Item 6E and 6F - Southlake McDonalds Traffic StudyFebruary 11, 2013
Mr. Ted Murday, P.E.
Adams Engineering & Development Consultants
910 S. Kimball Avenue
Southlake, TX 76092
RE: McDonalds Proposed Driveway Study — Kimball Ave. & SH 114 Southlake, TX
Dear Mr. Murday:
Traffic Engineering Consultants, Inc. (TEC) was retained by Adams Engineering (AE) to
conduct a traffic analysis for proposed driveway modifications at the McDonalds located
at the intersection of Kimball Road and S.H. 144 Eastbound Frontage Road in Southlake,
Texas. An additional point of order for the drive-thru customers is being proposed in
order to improve service times. The proposed modifications to accommodate the
additional lane can be seen in Figure 1.
McDonalds is located on one of three outparcels of a Lowe's development. There is a
"spine" road that runs north/south located just behind, or to the east of the McDonalds
site. The spine road provides access to/from the eastbound S.H. 114 frontage road for the
entire Lowe's development. Currently the McDonalds site has three points of access —
one right in/right out driveway to Kimball Road, one cross access driveway to the
outparcel located directly to the south (which provides the McDonalds site access to the
full access driveway to Kimball Road), and a connection to the spine road.
Space behind the McDonalds, between the existing drive-thru lane and the spine road is
limited. Currently, there is enough room for both the drive-thru lane and an additional
lane to allow circulation behind the McDonalds. The additional drive-thru order point
will have to be constructed in place of the existing circulation lane behind McDonalds.
As a result an additional driveway connection to the spine road is being proposed as a
part of these improvements. This will still allow for circulation around the McDonalds
As a result of the additional access, it is necessary to determine the effects this would
have on the traffic patterns in and around the McDonalds site.
TEC had several discussions with both the City of Southlake and AE and determined the
traffic data needs necessary to conduct a thorough study of both the existing and
proposed traffic operations. Traffic counts were conducted at the site on February 6,
Traffic Engineering Consultants, Inc.
6000 S. western Avenue, Ste. 300 I Oklahoma City, Oklahoma I Ph. 405-720-7721
6931 S. 66 h E. Avenue, Ste. 100, I Tulsa, Oklahoma 74133 I Ph. 918-481-8484
Website: www.tecok.com
2013. Turning movement counts were made during the a.m. and p.m. peak hours (7:00
am — 9:00 am and 4:00 pm — 6:00 pm) and tube counts were conducted from 6:00 am to
7:00 pm. Traffic count locations can be seen in Figure 2 and the existing traffic volumes
can be seen in Figure 3. The count print-outs are also provided as an attachment.
The existing traffic counts were utilized to anticipate the traffic volumes at the proposed
driveway as a result of the proposed modifications. Several assumptions were made: 1.)
these modifications would not result in additional trips to the McDonalds site, 2.) the
general traffic patterns in and around the site would not change solely based on the
additional driveway, and 3.) the additional driveway would be a one-way entrance to the
site and the existing driveway would become a one-way exit from the site.
Based on the above listed assumptions the modified traffic data was calculated and can be
seen in Figure 4. All the traffic currently circulating around the back of the McDonalds
was assumed to now exit to the spine road and enter via the new driveway. Also, all
entering trips to the site from the spine road were assumed to enter via the new driveway.
This required that the 10/5 am/pm peak hour trips that are currently circulating behind the
McDonalds be added to the 9/4 am/pm trips exiting the site to the north and added to the
4/11 am/pm peak hour trips entering the site at the proposed driveway from the south and
that the existing southbound right turns entering the site be relocated to the newly
proposed driveway.
A capacity analysis was then run on both the existing and proposed traffic conditions.
The results of the capacity analysis can be seen in Table 1 and the print-outs have been
included as an attachment.
