Item 7B - Glenmore Traffic Impact Analysis 10-24-2014Kelly & Associates
785 Sleepy Creek Drive, Frlscc, 'texas, 75034 (214) 697-1328 (972) 668-7867 fax
TECHNICAL MEMORANDUM
At To: Randi L. Rivera, AICP ,� �� .....o... �p
b
G & A Consultants, Inc. i* 's $
From: Rod Kelly, P.E.
Kelly & Associates
Date: October 24, 2014:,•-
RE: Updated Traffic Impact Analysis — Residential Development on W. Southlake
Boulevard (FM 1709) at Shady Oaks Drive — Southlake, Texas
PURPOSE
The purpose of this memorandum is to document the results of an updated traffic impact analysis
(TIA) for the proposed residential development, to be located on W. Southlake Boulevard (FM
1709), west of Shady Oaks Drive, in Southlake, Texas (See Figure 1). The proposed updated
development site plan is shown in Figure 2. This updated analysis was conducted to determine the
possible impacts of the reduced proposed development change on traffic operations along W.
Southlake Boulevard and Shady Oaks Drive, adjacent to this development. The analysis also
examined the development access street to determine the need for right and left turn lanes on FM
1709 at the access street serving the proposed development, driveway spacing, and sight distance
requirements. This analysis is in response to a request from the City of Southlake and TxDOT,
which has jurisdiction over FM 1709.
ANALYSIS APPROACH
The approach applied to the analysis was as follows:
➢ Conducted new traffic counts to establish existing traffic volumes at the development access
street intersections with W. Southlake Boulevard and Shady Oaks Drive. The analysis was
conducted for the morning and afternoon peak traffic conditions. P. M. peak traffic period
turning movement counts were conducted on Thursday, October 16, 2014, at the intersection of
W. Southlake Boulevard and Timber Lake Place, directly across from the proposed development
access (Glenmore Trail) on the north side of W. Southlake Boulevard. A. M. peak traffic period
volumes, at the same intersection, were obtained on Tuesday, October 21, 2014. These traffic
volume counts are provided in Appendix A and summarized in Figure 3.
➢ Estimated the vehicle trips in and out of proposed development. The original development
proposal included a total of 63 residential housing units. The revised proposal now includes only
16 residential housing units, a seventy-five (75) percent reduction. Using the 9th Edition of the
ITE Trip Generation Manual, it was determined that, at a weekday trip generation rate of 9.52
trips per dwelling unit, the proposed sixteen (16) single-family residential housing units will
generate atotal of 12 vehicle trips in the AM Peak Hour and 16 vehicle trips during the PM
Peak Hour. The AM and PM Peak Hour trips generated by the residential land use proposed
for the development are presented below in Table 1.
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 2 of 23 October 24, 2014
Figure 1 - Site Location Map
`l —
�aZy K Aims ,
/R QraYos4t
LaYI?�Lt
Airport
E ChoPH Do y- Or
G � Ffr6t��ti
0ann C!
S`o;t�4yr jr
Y �
1�1i5€�6r
pie `� C
la+s Fk++ryE c n
.
z
San Sa s0
CIT
. z � 9
_ BrCMiCnnlAi
�f"_
PA*
Trinity =
Presbytenan ti
•
a
Corpar Burch ,9ti
5au!hlakc Southtnke a
am
CVS Phaaty u
I Photo
A
Oaks-PIJASE renma CsntlY
m :r.
i -wo WST
eA
t W Southlake Blvd
a aiYd E Southlake
�vuthlakc
> Proposed Develope
mentSlt
1469h7Esrr,ro+
list}h SChanE ��
4aa
c
!4 ,
Shadbw C,4n
N
b.
4
Park PI ■
Stone Lakes
Apr Tennis Courts
{
�Or
,,O%Qg Way
i-inure z - site Tian
w�Qil`
iflD: brDrlry 4 _I i� —
~ . ^`"`..R:� .. • . I ' — '.i. rnrir'Tm�
''� ynTr e
� i _.�,, l �; � •-; � �: art � -
_ trF fir IF
.'Z.+1
�.Sp
pru uriv, .� sI 5 C—Lw
r •� i^.i l--r Ilefif M r�
n t-rw..e :�q.w�w haw-11FY IM4
4 r.
