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Item 6A Lakeside Presbyterian TIALakeside Presbyterian Church Southlake, Texas Traffic Assessment Study POO SAVANT G ROU P 2435 N Central Expressway, Suite 750 %'11N .., Richardson, TX 75080 214.468.8200 ..................... TBPE Firm Registration # 10286 IEHHIFER L• BUTCHER✓ The seal appearing on this document was authorized by Jennifer L. Butcher, Texas PE No. 96677 Date: June 30, 2014 ?1-�' �— &OIA—, 6/30/2014 Engineer -in -Charge: Jennifer L. Butcher P.E., PTOE TABLE OF CONTENTS Introduction..................................................................................................................................................1 DataCollection..........................................................................................................................................2 Roadway Network & Study Area Characteristics...................................................................................... 2 Analysis.........................................................................................................................................................2 AnalysisMethodology...............................................................................................................................2 ExistingTraffic...........................................................................................................................................3 Trips Generated from Church Expansion..................................................................................................4 Traffic with Proposed Expansion.............................................................................................................. 5 QueueLength Analysis..............................................................................................................................6 AuxiliaryLane Analysis..............................................................................................................................6 Conclusions...................................................................................................................................................7 Lakeside Presbyterian Church Traffic Assessment Study Page i LIST OF TABLES Table 1— Intersection Level of Service Thresholds.......................................................................................3 Table 2 — Existing Level of Service Analysis...................................................................................................4 Table3 — Site Trip Generation...................................................................................................................... 5 Table 4 — Future Level of Service Analysis.................................................................................................... 6 LIST OF FIGURES Figure1 —Site Map.......................................................................................................................................1 Figure 2 — Existing Traffic Volumes(vph)...................................................................................................... 4 Figure 3 — Projected Traffic Volumes(vph)...................................................................................................5 Lakeside Presbyterian Church Traffic Assessment Study Page ii savaN-r@ GRouP INTRODUCTION Savant Group Inc. (SGI) was retained to complete a traffic analysis study for a proposed expansion to Lakeside Presbyterian Church. The proposed site is located off the south side of Southlake Boulevard, east of Watermere Drive. The site location is shown in Figure 1. A site plan can be seen in Appendix A. FIGURE 1 — SITE MAP Aerial Image Source: Google Earth Currently, the church is the only building on the site, and is sized at 6,811 square feet. The proposed expansion will add 10,683 square feet to the existing building, bringing the total size to 24,305 square feet. The total expansion includes 10,459 square feet of unfinished space and will be included for purposes of this study. The site has one existing access point onto Southlake Boulevard. Vehicles coming from the east along Southlake Boulevard must make a U-turn at Watermere Drive to access the site. Lakeside Presbyterian Church Traffic Assessment Study Page 1 savaN-r� GRouP The analysis for this report will be used to determine whether improvements are needed to the site driveway and/or the roadway