TABLE 1
CAPACITY ANALYSES RESULTS
2013 Existing Traffic Conditions
Intersection
on 24th West
Type of
Traffic
Control
AM Peak Hour
PM Peak Hour
Critical Approach
IntersectiJAEB
Critical Approach
Intersection
Approach
Delay
(sec/veh)
LOS
Delay
(sec/veh)(sec/veh)
roach
Delay
LOS
Delay
(sec/veh)
LOS
South Driveway & Spine Road
EB Stop
EB
8.9
A
1.5
8.8
A
1.6
1 A
2013 Proposed Traffic Conditions
Intersection
on 24th West
Type of
Traffic
Control
AM Peak Hour
PM Peak Hour
Critical Approach
Intersection
Critical Approach
Intersection
Approach
Delay
(sec/veh)
LOS
Delay
(sec/veh)
LOS
Approach
Delay
(sec/veh)
LOS
Delay
(sec/veh)
LOS
South Driveway & Spine Road
7EB Stop
EB
8.9
A
2.5
A
Es
8.8
A
1.4
A
North Driveway & Spine Road
N/A
NB
2.6
A
1.1
A
NB 1
2.6
A
1.1
A
The capacity analysis of the existing conditions shows that the existing intersection is
currently operating very well. Traffic volumes along the spine road are low enough that
there is little delay for vehicles making the eastbound left -turn out of the McDonalds site.
The capacity analysis of the proposed conditions shows that both intersections are
expected to operate very well. This was expected because traffic volumes changed very
Traffic Engineering Consultants, Inc.
6000 S. Western Avenue, Ste. 300 I Oklahoma City, Oklahoma I Ph. 405-720-7721
6931 S. 661h E. Avenue, Ste. 100, I Tulsa, Oklahoma 74133 I Ph. 918-481-8484
Website: www.tecok.com
little based on the existing volumes. Though the proposed driveway is closely spaced to
the S.H. 114 Eastbound Frontage Road there will be no adverse effects to traffic
operations along the spine road since it will be a one-way driveway into the McDonalds
site.
Queuing at the S.H. 114 Eastbound Frontage Road and the spine road intersection was
also observed while the traffic counts were being conducted. The peak queue for the
northbound approach was 2 vehicles which is approximately equal to 40 feet. Since this
is a right-in/right-out only driveway with an upstream signalized intersection, there are
plenty of gaps in the traffic to allow the northbound right -turn movements to exit the site.
This results in a low delay and very little queue. The queue from the S.H. 114 Eastbound
Frontage Road and the spine road intersection is not anticipated to have any effect on
traffic exiting the McDonalds site.
In summary, it has been concluded from the results of the capacity analysis and field
observations that the traffic operations in and around the McDonalds site will still be very
good if the proposed modifications are made. Assuming a one-way circulation, the
additional driveway connection will allow better circulation around the McDonalds
building with no anticipated adverse effects on the traffic operations on the spine road.
Delays for traffic exiting the McDonalds site to the spine road will be similar to what
they are today. There will be a slight increase of eastbound left turning traffic as a result
of the additional traffic that would be required to utilize the spine road to circulate around
the McDonalds (rather than the current drive adjacent to the drive-thru lane), but this
increase is not shown to significantly increase the delay on the approach.
I appreciate the opportunity to provide this study to AE. Should you have any questions
or require additional information, please contact me.
Sincerely,
Michael S. Hofener, P.E., PTOE
Corporate Secretary
MSH/mh
Enclosure
Traffic Engineering Consultants, Inc.
6000 S. Westem Avenue, Ste. 300 I Oklahoma City, Oklahoma I Ph. 405-720-7721
6931 S. 66`" E. Avenue, Ste. 100, I Tulsa, Oklahoma 74133 I Ph. 918-481-8484
Website: www.tecok.com
C
O
C
O
U
U
J
JO (O
�
O
0
7
A
U E
Z
P a
2
W
�
W
O 0)
co
a
02
O
Y r
U
a E
N
N
a �
u
o
u
of
i
• T k A �•A4 {
f
®
r®
{
43a
1��
�lirr
+Y
�..
T
Mf WI
W WA
S
anw
(
� •� �
emu.
Y"if_ 4
Ps
L� l a 1
1 1s
_
s�►
Yr�
J .jam_--
t
1 °
AIMA
r�
r
f
L
•iaiW��
�
�
LL T�
• is
d
O
LU
PS
c-,
y�
GRAM Traffic North Texas, Inc.
1120 W. Lovers Lane
Arlington, Texas 76013
File Name : MCDONALDS DRIVEWAY @ SPINE RD
Site Code : 00000117
Start Date : 2/6/2013
Page No : 1
Groups Printed- Cars
SPINE
RD
SPINE
RD
@1 7'
MCDONALDS
DRIVEWAY
Southbound
Westbound
Northbound
Eastbound
Start
Left
Thr
Rig Ped
App.