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 3 of 23 October 24, 2014
Figure 3 — Existing AM and (PMy Peak Hour Traffic
Legend
Traffic Volumes -AM (PM)
st3
3052t•I sa �
15 24 —7
u�
7
co �I
� eri
Timber Lake Plai
Table 1 — Deve
Use
Single Family
Detached
nt Trip Generation
Dwelling ITE AM Peak Hour PM Peak Hour
Units Code I In I Out In I Out
16 1 210 1 3 1 9 1 10 1 6
➢ Determined the directions of approach and departure for traffic coming to and leaving the
development. The directions of approach and departure for traffic coming to and leaving the
development were derived from the distribution shown in the traffic counts conducted at the
intersection of W. Southlake Boulevard and Timber Lake Place, which indicated that the general
approach/departure patterns developed for the subject site are as follows:
- 10% from the North
- 45% from the East
- 30% from the South
- 15% from the West
Trips generated by the development were then assigned to the appropriate approaches of the
intersections to be analyzed. These volumes are shown in Figure 4.
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 4 of 23 October 24, 2014
Figure 4 — AM and (PMj Peak Hour Site Traffic
>
m
L
o
L
E
Y
0
r Legend 1
Traffic Volumes -AM (PM) 11
2(8)
1(2)
0
Timber Lake Place
W. Southlake Boulevard
➢ Combined the existing non -site base traffic volumes and those that will be generated by the
development at the intersection of W. Southlake Boulevard with Glenmore Trail / Timber Lake
Place, as shown in Figure 5.
➢ Entered the above traffic information as input data into the Trafficware's "SimTraffic" traffic
analysis software package, both for the existing conditions and for conditions that included the
traffic added by the proposed development. SimTraffic is designed to model b o t h signalized
and unsignalized intersections. The primary purpose of SimTraffic is to check and fine tune
traffic signal operations. SimTraffic is especially useful for analyzing complex situations that
are not easily modeled macroscopically including:
• Closely spaced intersections with blocking problems
• Closely spaced intersections with lane change problems
• The affects of signals on nearby unsignalized intersections and driveways
• The operation of intersections under heavy congestion.
The traffic lane configurations and intersection traffic control are displayed in Figure 6. The AM
and PM peak traffic hour analysis results were then tabulated and explained.
Updated Traffic ImpactAnalysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 5 of 23 October 24, 2014
Figure 5 — Combined AM and PM Peak Hour Existing and Site Traffic
L
L
O
E
C
m
u
Legend
Traffic Volumes -AM (PM)
1(2) j ~_ 27 84 2784))
3(6).'� 1(2)
3052(1887)mmm*
15(24)
c,
Timber Lake Place
r�
W. Southlake Boulevard
Figure 6 — Traffic Lane Configurations and Intersection Traffic Control
M
Stop sign 14 L
1
4"
.
=a
St gn
Timber Lake Place
W. Southlake Boulevard
Updated Traffic Impact Analysis: Residential Development- IN Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 6 of 23 October 24, 2014
➢ Researched TxDOT access management standards associated with the need for separate right
and left turn deceleration lanes, access street spacing standards, and site distance
requirements for site access from W. Southlake Boulevard (FM 1709)
➢ Provided a list of conclusions associated with the analysis findings.
Analysis Findings
Intersection Levels of Service - The analysis of impacts is measured in terms of traffic operating
level of service (LOS). According to the Highway Capacity Manual, capacity is defined as the
maximum number of vehicles that can be expected to travel on a given section of roadway or a
specific lane during a given period under prevailing traffic conditions. The operational conditions of
roadways are measured in terms of "Level of Service" (LOS). Level of Service refers to the
operational conditions within a traffic stream and their perception by motorists in terms of delay,
freedom to maneuver, traffic interruptions, comfort, convenience and safety. There are six levels of
service (LOS) or capacity conditions for each roadway facility and they are designated from "A" to
"F", with "A" representing an optimal, free -flow condition, and "F" representing a congested, forced
flow condition. The LOS criteria tables for signalized and unsignalized intersections and the
capacity analysis worksheets for the development access intersection are contained in Appendix B.
A summary of the analysis results for the existing traffic conditions is shown in Table 2.