adjacent to the site, in order to accommodate the expanded building. The following steps were executed to complete the analysis: ❖ Collection of traffic data on a Sunday, immediately before and after church services; ❖ Field visit to observe roadway geometries and general traffic operations; ❖ Trip generation analysis to determine increase in trips due to site expansion; and, ❖ Level of Service analysis for the intersection of the site driveway and Southlake Boulevard. DATA COLLECTION Turning movement counts were collected on Sunday, June 8, 2014 at the intersection of the site driveway and Southlake Boulevard. The counts were collected from 10:00-11:00 AM (before the church service) and from 11:30 AM-12:30 PM (after the church service). The raw data collected is provided in Appendix B. Videos were also taken of the study intersection during these times, and were used to qualitatively evaluate traffic operations. A site visit was performed to observe existing conditions at the site area. During the site visit, general traffic operations along Southlake Boulevard were observed as well as geometric conditions including sight distance for vehicles exiting the driveway. ROADWAY NETWORK & STUDY AREA CHARACTERISTICS Southlake Boulevard is a six -lane median divided roadway within the study area, with a posted speed limit of 45 mph. To the west of the site, Southlake Boulevard intersects with Watermere Drive — this intersection is signalized. Southlake Boulevard does not have a median opening at the entrance to the site, thus allowing for only right-in/right-out turning movements from the site. The site driveway is two lanes and is stop controlled at its intersection with Southlake Boulevard. The driveway contains around 85 feet of storage space for queued vehicles waiting to exit the site. ANALYSIS ANALYSIS METHODOLOGY SynchroT" version 8 software was used to create models of the existing intersection of the site driveway and Southlake Boulevard. Traffic volumes were adjusted to create models for the time periods before church (10-11:00 AM) and after church (11:30 AM-12:30 PM), for both existing traffic and expected traffic after the proposed expansion is built. The Transportation Research Lakeside Presbyterian Church Traffic Assessment Study Page 2 savaN-r$0 GRouP Board's Highway Capacity Manual (HCM) is normally used for Level of Service analyses, but it does not apply to un-signalized intersections; instead, Trafficware — the creator of SynchroT" — provides a metric called Intersection Capacity Utilization (ICU), which was used in the analysis for this report. Capacity analyses are evaluated based on a level of service that ranges from A (excellent) to F (poor). Levels of service A through D are generally considered acceptable and levels of service E and F are considered unacceptable. The level of service thresholds in the Highway Capacity Manual for signalized intersections and stop -controlled intersections are shown in Table 1. TABLE 1 — INTERSECTION LEVEL OF SERVICE THRESHOLDS LOS Control Delay Per Vehicle (seconds) Signalized Intersection Stop -Controlled Intersection A < 10 <_ 10 B >10 and <_20 >10 and <_15 C >20 and <_35 >15 and <_25 D >35 and <_55 >25 and <_35 E >55 and <_80 >35 and <_50 F >80 >50 With the expected growth of traffic in and out of the site, two potential geometric improvements were considered: additional storage space for vehicles queuing to exit the site and a right -turn deceleration lane to enter the site. The need for these improvements was considered using the City of Southlake's driveway ordinance and TxDOT standards contained in their Access Management Manual. EXISTING TRAFFIC Turning movement volumes and lane geometry were coded into SynchroT" to produce an estimate of current operating conditions. Traffic models were created for two time periods: before church (10:00-11:00 AM) and after church (11:30 AM-12:30 PM). Figure 2 shows the existing traffic volumes for both time periods. The results of the analyses are shown in Table 2. Synchro"' reports for each intersection can be found in Appendix C. Vehicles entering the site before church did so in a more concentrated fashion (i.e. most people arrived around the same time); after church, however, vehicles left the site in a more dispersed manner. Lakeside Presbyterian Church Traffic Assessment Study Page 3 SAVANT 0 GRouP FIGURE 2 — EXISTING TRAFFIC VOLUMES (VPH) Before Church After Church As can be seen in Table 