Lane 0-88,000 88,001 - 105,600 105,601 - 128,800 Each Additional Lane 0-11,000 11,001 - 13,200 13,201 - 16,100 Urban Divided Streets (2): 4 Lane 0-16,100 16,101 - 19,100 19,101 - 23,000 6 Lane 0-23,500 23,501 - 27,900 27,901 -33,000 8 Lane 0-29,400 29,401 - 34,900 34,901 -42,000 Urban Undivided Streets (2): 2 Lane 0- 7,700 7,701- 9,100 9,101 - 11,000 4 Lane 0- 12,600 12,601 -14,900 14,901 - 18,000 6 Lane 0- 19,800 19,801 -23,500 23,501 -28,300 Rural Freeways: 4 Lane 0-20,800 20,801 - 31,600 31,601 - 42,000 6 Lane 0-31,200 31,201 - 47,400 47,401 -63,000 Rural Divided Highways (2): 4 Lane 0- 12,000 12,001 - 17,500 17,501 -25,000 6 Lane 0- 18,000 18,001 -26,200 26,201 -32,500 Rural Undivided Highways (2): ( Rolling Terrain, 2 Lane 0- 2,800 2,801 - 4,700 4,701 - 14,700 Level Terrain, 2 Lane 0- 3,700 ! 3,701 - 6,100 6,101 -17,400 4 Lane 0- 9,500 i 9,501 - 13,000 13,001 -26,000 6 Lane 0-15,000 15,001 - 19,500 19,501 -39,000 A "divided" facility includes a flush or depressed median with sufficient width for storage of left turning vehicles. On "undivided" facilities, left turns are made from a through lane. 2. "Urban street ", as opposed to "rural highway ", conditions prevail whenever the intensity of roadside development, speed, zoning, signals, stop /yield signs, etc. result in interrupted flow conditions and reduced traffic speeds. The volumes assume a percentage of trucks and do not require adjustment to passenger car equivalents. The table is not meant to be used for design purposes but rather for planning evaluations to indicate when tolerable flows are no longer accommodated. This chart has been used by TxDOT for planning purposes since 1985.