Table 2 -Existing AM and PM Peak Hour Traffic Analysis Results
Approach Approach Intersection Intersection
Intersection Approach Delay in LOS Delay LOS
Seconds
W. Southlake EB 12.4 (7.5) B (A)
@ Timber WB 4.1 9.0) A (A) 10.4 (8.5) B (A)
Lake �B J 29.8 (17.5) D (B)
As can be seen from the results in Table 2, the existing traffic operations in 2014 at the intersection
analyzed are at a LOS B for the AM peak traffic hour and LOS A for the PM peak traffic hour. These
conditions exist without any site generated traffic.
For the analysis of the impacts of adding the development site traffic to the existing traffic at the W.
Southlake Boulevard and Glenmore Trail / Timber Lake , the operation of the traffic signals at the
adjacent intersection of W. Southlake Boulevard and Shady Oaks, to the east, and the intersection
of W. Southlake Boulevard and Waterford Drive/ Southridge Lakes Parkway, to the west; were taken
into account to recognize that the traffic signals at these intersections create "gaps" in traffic on W.
Southlake Boulevard that allow traffic on Glenmore Trail and Timber Lake Place to enter or cross W.
Southlake Boulevard with less delay than free -flow traffic conditions. A summary of the 2014
Existing + site analysis results are shown in Table 3.
Table - Existing+ Site AM and PM Peak Hour Traffic Analysis Results
Approach Approach Intersection
tion Approach Delay in LOS Delay
Intersection
Intersection
Seconds
13.2 (7.4)
B (A)
LOS
W. Southlake @ EB
3.9 (9.3
A (A)
WB
Glenmore/Timber
11.2 (6.6)
B (A)
NB
Lake
32.0 (15.2)
D (B)
23.0 (37.6)
C (E)
SB
Updated Traffic Impact Analysis: Residential Development W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 7 of 23 October 24, 2014
As can be seen from the results in Table 3, the traffic for the Existing + Site conditions at the
intersection of W. Southlake Boulevard and Glenmore Trail/Timber Lake Place operate at LOS B for
AM peak traffic hour and LOS A for PM peak traffic hour, the same as for the traffic levels of service
without the development. Although the intersection, as a whole, operate at LOS B and A in the AM
and PM, respectively, Timberlake Trail is expected to operate at LOS D in the AM peak traffic hour
and Glenmore Trail is expected to operate at LOS E in the PM peak traffic hour.
W. Southlake Boulevard Turning Lane Requirements - The Texas Department of Transportation
(TxDOT) Access Management Manual contains criteria for left and right turn lanes on urban streets
that can be applied to this proposed development site. Table 2-3, Chapter 2, Access Management
Standards, in the Access Management Manual, presents thresholds for these auxiliary lanes. The
relevant sections of these documents referenced in the following discussions are provided in
Appendix C.
Left Turn Lane Requirements - Since a median opening and an exclusive eastbound left turn lane
already exists at the intersection of W. Southlake Boulevard FM 1709) and Glenmore Trial, one of
the development access streets, there are provisions for queuing of vehicles turning left into the
development from FM 1709.
Right Turn Lane Requirements - For right turn lanes, Table 2-3 shows that a deceleration right -urn
lane to an intersecting street or driveway is required if the speed on the main roadway is greater
than 45 mph and the right turn volume is greater than 50 vehicles per hour. Based on a posted
speed limit of 45 mph in this section of FM 1709 and a decelerating volume of only 8 vehicles during
the PM peak hour turning right from FM 1709 into the development, a right turn lane is not
warranted.
Access Drive Spacing - Table 2-2, on page 2-13 of Chapter 2, Section 3, of the TxDOT Access
Management Manual indicates that if the posted speed limit is equal to 45 mph, the minimum
distance between access connections should be 360 feet. Since the posted speed is 45 mph in this
section of 1709, the distance between the Glenmore Trail, the development access street, and the
nearest development driveway to the east is approximately 800 feet, and the distance to the nearest
development street to the west is 1000 feet; these access connections meet the Manual spacing
criteria.
Sight Distances - The terrain is relatively flat and the roadway alignment in both directions from the
subject development access street intersection with FM 1709 is straight. There is also extra
obstruction -free area created by the wide right-of-way, which will allow for good sight distance and
traffic operating safety conditions.