Left
Thr'
Rig
Ped
_
App.
Left
Thr
Rig
Ped
App.
Thr
Rig
Ped
App.
Int.
Time
u
ht I
s Total
u
ht
s'
Total:
u
ht
s
Total
Left
u
ht_
sT_o_tall
Total
07:00
0
7
9
0 16
0
0
0
0
0
0
6
0
2
8
3
0
0
0
3
27
07:15
0
4
8
0 12'
0
0
0
0
0'
1
5
0
1
7
2
0
1
0
3
22
07:30I
0
9
5
0 14
0
0
0
0
0
1
3
0
1
5
2
0
0
0
2
21
07:45
0
13
4
0 17
0
0
0
0
0
2
4
0
1
7
2
0
2
0
4
28
Total
0
33
26
0 59
0
0
0
0
0
4
18
0
5
27
9
0
3
0
12
98
08:001
0
8
3
0 11
0
0
0
0
0
1
6
0
1
8
5
0
1
0
6
25
08:15!
0
10
2
0 12
0
0
0
0
0
1
5
0
2
8
0
0
1
0
1
21
08:30
0
7
6
0 13
0
0
0
0
0
1
4
0
1
61
0
0
1
0
1
20
08:45
0
9
6
0 15
0
0
0_
0
0
0
4
0
1
5
3
0
3
0
6
26
Total
0
34
17
0 51
0
0
0
0
0
3
19
0
5
27 1
8
0
6
0
14
_
92
16:00
0
6
6
0 12
0
0
0
0
0
0
8
0
0
8I
2
0
1
0
3
23
16:15
0
5
5
0 10
0
0
0
0
0
0
8
0
0
8
1
0
1
0
2
20
16:30
0
11
5
0 16 !
0
0
0
0
0
3
7
0
0
10
1
0
1
0
2
28
16:45 j
0_
14
5
0 19
0
0
0
0
0
0
9
0
0
9
0
0
1
0
1
29
Total)
0
36
21
0 57
0
0
0
0
0 1
3
32
0
0
35
4
0
4
0
8
100
17:00
0
10
2
0 12
0
0
0
0
0
6
7
0
0
13
2
0
1
0
3
28
17:15
0
11
4
0 15
0
0
0
0
0,
2
4
0
0
6
0
0
3
0
3
24
17:30
0
10
2
0 12
0
0
0
0
0
0
10
0
0
10
0
0
0
0
0
22
17:45
0
19
1
0 20
0
0
0
0
0_
1
3
0
0
4
2
0
3
0
5
29
Total i
0
50
9
0 59
0
0
0
0
0
9
24
0
0
33
4
0
7
0
11
103
Grand
Total
0
153
73
0 226
0
0
0
0
0
19
93
0
10
122'
25
0
20
0
45
393
Apprch %
0
67.
32.
0
0
0
0
0
15.
76.
0
8.2
55.
0
44.
0
7
3
6
2
6
4
Total %
0
3 9
16
0 57.5
0
0
0
0
0
4.8
2 7
0
2.5
31
6.4
0
5.1
0
11.5
I
SPINE RD
SPINE RD
MCDONALDS DRIVEWAY
Southbound
Westbound
Northbound
Eastbound
Start
Left
Thr Rig Ped
App. Left Thr Rig
Ped
App.
Left
Thr
Rig Ped
App.
_
Left !
Thr
Rig
Ped
App.
Int.
Time
u ht s
Total _ u ht
s
Total__
u_,_
ht s
Total
u
ht
s
Total
Total
Peak Hour Analysis
From 07:00 to 11:45
- Peak 1 of 1
_
Peak Hour for Entire
Intersection Begins
at 07:00
07:00
0
7 9 0
16 ' 0 0 0
0
0
0
6
0 2
8
3
0
0
0
3
27
07:15
0
4 8 0
12 � 0 0 0
0
0
1
5
0 1
7
2
0
1
0
3
22
07:30
0
9 5 0
14' 0 0 0
0
0
1
3
0 1
5
2
0
0
0
2
21
07:45
0
13 4 0
17 0 0 0
0
0
2
4
0 1
7
2
0
2
0
4
28
Total
Volume
0
33 26 0
59 0 0 0
0
0
4
18
0 5
27
9
0
3
0
12
98
% App.
Total
0
55. 44.
9 1 0
0 0 0
0
14.