2, the intersection as a whole operates at LOS A with very little delay both before and after church. This is because the level of service analysis includes vehicles driving on Southlake Boulevard and passing the church; the only vehicles to face delay are those exiting the church. TABLE 2 — EXISTING LEVEL OF SERVICE ANALYSIS Approach LOS (Delay in sec/veh) Before Church After Church Approach Overall Approach Overall EB A A (0.0) A A (0.4) N B B B TRIPS GENERATED FROM CHURCH EXPANSION The proposed addition to the church would bring the building from 6,811 square feet to 24,305 square feet. ITE's Trip Generation Manual was used in determining the growth that would result from this expansion; the Trip Generation Manual uses site visits to a given land use, where vehicles entering and exiting the site were counted over peak hours and entire days. A fitted equation is then created based on those site visits, and a relation between square footage of the site (or other metrics such as number of employees) and trips generated can be estimated. Lakeside Presbyterian Church Traffic Assessment Study Page 4 savaN-r(,R� GRouP Table 3 shows the trip generation and growth rate taken from the ITE Manual, and the recorded and projected trip generations before and after church. For this study, the Trip Generation Manual was used only to determine the growth in trips entering/exiting the site; however, it should be noted that the ITE manual projects a higher number of trips than those recorded or projected. The growth projections based on the ITE manual were applied to existing traffic counts to estimate the future trip rates. TABLE 3 — SITE TRIP GENERATION Existing Future Time Period Traffic (vph) Traffic (vph) Before Church 62 132 After Church 64 136 TRAFFIC WITH PROPOSED EXPANSION The traffic with the proposed church expansion was computed by adding the estimated traffic growth to existing traffic. No background growth was considered for this study in accordance with City guidelines. Figure 3 shows the projected turning movements before and after church, and Table 4 shows the level of service analysis for the projected traffic. FIGURE 3 — PROJECTED TRAFFIC VOLUMES (VPH) Before Church After Church Lakeside Presbyterian Church Traffic Assessment Study Page 5 SAVANT 0 GRouP TABLE 4 — FUTURE LEVEL OF SERVICE ANALYSIS Approach LOS (Delay in sec/veh) Before Church After Church Approach Overall Approach Overall EB A A (0.0) A A (1.0) N B B B With the proposed expansion, projected traffic is not expected to lower the level of service for the intersection. While delay for vehicles exiting the site after church is expected to increase slightly, the level of service of the approach would still be LOS B. QUEUE LENGTH ANALYSIS Videos were recorded of the intersection between Southlake Boulevard and the church driveway; the videos were recorded on Sunday, June 8, 2014 from 10:00-11:00 AM (before church) and 11:30 AM-12:30 PM (after church). The videos were used to observe queue lengths for vehicles exiting the site, and observe general traffic operations at the intersection. From observing the videos, vehicles did not seem to have any issues entering the site. After church, some vehicles faced delays exiting the site; in a few instances the queue backed toward the end of the storage area, at the point where the driveway forks into two directions. When queues did form, they seemed to be resolved fairly quickly once the first vehicle in line was able to exit the site. Currently, the site contains 70 parking spaces, and the driveway storage area is 87 feet according to site plans. The proposed expansion will include 167 parking spaces. According to Driveway Ordinance No. 634 of the City of Southlake, sites with 50-199 parking spaces require at least 75 feet of storage space. Even with the proposed church expansion, the additional parking added would not require an expansion of this storage space. AUXILIARY LANE ANALYSIS An auxiliary lane analysis was conducted to determine the need for a deceleration lane for vehicles turning right to enter the site. For this analysis, regulations from both TxDOT and the City of Southlake were considered. According to the City of Southlake's driveway ordinance, a driveway is required if right turn ingress traffic exceeds 150 vehicles during the Sunday design hour if the speed limit of the adjacent street facility is over 40 mph; the speed limit of Southlake Boulevard at the site is 45 