Conclusions
Based upon the analysis findings described above, the following conclusions can be drawn:
Intersection Levels of Service — The addition of development traffic has no impact on the
operating conditions of existing traffic. The overall intersection Levels of Service (LOSs) for
existing AM and PM conditions, and with development traffic added, were found to be the
same, at highly acceptable levels (LOS B in the AM and LOS A in the PM) at the intersection
analyzed. However, on an approach basis, Glenmore Trail, the development access street
intersection with W. Southlake Boulevard, is expected to operate at LOS E in the PM peak
traffic hour. It is anticipated that, in order to reduce the delay that will be expected to occur
at the W. Southlake Boulevard intersection, some development motorists will re -direct their
departure from the development by turning right and exiting to the west to avoid the heavier
eastbound traffic on Southlake Blvd. This should improve the LOS for the development
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 8 of 23 October 24, 2014
approach, since the required average delay reduction in to move from LOS E to LOS D will
only be 2.6 seconds. It should also be noted that, with the significant reduction in the size of
the development, the application of the City of Southlake Traffic Impact Analysis Threshold
Worksheet for the development project shows that all criteria are met. This completed
worksheet is provided in Appendix D.
2. Left Turn Lane Requirements - Since a median opening and an exclusive eastbound left
turn lane already exists at the intersection of W. Southlake Boulevard (FM 1709) and
Glenmore Trial, no additional left turn lane is required.
3. Right Turn Lane Requirements — Since the combination of the W. Southlake Boulevard
speed limit and development right turning volumes do not meet the TxDOT requirements for
a separate right turn lane, none is warranted.
4. Access Drive Spacing — Since the distances between the development access street,
Glenmore Trail, and the adjacent development access streets and driveways exceed the
TxDOT requirements, no spacing modifications are needed.
5. Sight Distances — The generally flat terrain and straight roadway alignment in both
directions from the subject development access street intersection with FM 1709, as well as
the extra obstruction -free area created by the wide right-of-way, will allow for good sight
distance and traffic operating safety conditions.
Updated Traffic Impact Analysis: Residential Development W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 9 of 23 October 24, 2014
Appendix A
Traffic Volume Counts
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 10 of 23 October 24, 2014
METROCOUNT
9128 Couples Dr.-Plano,TX-75025
Phone/Fax (972) 359-6310
Southlake, TX File Name RK10211
FM 1709 & Timber Lake Site Code : 00010211
10-21-14 Start Date 10/21/2014
Page No 1
Groups Printed- Unshifted