8
66.
7
18.
0 5
75
0
25
0
PHF
00
.63 .72 .00
.00 .00 .00
868
.00
.50
.75
.00 .62
844
.75
.00
37
.00
0
5 2 0
0 0 0
0
.000
0
0
0 5
0
0
5
0
.750
.875
GRAM Traffic North Texas, Inc.
1120 W. Lovers Lane
Arlington, Texas 76013
File Name : MCDONALDS DRIVEWAY @ SPINE RD
Site Code : 00000117
Start Date : 2/6/2013
Page No : 2
SPINE RD
SPINE RD
MCDONALDS DRIVEWAY
Southbound
Westbound Northbound
Eastbound
Start
Left
Thr
Rig
Ped
App.
Left
Thr
Rig
Ped
App. Left'
Thr
Rig
Ped
App.
Left
Thr
Rig
Ped
App.�=Tota*l
Time
u
ht
s
Total
u
ht
s
Total
u
ht
s
Total
u
ht
s
Total
Peak Hour Analysis From 12:00 to 17:45 - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 16:30
16:30
0
11
5
0
16
0
0
0
0
0
3
7
0
0
10
1
0
1
0
2
28
16:45
0
14
5
0
19
0
0
0
0
0
0
9
0
0
9
0
0
1
0
1
29
17:00
0
10
2
0
12
0
0
0
0
0
6
7
0
0
13
2
0
1
0
3
28
17:15
0
11
4
0
15
0
0
0
0
0
2
11
4
27
0
0
0
0
6
38
0
3
0
0
3
6
0
0
3
9
24
Total
0 46 16 0 62
0 0 0 0 0
109
Volume
% App.
0
74.
25.
0
0
0
0
0
28.
71.
0
0
33.
0
66.
0
Total
2
8
9
1
3
7
PHF
00
.82
.80
.00
.00
.00
.00
.00
.45
.75
.00
.00
731
.37
.00
.50
.00
750
0
1
0
0
.816
0
0
0
0
.000
8
0
0
0
5
0
0
0
.940
McDonalds adjacent drive
Start Date: 2/6/2013
Start Time: 6:30:00 AM
Site Code: 200
McUs
adjacent
drive
Date
Time
2/6/2013
06:30 AM
4
2/6/2013
06:45 AM
3
2/6/2013
07:00 AM
0
2/6/2013
07:15 AM
1
2/6/2013
07:30 AM
6
2/6/2013
07:45 AM
3
2/6/2013
08:00 AM
2
2/6/2013
08:15 AM
1
2/6/2013
08:30 AM
1
2/6/2013
08:45 AM
2
2/6/2013
09:00 AM
2
2/6/2013
09:15 AM
2
2/6/2013
09:30 AM
2
2/6/2013
09:45 AM
2
2/6/2013
10:00 AM
2
2/6/2013
10:15 AM
2
2/6/2013
10:30 AM
0
2/6/2013
10:45 AM
0
2/6/2013
11:00 AM
2
2/6/2013
11:15 AM
4
2/6/2013
11:30 AM
2
2/6/2013
11:45 AM
4
2/6/2013
12:00 PM
8
2/6/2013
12:15 PM
4
2/6/2013
12:30 PM
12
2/6/2013
12:45 PM
6
2/6/2013
01:00 PM
4
2/6/2013
01:15 PM
1
2/6/2013
01:30 PM
4
2/6/2013
01:45 PM
6
2/6/2013
02:00 PM
1
2/6/2013
02:15 PM
7
2/6/2013
02:30 PM
1
2/6/2013
02:45 PM
4
2/6/2013
03:00 PM
7
2/6/2013
03:15 PM
2
2/6/2013
03:30 PM
2
2/6/2013
03:45 PM
1
2/6/2013
04:00 PM
0
2/6/2013
04:15 PM
2
2/6/2013
04:30 PM
2
2/6/2013
04:45 PM
0
2/6/2013
05:00 PM
2
2/6/2013
05:15 PM
1
2/6/2013
05:30 PM
0
2/6/2013
05:45 PM
6
130
Spine road behind McDonalds
Start Date: 2/6/2013
Start Time: 6:30:00 AM
Site Code: 200
Date Time I IN IOUT TOTAL
2/6/2013
06:30 AM
12
6
18
2/6/2013
06:45 AM
13
1
14
2/6/2013
07:00 AM
15
9
24
2/6/2013
07:15 AM
13
10
23
2/6/2013
07:30 AM
10
5
15
2/6/2013
07:45 AM
21
3
24
2/6/2013
08:00 AM
11
11
22
2/6/2013
08:15 AM
13
4
17
2/6/2013
08:30 AM
12
5
17
2/6/2013
08:45 AM
15
7
22
2/6/2013
09:00 AM
24
12
36
2/6/2013
09:15 AM
18
4
22
2/6/2013
09:30 AM
16
10
26
2/6/2013
09:45 AM
14
12
26
2/6/2013
10:00 AM
12
10
22
2/6/2013
10: 15 AM
14
8
22
2/6/2013
10:30 AM
14
11
25
2/6/2013
10:45 AM
14
4
18
2/6/2013
11:00 AM
26
16
42
2/6/2013
11:15 AM
20
7
27
2/6/2013
11 -30 AM
16
14
30
2/6/2013
11:45 AM
22
8
