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
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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.
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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
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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.
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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.
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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
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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
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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.
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Appendix A: Site Plan
Lakeside Presbyterian Church Traffic Assessment Study
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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
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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
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