NA I FM 1709 Timber Lake FM 1709
Southbound I Westbound Northbound Eastbound
Start T}me Right I Thru Left F A, rwi R441 1hru I Cult u-Twn 01� Taa RW i Thru i Left I r Tarr Right t 7hN _ Left u-rwn _ Al raei Int, Taall
:45A1u1 D 0 0 01 0 129 0 1 130 17 0 2 .16_ _ 0 8H4-_ 0 0 8B� 832
Total 0 0 l} 0 {I 18 0 1 130 i7 0 '1B d BBd p 0 FiH4 832
D7:00 AM I 0 0 0 01 0 187 4 0 191 14 0 0 14 2 747 0 1 7501 955
07:15 AM !II 0 0 0 0 0 233 1 0 234 26 0 5 31 2 752 0 0 754 1019
07:30 AM 0 0 0 0 0 360 11 1 372 23 0 9 32 7 805 0 0 812 1216
07:45 AM 0 0 0 01 0 310 11 0 321 27 0 4 31 4 748 0 _ _2 _ 754 _ 1106
Total 0 0 0 0 0 1090 27 1 1178 90 b 18 08 11$ 3vk u 3 3070 4296
08:00 AM ; 0 0 0 0 0 289 6 0 295 17 0 2 19 ! 5 612 0 2 619 933
08:15 AM: 0 0 0 0 0 238 2 0 240 22 0 2 24 1 638 0 1 6401 904
08:30 AM ! 0 0 0 0 0 235 8 1 244 12 0 5 17 1 566 0 0 567 828
Grand Total . 0 0 0 0 0 1981 43 3 2027 158 0 28 1661 22 5552 0 6 5580 7793
Apprch % 0 0 0 0 97.7 2A 0A 84.9 0 15.1 0.4 99.5 0 0A
Total % 0 0 0 0 0 25.4 0.6 0 26, 2 0 0.4 2.4 0.3 71.2 0 0.1 71.6
NA I FM 1709 Timber Lake r
FM 1709
Southbound Westbound r I Northbound _ nt' Thru Eastbound Lart
I Start Time Rigel' Thru j_ U i App_Tnw._ R.ION _ Thru 1.ah u-Two i o!pp w. Ripen Ti413 Len ..rp.Teur urmo ra,r , mr. no
Peak Hour Analysis From 06:46 AM to 98:W AM - Peek 1 of i
Peak Hour for Entire Intersedion Begin* at 07:00 AM
07:00 AM 0 0 0 0 0 187 4 0 191 14 0 0 141 2 747 0 1 750j 955
07:16 AM 0 0 0 0 0 233 1 0 234 26 0 5 31 2 752 0 0 7541 1019
07:30 AM 0 0 0 0 0 360 11 1 372 23 0 9 32 7 805 0 0 812 ' 1216
07:45 AM 0 0 0 0 0 310 :1 0 321 _ 27 0 4 31 _ 4 748 0 2 754 1106
Tdal Volume. 0 0 0 0 1091) 27 t 1 f 8 9U 0 18 SOB 16 3= 0 3 3070 429B •
% App. Total a 0 0 0 97.5 2.4 0.1 83.3 0 16.7 0-5 99.4 0 _ .0.1 _
PHF .t>pD .000 :000 .000 .000 .757 .814 2$p 75i .0� .500 &k :5Sf .9k87000 376 .w .683
Peak Hour Analysis From 06:45 AM to 08:30 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
06:45 A 1 07- AM 07 1sAM 07:00 AM -
+0 mins. 0 0 0 0 0 360 11 1 372 26 0 5 31 2 747 0 1 750
+15 mins. 0 0 0 0 0 310 11 0 321 23 0 9 32 2 752 0 0 754
+30 mins. 0 0 0 0 0 289 6 0 295 27 0 4 31 7 806 0 0 612
+45 mins. 0 0 0 0 0 238 2 0 240 17 0 2 19 4 748 0 2 754
Total Volume 0 0 0 01 0 1107 30 t 12M 93 0 20 113 15 3052 U 3 3t]7p
% . Total 0 0 0 i 0 07.5 2.4 0.1 82.3 0 17.7 0.5 99+4 0 0.1 _
i2P_..._-_. _ -....
PHF .000 .d00- .0f10 .000E .000 .831 .d82 .75fl .825 .851 .07t1 .b58. 863 .an .W A00 .375 M I
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 11 of 23 October 24, 2014
METROCOUNT
9128 Couples Dr.-Plano,TX-75025
Phone/Fax (972) 359-6310
Southlake, TX
FM 1709 & Timber Lake
10-16-14
File Name : RK10161
Site Code : 00010161
Start Date : 10/16/2014
Page No _ 1
Group_ s printed- Unshifted
NA FM 1709 Timber Lake FM 1709
Southbound Westbound Northbound Eastbound
LHii Tjf1T9 M iihru t �1.1t +w rmi RI M I Thru I_ Left u-rum f py T*w Right Thru Left .gym T w RiOhE lhru ' L0!t u•rwn � AM TOM !nu Tatw