30
2/6/2013
12:00 PM
35
8
43
2/6/2013
12:15 PM
17
25
42
2/6/2013
12:30 PM
36
22
58
2/6/2013
12:45 PM
14
31
45
2/6/2013
01:00 PM
24
16
40
2/6/2013
01:15 PM
22
20
42
2/6/2013
01:30 PM
77
20
97
2/6/2013
01:45 PM
39
14
53
2/6/2013
02:00 PM
24
20
44
2/6/2013
02:15 PM
16
8
24
2/6/2013
02:30 PM
19
18
37
2/6/2013
02:45 PM
22
8
30
2/6/2013
03:00 PM
14
10
24
2/6/2013
03:15 PM
15
9
24
2/6/2013
03:30 PM
13
10
23
2/6/2013
03:45 PM
16
11
27
2/6/2013
04:00 PM
12
8
20
2/6/2013
04:15 PM
8
10
18
2/6/2013
04:30 PM
18
8
26
2/6/2013
04:45 PM
20
10
30
2/6/2013
05:00 PM
12
9
21
2/6/2013
05:15 PM
14
4
18
2/6/2013
05:30 PM
13
7
20
2/6/2013
05:45 PM
22
8
30
867
491
1358
3: South McDonalds Driveway & Spine Road
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Intersection Summary
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
Traffic Engineering Consultants
t
i.01
EBL
EBR
NBL
NBT
SBT
SBR
9
3
4
18
33
26
Stop
Free
Free
0%
0%
0%
0.92
0.92
0.92
0.92
0.92
0.92
10
3
4
20
36
28
None None
78
50
64
78
50
64
6.4
6.2
4.1
3.5
3.3
2.2
99
100
100
922
1018
1538
EB 1
NB 1
SB 1
13
24
64
10
4
0
3
0
28
944
1538
1700
0.01
0.00
0.04
1
0
0
8.9
1.4
0.0
A
A
8.9
1.4
0.0
A
1.5
14.4% ICU Level of Service
15
Existing AM Peak Hour
Southlake McDonalds Traffic Study
A
2/11 /2013
T-2240
3: South McDonalds Driveway & Spine Road
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (vehlh)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Intersection Summary
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
Traffic Engineering Consultants
I
i41
EBL
EBR
NBL
NBT
SBT
SBR
Y
+T
4
7
11
27
46
16
Stop
Free
Free
0%
0%
0%
0.92
0.92
0.92
0.92
0.92
0.92
4
8
12
29
50
17
None None
112
59
67
112
59
67
6.4
6.2
4.1
3.5
3.3
2.2
100
99
99
878
1007
1534
EB1
NB
SB1
12
41
67
4
12
0
8
0
17
956
1534
1700
0.01
0.01
0.04
1
1
0
8.8
2.2
0.0
A
A
8.8
2.2
0.0
A
1.6
18.7% ICU Level of Service
15
Existing PM Peak Hour
Southlake McDonalds Traffic Study
Il
2/11/2013
T-2240
3: South McDonalds Driveway & Spine Road
Proposed AM Peak Hour
Southlake McDonalds Traffic Study
4
I
#
Movement
EBL
EBR
NBL
NBT
SBT SBR
Lane Configurations
Y
t
Volume (veh/h)
19
3
0
22
33 0
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)
21
3
0
24
36 0
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
60
36
36
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
60
36
36
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
98
100
100
cM capacity (veh/h)
947
1037
1575
Direction, Lane #
EB 1
NB 1
SB 1
Volume Total
24
24
36
Volume Left
21
0
0
Volume Right
3
0
0
cSH
958
1700
1700
Volume to Capacity
0.02
0.01
0.02
Queue Length 95th (ft)
2
0
0
Control Delay (s)
8.9
0.0
0.0
Lane LOS
A
Approach Delay (s)
8.9
0.0
0.0
Approach LOS
A
Intersection Summary
Average Delay
2.5
Intersection Capacity Utilization
13.3%
ICU Level of Service A
Analysis Period (min)
15
Traffic Engineering Consultants
2/11/2013
T-2240