Lakeside Presbyterian Church Traffic Assessment Study Page 6 savaN-r$0 GRouP mph. Based on traffic projections for the site, a right turn deceleration lane may be necessary when the 2n1 floor unfinished space becomes occupied. TxDOT regulations on deceleration lanes were taken from TxDOT's Access Management Manual. According to the manual, a right -turn deceleration lane should be considered if right - turn volume is greater than 60 vph for a speed limit up to 45 mph. However since the numbers stated are based on a typical weekday and the church generates the majority of its traffic on a Sunday morning, it was decided to base the analysis solely on the City standards. Currently, with 62 vehicles entering the site before church, and with 132 vehicles projected after the church's expansion, the City of Southlake standards only suggest a right -turn deceleration lane. Southlake's driveway ordinance states that for the projected traffic a deceleration lane may be needed if the projected traffic exceeds 100 vehicles per hour and is required if over 150 vehicles per hour make a right turn. With the second -floor expansion to initially remain unfinished, future traffic will be lower than projected here. CONCLUSIONS The proposed expansion to Lakeside Presbyterian Church is expected to increase entering right - turn trips before church and exiting right -turn trips after church. With existing conditions, the level of service before and after church is LOS B for the northbound approach, and LOS A for the intersection as a whole. This level of service is not expected to change after the proposed expansion is complete. This study also considered the necessity of adding more storage length to the site's driveway, and adding a right -turn deceleration lane to handle the added traffic. According to the City of Southlake's driveway ordinance, neither of these improvements would be required. In the case of the right -turn deceleration lane, the Southlake driveway ordinance states that such a lane may be needed but is not required. Since the study was based on full build -out and church's unfinished space will not be immediately utilized, the need for a right -turn deceleration lane can be considered at a later date. Even with full build -out the right -turn deceleration lane may not be needed since data was collected in the summer when the church doesn't have Sunday school classes and only has one church service. During the school year, the inbound trips will be spread out over the Sunday school and church service times. When the church utilizes the un-finished space a study may be done based on the actual attendance to determine if a right turn lane is needed at that point in time. Lakeside Presbyterian Church Traffic Assessment Study Page 7 SAVANT 0 G ROU P Appendix A: Site Plan Lakeside Presbyterian Church Traffic Assessment Study �Io-e°I,,) °°=aIM�°I�a°"M'^ SdX31 `33id7H1AOS �bI�l babo�HbI<<e,ISIZ c4o4� � n�,�ew F�,I-,H,�uoN I.-. N OI SI Ad.] d n s-Ol l n 9-N Di 3.1U wounmo N ewHiSN - Nd12131A9S321d o < _ 341S3�Id7 - W Ls U9 %.90. LO.00N ----------------- "___"_____ "_---"---------- --"---" _ "-------- "___"_________ ------" 3NII SNInlIn9.sL O N k 3Nn JNIMin9 9L „;" ______"____________ --------------- P � U -------------------------------------- -"" "-" ORZ3 30�, ------------------------ G----G0„LOS -_—-------"---"---"-- Q a w 0 a SAVANT 0 G ROU P Appendix 6: Traffic Count Data Lakeside Presbyterian Church Traffic Assessment Study Study Name Soutlake Boulevard at Lakeside Presp Church Start Date 6/8/2014 Start Time 10:00 AM Site Code 1 All Vehicles (no classification) Southbound Westbound Northbound Eastbound Driveway Southlake Blvd Lakeside Pres Church Southlake Blvd Start Time Right U-Turn Thru Right Right U-Turn Thru Right 10:00 AM 0 0 99 0 1 0 185 10 10:15 AM 0 0 137 0 1 0 215 37 10:30 AM 0 0 143 0 1 0 276 14 10:45 AM 0 0 135 0 0 0 280 1 11:00 AM 0 0 0 0 0 0 0 0 11:30 AM 0 0 161 0 0 0 267 0 11:45 AM 0 0 170 0 22 0 239 0 12:00 PM 0 0 221 0 22 0 242 0 12:15 PM 0 0 313 0 20 0 297 0 12:30 PM 0 0 0 0 0 0 0 0 Pedestrians Southbound Westbound Northbound Eastbound Driveway Southlake Blvd Lakeside Pres Church Southlake Blvd Start Time Peds CCW Peds CW Peds CCW Peds CW Peds CCW Peds CW Peds CCW Peds CW 10:00 AM 0 0 0 0 0 0 0 0 10:15AM 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 11:30 AM 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 0 0 0 12:15PM 0 0 0 0 0 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 