U4:3Q PM 0 0 0 0 ' 0 635. 11 0 646 14 0 5 19 1 7 421 0 6 428 1p93
04:45 PM 0 0 0 0 0 652 11 1 664 14 0 3- 17 L 7 399 0 1 407 1088
Tam 0 0 -0 0 0 1287 22 i- Iwo 28 0 8 3.01 14 820 0 1 835 8181
05A0 PM 0 0 0 0 0 724 26 1 751 16 0 8 24 6 449 0 4 459 1234
05:15 PM 0 0 0 0 0 710 24 0 734 11 0 2 13 4 418 0 1 423 1170
05:3Q PM 0 0 0 0 0 686 15 1 702 13 0 3 16 6 398 0 3 407 9125
05:45 PM 0 0 0 _ 0 0_66_4 _ 19 0 603 11 0_ 1 12 8 406 0 0 14 1109
Total 0 0 0 0 0 2764 64 2 ' 2f}70 51 Q 14 24 1671 0 8 1703 4636
06;00 PM 0 0 0 01 0 613 18 0 631 15 0 5 20 8 415 0 0 4231 1074
WAS PM 0 0 0 0 0 586 16 0 602 10 0 4 14 6 413 0 2 420 1036
Grand Total 0 0 0 0 1 0 5270 140 3 5413 104 0 31 135 51 3319 0 11 3381 8929
Apptctt %•a 0 0 0 0 97A 2.6 0.1 77 0 23 1.5 98.2 0 0.3
Total % 0 0 0 01 0 59 1.6 0 60.6 1.2 0 0.3 1.5 0-6 3-12 0 0.1 37.9
NA FM 1709 Timber Lake FM 1709
tht Saul nd Westbound Northbound Eastbound
SiarF Time �,iit�ht 1 TTiril : t efl .Tew Rtutit i fhru Leftl u-Tam . Taw Ri ht Thru Len' _gp1 L6ghI 111m Len - WTuU I Harwl �ud7cmi I
Peak Four AAMysle From 04:30 PM 10 08:15 PM - 40 1 or 1 ��
Peak Hour Far Entire Intersection Begins at 05:00 PM
05:00 PM 0 0 0 0 0 724 26 1 751 16 0 8 24 6 449 0 4 4591234
0515 PM 0 0 0 0 0 710 24 0 734 11 0 2 13 4 418 0 1 423 1170
05:30 PM 0 0 0 0 0 686 15 1 702 13 0 3 16 6 398 0 3 407 1125
05:45 PM 0 0 0 0 0 664 19 0 683 11 0 1 12 8 406 Q 0 414 1109
TONIV0lwrie--.-0 a�d�a 27aa84 2 2370...-�7�-0� 14 65 24 t671� e-iiQs`-�sa'
% App.. Total 0 0 ❑ 0 97 2.9 IDA 78.5 0 21.5 1.4 98.1 0 0.6
_-PHF ADD MD _ -000 _000 000 96t 169 .500 .955 .797 ;000 A38 ;877 .760 .00 82$ r -940
Peak Hour Analysis From 04:30 PM to 06:15 PM - Peak 1 of 1
Peak Mour for Each Approach Begins ai:
04:30 wA
05 00 FM
04:30 PM
04 30 PM --- -
+0 mins.
0
0
0
0
0
724
26
1
751
14
0
5
19
7
421 0 0 428
+15 mins.
0
0
0
0;
0
710
24
0
734
14
0
3
17
7
399 0 1 407
+30mins.
0
0
0
0'
0
686
15
1
702
16
0
8
24
6
449 0 4 459
445 mins
0
0
0
0
0
564
19
0
683
11
0
2__
13
4
418 0 1 C23
Total Volume
(1
0
0_
Q
0 2764
84
2
2670
55
0
16
73
24
10 6 B-T797
%App. Total
0
0_
0
0
97
29
0-1
75.3
0
24.7
1 A
98,3 0 0.3
f'IIf=
1000
.000
.000
.[]00•
OLt`.1
OSi
.808
.500
.955iiii--A59
i
A60
.5�
.7_
.857
-M ..000 .-75956
Updated Traffic Impact Analysis: Residential Development W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 12 of 23 October 24, 2014
APPENDIX B
Capacity Analysis Worksheets
Updated Traffic ImpactAnalysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 13 of 23 October 24, 2014
Table 41 S4pmdized Intersection Level of Service (2010 HCAO
Control Daley Par Vehicle (a)
LOS by Volume to Capacity Rado
57
>1
510
A
F
>10 and s20
B
F
>20 and 535
C
F
>35 and 555
D
F
>55 and s80
E
F
E >80
F
F
Signing Settings
For as wignalized tun -way stopped contrailLd (TWSC), Ril-way slUpw ontrvlled (AWSC) or a
rouadabout interem-6qa, the 1.t.,vu1 ofServica for the interec -don is caloviated by taking tho
hAwa= ion!?ashy and oonvmting it to a Carer using Table 4-2.