5: North McDonalds Driveway & Spine Road Proposed AM Peak Hour
Southlake McDonalds Traffic Study
EBL
EBR
NBL
NBT
SBT
SBR
Lane Configurations
*T
Volume (veh/h)
0
0
14
27
33
26
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)
0
0
15
29
36
28
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
110
50
64
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
110
50
64
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
100
100
99
cM capacity (veh/h)
879
1018
1538
Direction, Lane #
NB 1
SB 1
Volume Total
45
64
Volume Left
15
0
Volume Right
0
28
cSH
1538
1700
Volume to Capacity
0.01
0.04
Queue Length 95th (ft)
1
0
Control Delay (s)
2.6
0.0
Lane LOS
A
Approach Delay (s)
2.6
0.0
Approach LOS
Intersection Summary
Average Delay
1.1
Intersection Capacity Utilization
12.2%
ICU
Level of Service A
Analysis Period (min)
15
2/11 /2013
Traffic Engineering Consultants T-2240
3: South McDonalds Driveway & Spine Road Proposed PM Peak Hour
Southlake McDonalds Traffic Study
Movement
EBL
EBR
NBL
NBT
SBT
SBR
Lane Configurations
Y
t
t
Volume (veh/h)
9
7
0
38
46
0
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)
10
8
0
41
50
0
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
91
50
50
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
91
50
50
tC, single (s)
6.4
6.2
4.1
tC, 2 stage (s)
tF (s)
3.5
3.3
2.2
p0 queue free %
99
99
100
cM capacity (veh/h)
909
1018
1557
Direction, Lane #
EB 1
NB 1
SB 1
Volume Total
17
41
50
Volume Left
10
0
0
Volume Right
8
0
0
cSH
954
1700
1700
Volume to Capacity
0.02
0.02
0.03
Queue Length 95th (ft)
1
0
0
Control Delay (s)
8.8
0.0
0.0
Lane LOS
A
Approach Delay (s)
8.8
0.0
0.0
Approach LOS
A
Intersection Summary
Average Delay
1.4
Intersection Capacity Utilization
13.3%
ICU
Level of Service A
Analysis Period (min)
15
2/11 /2013
Traffic Engineering Consultants T-2240
5: North McDonalds Driveway & Spine Road
Movement
Lane Configurations
Volume (veh/h)
Sign Control
Grade
Peak Hour Factor
Hourly flow rate (vph)
Pedestrians
Lane Width (ft)
Walking Speed (ftls)
Percent Blockage
Right turn flare (veh)
Median type
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol
tC, single (s)
tC, 2 stage (s)
tF (s)
p0 queue free %
cM capacity (veh/h)
Direction, Lane #
Volume Total
Volume Left
Volume Right
cSH
Volume to Capacity
Queue Length 95th (ft)
Control Delay (s)
Lane LOS
Approach Delay (s)
Approach LOS
Intersection Summary
Average Delay
Intersection Capacity Utilization
Analysis Period (min)
Traffic Engineering Consultants
-
t
1
EBL
EBR
NBL
NBT
SBT
SBR
0
0
16
31
46
16
Stop
Free
Free
0%
0%
0%
0.92
0.92
0.92
0.92
0.92
0.92
0
0
17
34
50
17
None None
127
59
67
127
59
67
6.4
6.2
4.1
3.5
3.3
2.2
100
100
99
858
1007
1534
NB 1
SB 1
51
67
17
0
0
17
1534
1700
0.01
0.04
1
0
2.6
0.0
A
2.6
0.0
1.1
12.5% ICU Level of Service
15
Proposed PM Peak Hour
Southlake McDonalds Traffic Study
A
2/11 /2013
T-2240