SAVANT 0 G ROU P Appendix C: Synchro Reports Lakeside Presbyterian Church Traffic Assessment Study HCM Unsignalized Intersection Capacity Analysis Existing Before Church.syn 1: Southlake Blvd. 6/23/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt'+ ttt r Volume (veh/h) 956 62 0 514 0 3 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.42 1.00 0.90 1.00 0.75 Hourly flow rate (vph) 1125 148 0 571 0 4 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 1272 1389 449 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1272 1389 449 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 542 134 558 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total 450 450 373 190 190 190 4 Volume Left 0 0 0 0 0 0 0 Volume Right 0 0 148 0 0 0 4 cSH 1700 1700 1700 1700 1700 1700 558 Volume to Capacity 0.26 0.26 0.22 0.11 0.11 0.11 0.01 Queue Length 95th (ft) 0 0 0 0 0 0 1 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 11.5 Lane LOS B Approach Delay (s) 0.0 0.0 11.5 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 29.9% ICU Level of Service A Analysis Period (min) 15 10:00 am 6/3/2014 Baseline Synchro 8 Report Page 1 HCM Unsignalized Intersection Capacity Analysis Existing After Church.syn 1: Southlake Blvd. 6/23/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt'+ ttt r Volume (veh/h) 1045 0 0 865 0 64 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.88 1.00 1.00 0.69 1.00 0.73 Hourly flow rate (vph) 1188 0 0 1254 0 88 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 1188 1605 396 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1188 1605 396 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 85 cM capacity (veh/h) 584 96 603 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total 475 475 238 418 418 418 88 Volume Left 0 0 0 0 0 0 0 Volume Right 0 0 0 0 0 0 88 cSH 1700 1700 1700 1700 1700 1700 603 Volume to Capacity 0.28 0.28 0.14 0.25 0.25 0.25 0.15 Queue Length 95th (ft) 0 0 0 0 0 0 13 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 12.0 Lane LOS B Approach Delay (s) 0.0 0.0 12.0 Approach LOS B Intersection Summary Average Delay 0.4 Intersection Capacity Utilization 30.8% ICU Level of Service A Analysis Period (min) 15 11:30 am 6/3/2014 Baseline Synchro 8 Report Page 1 HCM Unsignalized Intersection Capacity Analysis Existing + Project Before Church.syn 1: Southlake Blvd. 6/24/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt'+ ttt r Volume (veh/h) 956 132 0 514 0 6 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.85 0.42 1.00 0.90 1.00 0.75 Hourly flow rate (vph) 1125 314 0 571 0 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 1439 1472 532 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1439 1472 532 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 98 cM capacity (veh/h) 468 118 492 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total 450 450 539 190 190 190 8 Volume Left 0 0 0 0 0 0 0 Volume Right 0 0 314 0 0 0 8 cSH 1700 1700 1700 1700 1700 1700 492 Volume to Capacity 0.26 0.26 0.32 0.11 0.11 0.11 0.02 Queue Length 95th (ft) 0 0 0 0 0 0 1 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 12.4 Lane LOS B Approach Delay (s) 0.0 0.0 12.4 Approach LOS B Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 31.4% ICU Level of Service A Analysis Period (min) 15 10:00 am 6/3/2014 Baseline Synchro 8 Report Page 1 HCM Unsignalized Intersection Capacity Analysis Existing + Project After Church.syn 1: Southlake Blvd. 6/24/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tt'+ ttt r Volume (veh/h) 1045 0 0 865 0 136 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.88 1.00 1.00 0.69 1.00 0.72 Hourly flow rate (vph) 1188 0 0 1254 0 189 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 1188 1605 396 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1188 1605 396 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 69 cM capacity (veh/h) 584 96 603 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 Volume Total 475 475 238 418 418 418 189 Volume Left 0 0 0 0 0 0 0 Volume Right 0 0 0 0 0 0 189 cSH 1700 1700 1700 1700 1700 1700 603 Volume to Capacity 0.28 0.28 0.14 0.25 0.25 0.25 0.31 Queue Length 95th (ft) 0 0 0 0 0 0 33 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 13.7 Lane LOS B Approach Delay (s) 0.0 0.0 13.7 Approach LOS B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 35.3% ICU Level of Service A Analysis Period (min) 15 11:30 am 6/3/2014 Baseline Synchro 8 Report Page 1