Table 4-2 TWSC, AWSC and Roundabout Level of Service Criteria (2010
HCm)
Control Delay Per Vehicle (a)
LOS by Voltane to tlapaolty Ratio
51
a1
s10
A
F
>10 and 515
B
F
>15 and s25
C
F
>25 and s35
D
F
d :M
E�:aallo
E _F F
F
The LOS criteria for TWSC, AWSC and roundabout intersection are difl'era d then that used
far `signalized intersxtion. The primary macaw ibr this is the dxivers expect dirt levels of
perfarmancet between aiganiivod and msigealizad intemoctions.
4-10
Updated Traffic Impact Analysis: Residential Development-W Southlake Blv&Shady Oaks Dr, Southlake, TX
Page 14 of 23 October 24, 2014
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 15 of 23 October 24, 2014
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 16 of 23 October 24, 2014
SimTraffic Performance Report
Baseline
3: Timber Lake PI. & FM 1709 Performance by approach
Ap (xuh FV WA H$ $B AN
Denied DelNeh (s) 0.0 00 04 24 0.0
Total DelNeh (s) 13.2 39 320 230 112
2014 Proposed AM Peak
10/2212014
SinnTraffic Report
Page 2
Updated Traffic ImpactAnalysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 17 of 23 October 24, 2014
SimTraffic Performance Report
Baseline
3: Timber Lake PI. & FM 1709 Performance_by approach
Ays ,ro&h EB WB NB SB Al
Denied DelNeh(s) 0.0 0.0 0.9 3.2 00
Total DdNeh (a) 7.4 9.3 16.2 37.6 86
2014 Proposed PM Peak
10/22/2014
SimTraffic Report
Page 2
Updated Traffic Impact Analysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 18 of 23 October 24, 2014
APPENDIX C
TxDOT Access Management Manual Requirements
Updated Traffic ImpactAnalysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 19 of 23 October 24, 2014
Chapter 2 —Access Management Standards Section 3—Number, Location, and Spacing ofAccess
Connections
Table 2-1: Frontage Road Connection Spacing Criteria
Minimum Connection Spacing Criteria for Frontage Roads (1)(2)
Minimum Connection Spacing (feet)
Posted Speed (mph)
One -Way Frontage Roads
Two -Way Frontage Roads
a 30
200
200
35
250
300
40
305
360
45
360
435
> 50
425
510
(1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or signifi-
cant truck traff c. Where present or projected traffic operations indicate specific needs, consideration may be given to
intersection sight distance and operational gap acceptance measurement adjustments.
(2) When these values are not attainable, refer to the variance process as described in Chapter 2, Section 5.
Other State System highways
This section applies to all state highway system routes that are not new highways on new align-
ments, freeway mainlanes, or frontage roads.
Table 2-2 provides minimum connection spacing criteria for other state system highways. How-
ever, a lesser connection spacing than set forth in this document may be allowed without variance
in the situations described in Chapter 2, Section 5.
Table 2-2 does not apply to rural highways outside of metropolitan planning organization boundar-
ies where there is little, if any, potential for development with current ADT volumes below 2000.
For those highways, access location and design will be evaluated based on safety and traffic opera-
tion considerations. Such considerations may include traffic volumes, posted speed, turning
volumes, presence or absence of shoulders, and roadway geometrics.
Access Management Manual 2-12
TxDOT 0712011
Updated Traffic Impact Analysis: Residential Development W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 20 of 23 October 24, 2014
Chapter 2 —Access Management Standards
Section 3 —Number, Location, and Spacing ofAccess
Connections
liable 2-2: Other S1ste Highways Connection Spacing Criteria
Other State Highways Minimum Connection Spacing (IXZH3)
Posted Speed (mph) Distance (it)
c 30
200
35
250
40
305
45
360
50
425
(1) Distances are for passenger cars on level grade. These distances may beJ
adjusted for downgrades and/or significant truck traffic. Where present or
projected traffic operations indicate specific needs, consideration may be
given to intersection sight distance and operational gap acceptance measure-
ment adjustments.
(2) When these values are not attainable, refer to the variance process as
described in Chapter 2, Section 5.
(3) Access spacing values shown in this table do not apply to rural highways
outside ofinetropolitan planning organization boundaries wherethere is little,
Warty, potential for development with current ADT levels below 2000.
Access connection spacing below the values shown in this table may be
approved based on safety and operational considerations as determined by
Tx DOT.
Comer clearance refers to the separation of access connections from roadway intersections. Table
2-2 provides minimum comer clearance criteria.
Where adequate access connection spacing cannot be achieved, the permitting authority may allow
for a lesser spacing when shared access is established with an abutting property. Where no other
almmatives exist, construction of an access connection may be allowed along the property line far-
thest from the intersection. To provide reasonable access under those conditions but also provide
1ho safest operation, consideration should be given to designing the driveway connection to allow
only the right -in turning movement or only the right-inlright out turning movements if feasible.
Auxiliary Lanes
This subsection describes the basic use and functional criteria associated with auxiliary lanes. Aux-
iliary lanes consist of left-tum and right-tum movements, deceleration, acceleration, and their
associated transitions and storage requirements. Left-tum movements may pose challenges at
driveways and street intersections. They may increase contlicls, delays, and crashes and often com-
plicate traffic signal timing. These problems are especially acute at major highway intersections
Access Management Manual 2-13 TxDOT 0712011
Updated Traffic Impact Analysis: Residential Development W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 22 of 23 October 24, 2014
APPENDIX D
City of Southlake
Completed TIA Threshold Worksheet
Updated Tragic ImpactAnalysis: Residential Development-W Southlake Blvd/Shady Oaks Dr, Southlake, TX
Page 23 of 23 October 24, 2014
Traffic Impact Analysis
Title of Plan Glenmore Case Number
THRESHOLD WORKSHEET
Driveway Ordinance No. 634 requires that a Traffic Impact Analysis (TIA) be submitted with development applications (zoning,
concept plan, site plan, etc.) if the proposed development exceeds one or more of the three threshold criteria listed below. No
development applications will be accepted unless accompanied by a TIA. For those projects that do not exceed any of the
three criteria, a TIA Threshold Worksheet must be submitted and approved by the City Engineer in lieu of the required TIA prior
to submittal of the development application. Please describe in detail your evaluation of each criteria listed below. Additional
sheets may be attached if necessary.
rd Her aces average nor dr�reway.
are a total of 16 residential housing units proposed for the development. It is assumed that there wilt be a total of at least 3
tg spaces provided for each unit, for a total of 48 parking spaces. There will be 1 access street (driveway) serving the entire
opment,so that the number of parking spaces per driveway will be 48 spaces per access street (driveway). With this number of
s per access street (driveway), the TIA Criteria #1 threshold of 100 parking spaces average per driveway will not be exceeded.
Cri vno #2,;Agyr jy ray in tha development is grgjp� dip g1nM 1004 or mor�yghicl4�s.._iq.gr d v.^
Applying the trip generation data for Single -Family Detached Housing, Code 210,in the ITETrip Generation Manual, 9th Edition; it was
determined that,at a weekday trip generation rate of 9.52 trips per dwelling unit, the proposed sixteen (16) single-family housing
units will generate a total of 153 vehicle trips per day. With the distribution oftrips for these 16 housing units on one access street,
this access street (driveway) will not exceed the TIA Criteria #2 threshold of 1 000 or more vehicles per day.
Criteria #3:Anv driveway in ft-fty"lgment ie profeeted._in serve 104 instross vehicles ��the lesion hear
ying the trip generation data for Single -Family Detached Housing,Code 210, in the ITE Trip Generation Manual,9th Edition; it was
,reined that, at the P.M. Peak Hour (the heaviest daily peak hour) trip generation rate of 1.00 trip per dwelling unitthe proposed
en (16) single-family housing units will generate a total of 16 vehicle trips in the design hour. With the distribution ofthese 16
for 16 housing units on one access street, this access street (driveway) will not exceed the TIA Criteria #3 threshold of 100 or more
:les per day.
Unless approved otherwise, trip generation rates should be based on the most recent edition of the Institute of Transportation
Engineers (ITE) Trip Generation Manual.
I hereby certify that this project does not exceed any of the three threshold criteria shown above and therefore the development
would not warrant a TIA in accordance with Section 3.4 of the Driveway Ordinance No. 634 of the City of Southlake.
Name Rodney W. Kelly Registration No. 27100 Date 09/24/2014
Firm Kelly & Associates Phone (214) 697-1328 Fax (972) 668-7867
For City Use Only.- The requirement for a Traffic Impact Analysis with this submittal is hereby waived:
Name:
Title:
Date: